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

If you plan on leaving your bike unattended and want to prevent your machine from getting into the wrong hands., it’s essential you have a lock you can trust. The truth is, good bike locks rarely come cheap, and although you’ll be able to find locks for less cash than the ones featured here, you can rest assured that the products below have been subjected to destructive testing in our comprehensive locks test. We subjected each lock to a range of tests, including lock picking and angle grinding. Thankfully, plenty of the options in this list are available at considerably less than their RRP, and we’ve set our upper limit at £100 for a bike lock you can truly trust. How to securely lock a bike Improve the security of your bike shed, whatever your budget Abus Granit X-Plus 540 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Abus Granit X–Plus 540 is a secure D-lock that isn’t too heavy. Despite being relatively light at under 1.5kg, the X-Plus 540 from Abus is one seriously tough D-lock. The clever mechanism managed to beat our lock picker during testing and the 13mm square shackle resisted blade and bolt cropping attacks admirably for an item of this weight and price. Kryptonite New York M18 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The unashamedly hefty New York M18 offers serious protection. The New York M18 from Kryptonite is an absolute beast of a lock that weighs in at a hefty 2.64kg. Thankfully, this weight equals some serious strength with this lock performing best in test in several different types of attack, and only showed real vulnerability during the dreaded angle grinder test. If you’re not planning to carry your lock with you when you travel then this is a solid choice. Abus Granit X-Plus Bordo 3.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); If you want a folding lock then the Abus Granit X-Plus Bordo comes well recommended. The Granit X-Plus Bordo from Abus is a folding lock that consists of six 150mm-long steel plates joined by domed hardened rivets. The folded lock doesn’t take up a whole lot of space at 190 × 70 × 40mm, particularly compared with most D-locks. It can be attached to a frame via its bottle cage mounts or with the supplied straps. Thieves equipped without power tools or a tungsten saw will have real difficulty getting through this tough little unit. Hiplok DX 3.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Hiplok DX is a wearable D-lock with a smart design. Immediate Media If you’re looking for a more compact, lighter lock that’s still tough, the Hiplok DX should be on your shortlist. Despite not having a lengthy shackle, the wide 85mm base means we had no issues getting it through the frame and back wheel of our test bikes. Its rubberised coating will protect your frame and the two prongs at the back mean it’s possible to clamp it to your trouser pocket or behind a belt. The lock’s strong performance in most tests means that only the best-prepared criminals — or those with plenty of time — could get through it. Litelok Gold 3.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Litelok Gold is a strong alternative to the usual D-locks. Immediate Media The Litelok Gold is a great alternative to a D-lock and uses a series of steel cables wrapped in a nylon mesh joined via a heavyweight disc-lock mechanism. At 1.12kg it’s not too heavy and the 265mm length makes it very versatile in terms of how it can be used. Carrying the Litelok Gold is easy, too; you can either leave it straight and strap it to your top tube or connect both ends and strap it between the seat and top tubes of your frame. Testing proved the Litelok Gold to be really resistant to bolt cropper and hammer attacks, but this design can be compromised relatively quickly with sawing or angle grinding.

Saracen has introduced another low, slack, and long hardtail in the form of the new Zenith Elite LSL. Warren Rossiter/Immediate Media A Tranz-X dropper comes as standard on the Elite LSL. Warren Rossiter/Immediate Media Up front the Zenith Elite LSL uses a 130mm travel RockShox FS-35 Gold RL. Warren Rossiter The Zenith Elite LSL mixes a Sram Eagle NX drivetrain with Shimano’s MT501 brakes. Warren Rossiter/Immediate Media The Saracen Myst Pro now comes in both 27.5 and 29er sizes (previously it was only 27.5″) and shares the exact same carbon frame as used by Danny Hart and the Saracen team. Warren Rossiter/Immediate Media We wonder if Saracen will make Danny Hart’s custom linkage from his ‘Mullet’ bike (27.5 rear, 29 front) available? Warren Rossiter/Immediate Media At the rear the Pro is running a Fox VAN RC shock. Warren Rossiter/Immediate Media Alongside the wheels, Raceface also provides the cockpit on the Myst Pro. Warren Rossiter/Immediate Media The Myst Pro comes with a RockShox BoXXer RC 203mm travel fork up front. Warren Rossiter/Immediate Media Is it 2020 already? We’re in the midst of launch season, with bike brands the world over releasing model year 2020 bikes. That includes Saracen, with the British firm refreshing the Zenith hardtail’s geometry and releasing a 29” version of its Myst Pro downhill rig. We went along to Saracen HQ to take a closer look at both bikes. Otherwise, if adventure bikes are your thing, we’ve also covered the 2020 highlights from Saracen’s sister brand, Genesis, including some of the first machines we’ve seen with Shimano’s new GRX gravel groupset. Saracen goes low, slack and long on the Zenith Elite LSL hardtail After the success of 2019’s highly-rated Mantra Elite LSL – including by our sister magazine MBUK – Saracen has applied the same low, long and slack geometry on its makeover of the Zenith Elite LSL, the next level up. This updated, more trail-focused hardtail is full of promise on paper and looks likely to deliver some serious handling chops. Saracen tells us the 2020 Zenith blends a ‘little bit’ of XC race with a pinch of trail capability. A Tranz-X dropper comes as standard on the Saracen Zenith Elite LSL. Warren Rossiter/Immediate Media The new Zenith frame is radically low with a super-low-slung top tube. The front-end is a slack for trail riding 65.5 degrees and has a 130mm-travel RockShox FS-35 Gold RL fork – by contrast the seat angle is a much steeper 75 degrees which should improve seated climbing comfort. The Zenith Elite LSL costs £1,599.99 complete with a SRAM Eagle NX drivetrain, Shimano MT501 brakes, a new 130mm travel Rockshox 35 Gold fork, Tranz-X dropper post, and Jalco SHL320 29er rims on Formula boost hubs. The tyres are 2.6in VEE Flow snaps. Posh privateer 29” Saracen Myst Pro downhill rig debuts The Myst Team is the bike made famous by Saracen’s star downhill riders, Danny Hart, Matt Walker and Alex Marin. You need some seriously deep pockets to meet the £5,799.99 asking price for the team replica bike (available with 29” and 27.5” wheels), though there’s also a 27.5” Myst Pro with the same grade of carbon fibre and more affordable components for £3,999.99. The Saracen Myst Pro now comes in both 27.5 and 29er sizes and shares the exact same carbon frame as used by Danny Hart and the Saracen team. Warren Rossiter/Immediate Media Now Saracen has launched a Myst Pro 29er, once again sharing the pro-level Toray carbon fibre frame as the team bike. “The killer privateer race bike is now available in 29” wheels and continues to offer a recipe that just works,” says Saracen. It shares the same build and price as the Myst Pro 27.5, with a 1×10 Shimano Zee drivetrain and brakes, a Fox Van RC rear shock and Boxxer RC fork, Maxxis DHR II tyres and Raceface finishing kit. You can also still opt for an alloy version that we’re currently testing which shares almost-identical geometry for £2,599.99, though it’s only available with 27.5” wheels. You get a Shimano Zee drivetrain, Shimano’s new MT501 4-piston brakes, X-Fusion suspension, Maxxis DHR II tyres and a Raceface cockpit.

After this, there is no turning back. You take the blue pill – the story ends, you wake up in your bed and believe whatever you want to believe. You take the red pill – you stay in Wonderland, and I show you how deep the rabbit hole goes. Remember, all I’m offering is the truth. [Morpheus] googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Some would argue that it’s human nature to want to race. Competition burns a little in all our D.N.A. As toddlers we chase around parks, wanting to be the fastest, to be king of the playground. As adults too, we’ve all felt our right foot tense while being overtaken by a clearly slower car. If it moves we race it: lawnmowers, pogo-sticks, even hot air balloons. Surely then, eMTB racing is a logical step forward in the growth of the sport? Supported by an explosion in eMTB popularity, there’s increasing excitement about professional eMTB racing from parts of the industry. That has resulted in a number of ‘International’ and ‘World’ (albeit based solely in Europe) series forming, demanding both industry participation and media attention. But is this good for the sport? We could choose to simply embrace that racing is an inevitable component of any sport, trusting that we need professional racers and events to spearhead development and innovation. Or, like Neo in the Matrix, we could choose to take the red pill and chase the rabbit down its hole to a darker truth. The truth is that the sport is not ready for a global eMTB racing series, and probably never will be. Cycle racing has an enviable heritage. BMX, Downhill, Road and XC are filled with beautiful stories of human achievement and endeavour. Surprisingly, in a sector so steeped in tradition, there’s still space for new disciplines to flourish. Look at the Enduro World Series, a mountain bike racing format that exploded in 2012 without any federation backing. During the opening round in Punta Ala, there was palpable excitement in the air, with hundreds of racers, international teams and huge media interest. Grass-roots enduro racing had reached critical mass, established national series were successful, the timing was right and the sport was ready to go global. The EWS has been an unquestioned success, but despite that success, if you asked a broad spectrum of everyday trail riders, many would have no understanding of the racing scene. Like skiing, mountain biking is a participation-based activity, not a competition-based sport. Most ride to break free of the daily grind, to escape and discover something new, not to race. Even with huge support and participation, the EWS only occupies a niche within the sport. In contrast, with exponentially lower participation at events, eMTB racing is a niche within a niche – in reality, who really cares? Even the all-powerful UCI seems panicked. In the past, they have openly distanced themselves from eMTB racing, washing their hands of it and handing it over to the motorcycle federations. However, a recent change of leadership has triggered a renewed interest in eMTB racing and they have recently announced a one-round UCI World Championship in Mont St Anne this year. Traditionally regarded as sticklers for rules, it comes as a surprise to see the UCI rule book, recently revised to incorporate eMTBs, filled with oversights that indicate a complete lack of understanding of how eMTBs function. Take for example rule 4.8.001 that sets the criteria of the bike. “E-Mountain bike events must be organised in accordance with the following bike standards: Engine of maximum 250 watts.” This rule excludes all the most popular brands of eMTB motor. The Bosch, Brose, Yamaha and Shimano options all have a ‘nominal’ continuous power output of 250 watts but deliver far higher ‘maximum’ power in use. Is the UCI saying that only the low power Vivax can race, or have they not researched how eMTB motors work? And what of rule 4.8.005: “Riders can only use the battery in place on their bike and cannot carry an additional battery during the competition.” Does this mean there will be no regulation of battery capacity? Will Mont St Anne be a farcical showdown of Specialized Levo riders in continuous turbo mode with their 700Wh batteries, facing off against Focus JAM2 riders stuck in eco mode to conserve their 378Wh battery? eMTB racing is a niche within a niche – in reality, who really cares? Critical misunderstandings aside, it’s clear that even without a plan, the UCI wants to cling on to control of eMTB racing like a toddler with its toy. Their hostile attack on the FIM (Fédération Internationale de Motocyclisme) eMTB series, designating it as unsanctioned and (possibly illegally) penalising any rider that attends is testament to this. Forced to draw a line in the sand, but with few options to tie allegiances with, the UCI used an aggressively worded press release to pin their ‘official’ colours onto the WES (World E-Bike Series), a tourism-centric series that is clearly still in its infancy. With only 44 and 35 racers attending the first and second rounds respectively, and reports of unclear rules and chaotic organisation (the last two rounds are still yet to be confirmed), it’s clearly too immature for a series to carry such a designation. This was an opportunity for the UCI to show strong leadership and lead from the front, but instead, they appear to have rushed to champion a fledgling series, like a dog chasing its tail. the UCI wants to cling on to control of eMTB racing like a toddler with its toy However, an aggressive challenge towards the Fédération Internationale de Motocyclisme was not unwelcome news to true eMTB enthusiasts. Looking at the FIM’s disjointed plans, it’s clear that not only could the proposed series fall on a disinterested audience, but could even damage the very growth and acceptance of the sport in the wider market. One glance at the format of the opening round in Imola and rule book reveals that the FIM really don’t understand the potential of eMTBs either. Imagine the sweeping boredom and slow claps from the audiences as eMTBs take to the infamous Imola Motocross circuit. For 30 minutes, eMTB racers will painfully roll over unsuitable jumps built for powerful MX bikes at a sedate 25 kph, before the fuel-guzzling MX show-stoppers turn up and set the course on fire. An even bigger danger is the association of eMTBs with MX bikes, a link that the industry has been working so hard to dispel. Communicating eMTBs as a cyclist’s equivalent of an MX bike will further the misunderstandings around the very different nature of pedal-assist eMTBs and throttle-operated motorbikes. The prospect that backers Youthstream will push the embarrassing spectacle to 2.5 million viewers adds insult to injury. How can this be a good thing for the sport? The fact that the press release for these proposals was dropped on April 1st has a bittersweet irony. Given the very low participation numbers of grass-roots races targeted at eMTB riders, who is actually driving the need for a ‘world’ series and what is their motivation? Is it the riders themselves? Is it from established national series, running at capacity and ready to feed into the next level? Or is it a financially motivated arms race among promoters to establish ‘the’ international series and cash in quick when the sport is clearly still in its infancy? Question everything, learn something, answer nothing.[Euripides] You only have to look at the WES and the e-Eis (the e-Enduro International Series run by Franco Monchiero)? While the post-event press releases may look glossy, name-dropping select ex-pros with carefully chosen images to avoid highlighting the poor turnout, in reality, participation numbers are woefully low. You need only to look at how the current crop of European based factory-teams represent themselves to see the widening disconnect between eMTB racing and the growing number of eMTB riders on the trails. Dramatically lit photos of oh-so-serious ‘professional’ racers, posturing like Formula 1 drivers in freshly-pressed, logo’ed-up race gear, thousand-yard stares showing that they’re ‘not to be messed with’. Is this image representative of the emotions eMTB brings to you? Is this how we want eMTBing to be represented? Is eMTB racing taking itself too seriously, where is that eMTB smile But at least it’s a level playing field. Or is it? Even without getting into the minefield of tuning, a process that is very easy to do, even ‘standard’ bikes vary wildly. As discussed above, the 250 watt figure quoted like gospel is actually a ‘nominal’ figure for continuous power delivery. Many motors deliver far more depending on the cadence, and these peaks vary considerably across the brands. Anyone who has ridden a new Brose in Shuttle mode compared to a Bosch CX or Shimano M8000 will know that some motors deliver more torque and power. But “it’s OK” say many organisers, as events will be designed to ensure battery life dictates the terms. But aren’t battery capacities different from brand to brand? With so much emerging diversity within the bikes, please don’t try and tell us a head-to-head race is fair. And what of the EWS organisers, where do they fit in? With their influence in the industry, support, infrastructure and media experience, they could drop a series at any point. Perhaps it’s their silence that is the most deafening of all. After holding a ‘test’ event last year, director Chris Ball concluded the resultant video saying, “There are so many open questions in eMTB racing, from the format and trail access right through to motor control. We think there are people rushing into this, people launching series, but ultimately there are too many big questions unanswered to move with responsibility at such speed. We must answer all the questions before we award any champions because otherwise, it delegitimizes what could potentially be a great thing for the sport of mountain biking.” The truth is, those questions still sit unanswered… As painful as it is, this is the reality of international eMTB racing: confusion, disinterest, poor uptake and in some cases a complete misunderstanding of what eMTBs represent. This is the real truth we learn after taking the red pill. The deeper you follow the rabbit down its hole, the more you understand the true Wonderland of eMTBs and all they can offer. While mountain biking is predominantly the realm of the fit and strong, eMTBs democratize the mountain, bringing obvious health-benefits, a spirit of adventure, fun and empowerment to an almost limitless audience. Moreover, eMTBs have the potential to redefine commuting, to change the way we socialize, shop and get our kids to school, cementing a new role in not only recreation but in society as a whole. Understanding this, we start to see that international eMTB racing is the answer to a question that no one is asking. Or, of course, we could simply take the blue pill, believe the industry hype and live in the illusion that international eMTB racing is a great thing for the development of the sport right now. 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! Words Trevor Worsey Illustration Julian Lemme Der Beitrag Taking the red pill – The darker truth behind international eMTB racing erschien zuerst auf E-MOUNTAINBIKE Magazine.

Cannondale has issued a recall notice for more than 10,000 CAADX cyclocross bikes produced between 2013 to 2016 following a series of reported fork failures. Recalls and important safety notices from the bike industry Cannondale bikes: latest reviews, news and buying advice The recall, issued on 25 July 2019, only relates to models of the CAADX equipped with disc brakes. The affected 2013 to 2016 model-year bikes were sold between August 2012 and August 2017. The notice follows several reports of fork fractures, including one where the rider suffered injuries that resulted in his death. Cannondale’s subsequent investigation has failed to identify a defect in the CAADX fork but the voluntary recall has been issued to offer riders a replacement model. The recall has been issued in conjunction with the US Consumer Product Safety Commission. Approximately 9,700 of the affected bikes were sold in the USA and a further 1,900 were sold in Canada. It is not clear whether the recall affects other territories, but we have contacted our UK-based representative at Cannondale for clarification. Owners are urged to stop riding the recalled bikes and to take them to their nearest Cannondale dealer to have a free replacement fork installed. The full recall notice runs below; At Cannondale, we know that our riders demand the highest levels of performance, quality, and safety, under the most challenging riding conditions, and we hold ourselves and Cannondale products to that standard. Following several reports of fork fractures on Cannondale Cyclocross CAADX Model Year 2013–2016 bicycles, including one tragic incident in which the rider fell and suffered injuries that ultimately led to his death, we launched an in-depth inquiry. We, and several other independent parties, conducted extensive testing on the issue and did not identify a defect in the forks. However, given the circumstances, we decided the best course of action was to inform riders of these incidents and make a free upgraded replacement fork available through the U.S. Consumer Product Safety Commission’s voluntary recall process. Affected bikes have a prominent CAADX logo on the top tube Cannondale To check if your CAADX is affected by this recall, inspect your bicycle to confirm it has all of the following features (as shown in the picture): A prominent CAADX marking on the top tube or other tube Disc brakes A large “ULTRAX” marking on the inside of the fork leg A black plastic cable running to the front disc brake that is outside of the fork blade (not internally routed within the fork blade) If your CAADX bicycle meets the criteria above, please contact your local Cannondale dealer to arrange for a free upgraded replacement fork. We apologize for any inconvenience this may cause, and are offering riders a free upgraded replacement fork that is a full carbon fork, providing increased performance at a lower weight than the original fork. Additionally, we encourage all riders to read and consider all warnings included in the owner’s manual for the CAADX, including but not limited to the BPSA industry-standard warning that “A crash or other impact can put extraordinary stress on bicycle components, causing them to fatigue prematurely. Components suffering from stress fatigue can fail suddenly and catastrophically, causing loss of control, serious injury or death.”

US-based wheel manufacturer, Zipp, is best known for its flashy deep-section carbon fibre road wheels, which have been the hoop of choice for skinny roadies and triathletes for a long time. Aside from a brief flirtation with off-road wheels some 30 years ago, Zipp has largely focussed its efforts on the road side of the market. Well, until now that is. Zipp comes storming into the carbon mountain bike wheel market with the brand new 3Zero Moto. Zipp Goes Moto For 2019, Zipp is rolling out a brand new wheelset that is unlike anything it has ever built before. Called the 3Zero Moto, this high-end carbon fibre mountain bike wheelset is purpose-built with hard trail riding and enduro racing in mind. Now it might a little odd to see an enduro wheelset wearing the Zipp name, but the 3Zero Moto hasn’t exactly come out of nowhere. Having been bought out by SRAM back in 2007, Zipp has established itself as the core wheel brand underneath the SRAM umbrella. SRAM has made road and off-road wheels in the past, but those models have all been phased out. Moving forward, it looks like Zipp will be taking the reins when it comes to wheels. The 3Zero Moto wheels are designed for hard trail thrashing and enduro racing. Where’s The Other Wall Mate? There are a lot of carbon fibre mountain bike wheels on the market, but the Zipp 3Zero Moto isn’t like a lot of those wheels. Rather than using a traditional hollow double-wall structure – a profile that had been copied over from alloy mountain bike rims – the 3Zero Moto employs an unusual single-wall carbon fibre rim. Why single-wall? According to Zipp, it’s all about increasing compliance to create a smoother ride and a stronger wheel. Without need for a hollow structure in the middle, the single-wall structure can be built thicker and with a higher compaction rate compared to conventional hollow carbon rims that rely on thinner carbon walls. And the solid carbon rims are supposed to be hella tough – so much so that Zipp offers a 120kg rider weight limit and a lifetime warranty to the original owner. The really impressive thing about this lifetime warranty is that you’re covered even if you break the rims while riding. That’s some serious confidence in a product right there. The carbon fibre rims are solid – there is no hollow cavity inside these like most other carbon rims out there. Stiffer Ain’t Always Better The other reason for the single-wall construction is compliance. This is something we’ve seen other brands focus on of late, following years of making super-stiff, deep-section carbon rims. While a stiff rim might feel razor-sharp and accurate on the trail, they can also be quite unforgiving and uncomfortable to ride, with more of those vibrations and impacts making their way to the rider’s contact points. In comparison, a more compliant wheel will offer greater comfort, and potentially more forgiveness when being pummelled through rock gardens. Now it’s worth pointing out that Zipp is neither the first brand to focus on compliance, or build a single-wall carbon fibre rim. Mello Bouwmeeseter, of Bouwmeester Composites, developed the Aussie-manufactured Tammar V4.8 wheelset some years ago, which also features a single-wall carbon rim. Those wheels were beautifully smooth and quiet to ride, with a very calm feel even when the trail was super rough. Mello has since been snapped up by Crank Brothers, where he spearheaded the development team for the new Synthesis wheels alongside Jason Schiers (formerly of ENVE). If you’re not familiar with the story of Adelaide-lad-making-it-big-in-the-MTB-world, then check out that story here. Bouwmeester was the first brand to offer a single-wall carbon fibre rim. Err, Ankle Compliance? Needless to say, there are some similarities between Bouwmeester’s single-wall rim and the 3Zero Moto from Zipp. The 3Zero Moto rim profile is also extremely shallow, which aside from being a real pain in the arse to take photos of, also offers what Zipp refers to as ‘Ankle Compliance’. This is all about letting the rim flex at the contact point on the ground, much in the same way that a trail runner’s ankle would flex when contacting rocks and off-camber surfaces. Rather than pinging off those awkwardly-angled rocks and impacts, the rim is more likely to deform and mould around them – kind of like how a tyre does. Again, this is all about increasing compliance and ensuring a smoother, more rattle-free ride quality. Those rims are so shallow! It does mean there’s less real estate for graphics, but Zipp has its reasons for the single-wall design. What Are The Specs? Zipp will be offering the 3Zero Moto as a complete wheelset in both 27.5in and 29in diameters. There’s a single rim profile (for now), which features a 30mm internal rim width that’s designed to suit most modern mountain tyres between 2.3-2.6in wide. The rims are of course tubeless ready, and our test set came setup with with a central groove that allows the spoke nipples to sit low down and underneath the tubeless rim tape. The rims use a hookless profile, with 3.75mm thick beads that are about as stout as we’ve seen from a carbon mountain bike rim. Spoke holes are drilled 2.5mm from the centre of the rim, which aims to better balance spoke lengths and tensions for a more durable wheel. Thick, hookless carbon beads for impact strength. The complete wheels are built around Zipp’s own ZM1 hubs, which feature large alloy hub shells that are packed with stainless steel sealed cartridge bearings. The rear hub gets the 4-pawl DoubleTime freehub mechanism that delivers 52 points of engagement. If you’re not on the Boost-wagon yet then you’re out of luck here – the 3Zero Moto wheels only come with Boost hub spacing. Each wheel uses 32 x Sapim D-Light spokes and Secure Lock alloy nipples, which are strung together in a good ol’ fashioned 3-cross lacing pattern. We reckon mechanics will be pleased by the externally adjustable nipples, spoke washers, and J-bend spokes too. The hubs are Boost-only, but the front hub can be converted with Torque Caps for use with modern RockShox forks. Zipp will be offering the rear hub with both SRAM XD and Shimano HG freehub bodies. No word on Micro Spline, but we’re guessing that won’t be an option. 4-pawls are offset into a dual-phase, which creates 52 engagement points. How Much? Weight-wise, they’re not the lightest hoops out there. We’ve got a set of the 29er wheels on test, and they came in at 1960g on our scales of truth. Given these are billed as a full-blown enduro race wheelset (with riders like Jérôme Clementz racing them all over the globe), that’s about right. Talking dollar-y-doos, the Zipp 3Zero Moto wheelset will set you back the not-inconsiderable sum of $3,499. Certainly not cheap, though that’s right up there with other premium carbon wheelsets from the likes of ENVE and Crank Brothers. It’s worth noting that if you’re the sort of rider or wheelbuilder that prefers to do it your own way though, Zipp will be offering the 3Zero Moto rims on their own. A rim on its own will sell for $1,299 in Australia. Phew! Fancy digital pressure gauge talks wirelessly to your smartphone. What a world we live in! That Whizz-Bang Pressure Gauge Maybe going some way to ease the pain of that sticker price, is the addition of not one, but two TyreWizzes with the complete wheels. The TyreWiz comes from the Quarq stable, and follows a similar path to the Quarq ShockWiz, albeit with the ability to live-read tyre pressure. Like the ShockWiz, the TyreWiz pairs to an app on your phone to record data from the device, while providing you with stats on your tyre pressure. As well as giving personalised recommendations, it can also be setup to give you pressure alerts, which is potentially a useful tool for racers. While we love the ShockWiz though, we’re not entirely convinced on this tyre pressure version just yet. We’re keen to give it a whirl though, and see what recommendations the app comes up with… The 3Zero Moto wheels come with some bold claims, and we’re eager to find out if these luxurious hoops deliver. We’ll be putting our test wheelset through the wringer over the coming months, to find out if they live up to the hype that Zipp is pedalling (Ha! Geddit?). In the meantime, check out the full specs below, and as always, let us know your thoughts in the comments below! Zipp 3Zero Moto Wheelset Features Single-wall, hookless carbon fibre rims Width: 37.5mm external, 30mm internal 2.5mm offset spoke drilling Zipp ZM1 hubs Boost hub spacing only w/Torque Cap adapters included for front hub 4-pawl DoubleTime freehub mechanism w/52 points of engagement Shimano HG & SRAM XD freehub bodies available 32 x Sapim D-Light double-butted J-bend spokes & Secure Lock alloy nipples per wheel 120kg maximum rider weight limit Includes 2 x TyreWiz wireless pressure gauges Lifetime warranty to the original owner Confirmed weight: 1960g (29in) From: PSI Cycling RRP: $3,499 The post First Look | The Zipp 3ZERO MOTO takes an unusual approach to carbon mountain bike wheels appeared first on Flow Mountain Bike.

It’s that time again, where we introduce the latest bikes and bits to ruffle our feathers at the BikeRadar HQ. This week we’ve got our hands on an astonishingly light disc-brake road bike from Canyon, a new three bike rack that should play nice for those with cars that have fancy spoilers, plus a powerful light for mountain bikers. Oh, and a delightfully ridiculous collectable from Campagnolo. Recapping on another tech-heavy week, BikeRadar’s most attentive readers will likely have seen Hunt’s new £479 alloy wheelset claimed to be faster than Zipp’s £2,678 NSW 202. Jack Luke also took a stab at the road bike tech he thinks might make it to the road bikes of the future and we also picked out five decisive climbs from the final two weeks of the Tour de France. The first reviews from Seb’s typically detailed fork test have started rolling through to the homepage, including the superb Fox 36 Factory GRIP2, which narrowly avoided scoring a full five-star rating. Canyon Ultimate CF EVO Disc 10.0 LTD Of all the things wrong with this photo it’s Jack’s brown cords that offend us the most. Joe Norledge/Immediate Media The lightest disc road-bike Canyon has made, and indeed one of the lightest disc bikes around full stop. Jack Luke/Immediate Media Canyon’s Ultimate CF EVO 10 LTD. Canyon Making the headlines a couple of weeks back, as the lightest ever disc-equipped bike from Canyon, was this flagship version of the popular Ultimate CF. Despite its disc brakes, 12-speed transmission and 25mm clincher tyres, the Ultimate CF EVO claimed to nip under the 6kg mark by a single gram. Since then, BikeRadar’s Jack Luke has got his greasy mitts on a size medium example of this £9,099 superbike. BikeRadar’s scales of justice saw this size medium example shown here weigh in at 6.04kg without pedals. The impressive part about this build is that its spec sheet doesn’t stray into the realms of unusual custom parts or even components with serious compromises. The result is a bike that could conceivably be ridden each day, and one that should dodge the pitfalls of some ultra-lightweight specials. For a more intimate look at this bike take a look at Jack’s first look video below. £9,099 /€10,000 / $12,000 Buy the Canyon Ultimate CF EVO Disc 10.0 LTD from Canyon Saris Bones EX bike rack The Saris Bones EX is a refinement on a hugely popular design. Oli Woodman/Immediate Media A clever design means the Saris Bones EX works with a lot of cars that have spoilers. Oli Woodman/Immediate Media The adjustable arms of the Bones EX slide onto a splined shaft where they are fastened down with a simple plastic screw — no tools required. Oli Woodman/Immediate Media Ratchet straps make for quick and easy fastening. Oli Woodman/Immediate Media Saris claims its Bones EX boasts the largest compatibility of any boot (or trunk) rack on the market. The impressive compatibility is thanks in part to a clever arc design that allows the rack to fit over most car spoilers, which can traditionally hamper the use of such racks. Does your car fit the Saris Bones EX? Check the Saris fitment guide to find out. The Bones EX is rated for three bikes at 35lbs each, so could potentially take three burly enduro bikes to the trails and back. Aside from the splined central shaft, it’s mostly made from injection-moulded plastic, which means the rack itself weighs just 5kg / 11lbs. The rack adjusts relatively quickly and without tools thanks to simple wind-down fasteners and plastic ratchet straps. The integrated strap management system is also a neat touch. £179.99 / $229.95 Lumicycle Apogee front light The Apogee is a powerful front unit from Lumicycle. Oli Woodman/Immediate Media The ‘eyelid’ is there to reduce glare, and it can be rotated depending on where the light is mounted. Oli Woodman/Immediate Media The quick-release mount can be positioned at the bottom, top or side of the unit. Oli Woodman/Immediate Media The single switch on the back of the Lumicycle Apogee is easily operated with gloves on. Oli Woodman/Immediate Media The Apogee, from UK firm Lumicycle, is a front light designed primarily for off-road use. In its most powerful setting it’s capable of pumping out a staggering 4,500 lumens. The aluminium body of the light can be mounted above, below or horizontally about its quick-release mounting while the anti-glare eyelid of the light can then be rotated accordingly to optimise the optics. These lights are sold separately from their battery packs but the system is fully modular, so if you’ve already invested in a Lumicycle battery pack or accessories, then your hard-earned cash won’t be wasted. To give an idea of run times, the Apogee in its mid/720-lumen setting with the recommended 6.8Ah extender battery pack (£120.00) will run for a claimed 38.5 hours. This reduces to 8.8 hours of claimed output in its high/1,860-lumen setting. This one’s in as part of a massive lights grouptest that’s being conducted by Alex Evans, so stay tuned for more impressive illuminators. £249.99 Buy the Lumicycle Apogee from Lumicycle Campagnolo Big the Corkscrew It was always going to have a lovely box… Campagnolo’s corkscrew isn’t new, and remains somewhat ridiculous. In 1966 Campagnolo founder Tullio Campagnolo hurt his hand while opening a bottle of wine. It was the anger of this moment that spurred the genius Italian into designing a corkscrew of his own, hence the creation of the Campagnolo corkscrew. Faithful to the original design, the Campy corkscrew claims to never perforate the lower part of a bottle’s cork (so as not to contaminate the wine). Its levers are engineered in a way that eliminates the risk of breaking the glass or shaking the bottle so as not to raise the sediment often found in aged wines. The name is also rather apt considering this piece is almost a foot in length! Aside from the obvious branding, the chainring style bolts that pass through the corkscrew’s screws hint at the heritage of this unusual collectable. If you aren’t laughing already then the price will probably set you off. £138.99

In a sense, mountain biking is like any other hobby or sport that involves a necessary tool as an intermediary between enthusiast and activity. Said tool is relentlessly and endlessly refined by a sprawling, nebulous framework of engineers, athletes, marketeers and everyday consumers. On the surface it can appear to be a slow process of small component refinements and subtle geometry tweaks, such as tire inserts and steeper seat angles. But every so often there are breakthroughs that force us to re-evaluate things front to back, all the way down to how we actually ride a mountain bike. Spanning relatively recent history disc brakes, increased wheel sizes and dropper seatposts have served as some of the bigger catalysts for change… Not too long ago, Trust Performance launched the first modern linkage fork that’s actually worth a serious look. Dubbed “The Message”, it casts aside telescoping “tubes in tubes” and their inherent purely linear axle path in favor of a “trailing multi-link” design which allows the front wheel to move on a contoured axle path, much like rear suspension. Trust founder Dave Weagle set out on this endeavor with the broader initial goal of “improving dynamic cornering stability and bump performance”, but his realization of a linkage fork incidentally offered a host of other benefits. It took just one high speed speed slam into a curb to see that Trust was truly on to something, and after only about 30 seconds down our local trail we began to pondering whether linkage forks could very well become the new norm. Compared to other paradigm-shift-worthy ideas in the MTB world, which are often crude at their inception, the Message is remarkably refined for a Freshman effort. There’s a lot to unpack here, but I’ll try to keep it concise. It’s also worth noting that this has been a relatively short term review. Details Trailing multi-link front suspension 130mm contour travel 1980 grams (1927 grams on our scale with cut steerer) Full carbon chassis, steerer tube and linkages Three-way mode adjust – Firm, Medium, Open Trust engineered twin-tube, thru-shaft damper Fits both 29/27.5″+ (110-140mm) and 27.5″ (130-140mm) trail bikes Max tire widths up to 29 x 2.6” (762 x 66mm) or 27.5 x 2.8″ (744 x 78mm) Easy setup with air pressure equal to rider weight 535mm axle-to-crown Fits existing mountain bikes with tapered head tube Boost 15x110mm thru axle (or with torque caps) Direct mount 180mm rotor (203mm max) 250 hours between service intervals 30 day ride guarantee $1,975 USD The entire exoskeletal structure of The Message is carbon fiber – from the one piece leg/crown/steerer assembly to the linkage parts. By moving away from a traditional design and housing the spring and damper assemblies inside of the fork’s structure, Trust was able to isolate those moving parts from chassis flex, thus eliminating stiction compared to traditional forks, which have an inherent binding at the stanchion/bushing interface(s) as they flex fore/aft as well as torsionally. Right – from top, down: The Message features a 3-way adjuster with Open, Medium and Firm modes. The air spring valves are accessible through ports in the legs. The valve caps require a 4mm allen key for installation and removal. In similar fashion, you can access the Open and Medium mode compression adjustments and fine tune them with a 3mm allen key. Clockwise from top left: the rebound adjustment is tool free and externally accessible via the driveside, where the twin tube, thru shaft damping assembly lives. The lower eyelets rotate on cartridge bearings while the upper eyelets, which see a lesser degree of rotation, pivot on bushings. Trust includes a kit full of spacers, cable separators and beyond. They use this insert as a way of securing the brake hose as it runs down the fork’s leg. Lastly, there is a handy built-in sag indicator on the non-drive side. The Message uses a post mount 180mm rotor and fortunately, Trust opted against a quick release and instead use a bolt-on axle driven by a 6 mm allen key. These days, now that multi tools can be stored on water bottle cages, if you’re not carrying one with you, it’s your own fault. The linkage hardware is actually aluminum, which saves quite a bit of weight. Also shown are also fixing pins which act as a safety measures should any of the linkage hardware come loose. Clockwise from top left: The non-driveside view of the linkage. Inside of the leg assembly, a tough plastic decal protects under the crown. There are some subtle, aesthetic details on the fork’s linkage and a view of the fixing pin installed. Finally, you can see the lower spring/damper eyelets peeking through gaps in the linkage. Some interesting details regarding the internals, clockwise from top left: QR codes everywhere! A closer look at the low/medium compression mode adjuster, which sits at the bridge point between the damper and air spring. Lastly, in the lower frame, you can see a plastic rod keyed into a set of plastic cogs. That rod connects to the external lever which toggles between the 3 compression modes. Yes it’s burly, and – although not pictured, yes you can still fit a fender. Setup Tailoring the fork to your preferences is only slightly more arduous than the average fork when setting sag and adjusting compression, although the indicator dial is handy. For sag you need to inflate (evenly side to side) the air spring in each leg, and the compression settings are externally adjustable, but they do require an allen key. That part is easy, but unfortunately, tuning the air spring curve requires sending the fork into the service center. I started out exactly at the recommended settings, and aside from volume reducers, everything was pretty spot on. It’s convenient that the baseline pressure is your body weight in PSI, making it nearly impossible to forget, even if you’ve rattled your head a few times over the years. The setup guide suggests 2 “huck pucks” per side for “aggressive” riders. I found this to be a bit off – at 180 pounds, after a substantially harsh bottom out on my first ride, I eventually arrived at 4 per side (out of a maximum possible of 6), which provided the ideal progression curve I was looking for. Deciphering the Message There are a host of defining attributes, but I’ll focus on five key, highlighted factors. Starting with the chassis stiffness – the manufacturing marvel that is the giant carbon fiber one piece steerer/leg assembly greatly improves the rigidity both fore and aft (read: under braking) and torsionally (read: under twisting loads, think: corners, rough off cambers). The large linkage parts, oversized bearings and burly hardware help the fork move freely through its travel under load, uninhibited by flex or the binding typically felt in telescopic forks at the bushings. A factor that one might not initially credit for the precision handling is the contoured axle path; a critical element in the Message’s ride dynamic, as it pertains to its otherworldly steering accuracy. A major benefit to the Message’s axle path is how it allows for the trail to be “normalized” and kept relatively consistent throughout the travel, thus improving stability. Conversely, trail on a telescoping fork is constantly reducing as it compresses, which has a destabilizing effect. That leads to a start to finish consistency in handling that no telescopic fork will ever achieve. Another unique characteristic which makes the Message unlike anything else on the market (and arguably better) is its penchant for impact absorption. The linkage frees the fork from the conventional, straight up and down axle path that’s inherently relegated to moving parallel to the head angle. As mentioned prior, that allowed designer Dave Weagle to finely tune a contoured axle path that allows the wheel to move back slightly, and away from impacts as it moves up through the travel. We’re talking about a few millimeters, but on trail that equates to remarkable prowess in carrying speed over harsh impacts, particularly in succession. There’s even more to the picture when you consider that the linkage also allowed Weagle to tune the suspension on a curve, much like the rear suspension kinematic layouts which the best brands in the world contract him to map out. The last two factors which are improved on by utilizing this well designed linkage are brake dive and pedal bob. These obstacles were initially less of a priority on the list things that Trust initially sought to remedy, but implementing a linkage paved the way for mitigated influence by these less than ideal setbacks that are just part and parcel to a telescoping fork. Alright, now let’s see how all of this stacked up on trail. On the trail Getting down to brass tacks, the Message was like nothing I’ve ridden. First – the stiffness and handling blows every telescoping fork away, it isn’t even up for debate. The parts of trails where compliance and steering precision are most critical is the corners – particularly those littered with jarring impacts like roots, rocks, and braking bumps. This is where the fork shines brightest. The ultra rigid chassis results in steering that’s best described as clairvoyant – before you even think it, it has already done it. The Message strongly resists diving, particularly from mass transfer, i.e. weighting the front end, and thus it rides high and saves precious travel for the impacts mid-corner. The most surreal takeaway feeling was how unfazed the fork was by bumps and chatter deep in the turns. As the old adage goes “races are won and lost in the corners” and that is precisely where you really feel the advantages of the contoured axle path. You know those violent, unavoidable, wrist jarring, braking bumps which you dread because they just kill your speed? On the Message, they all but vanish beneath you, incredibly. It’s something that you need to feel for yourself to believe, hence the name “Trust”. There were two interesting side effects of the Message’s cornering behavior. First, since I no longer felt the diving that I innately anticipate in turns, I ended up running my handlebar height 5-10mm lower than usual. Second, I had to re-think my approach in how I cornered. Typically as I enter a turn, I’m looking for an apex to punch toward and bear down into. As the front end didn’t dive, I found myself not having to muscle the bike as much as I no longer calculated wallowing into the equation. Rather, I went into turns off the brakes, trusting that I could ride lighter and more relaxed…Which saves energy. Touching on the less exciting stuff, I found that the fork was more a bit more settled on the long, grinding fire road climbs than a standard telescoping fork. The 3-way adjuster is quite cool actually – two compression clickers dictate low speed compression in the Open and Medium modes. I mostly left the fork in Open, but occasionally used its firmest setting on smooth grinds – by the way, the Firm setting features a high speed blow off, should you forget it’s engaged and start bombing down rugged terrain. More technical climbs revealed a sleeper advantage that I didn’t anticipate – perhaps because I don’t spend much timing fantasizing about climbing. Somehow, even mashing and lurching your way up awkward sections of trail is easier on the Message. Bomb holes and baby heads that can make you or break you on a steep climb are less of an impediment. I found myself less hung up by square edge obstacles, making it easier to carry momentum through difficult climbs. Head on charging at speed also left me floored. You can come nuking into catastrophic sections of trails and the fork holds a line, keeping momentum better than anything in its category. The tracking and bump absorption are FAR beyond what you’d expect from just 130mm of travel. With all of this heaping praise, downsides are inevitable, right? Yes, there are a few obvious points – the fork is a touch heavy, quite expensive, and unfortunately it needs to go in to service for tuning the air spring curve. That said, I do feel like that the air spring curve is more of a set it and forget it type of thing. Anyhow, there are a couple of other potential setbacks which depend more on the rider’s individual preference and ability level. With the fork set so that it wouldn’t bottom violently on bigger impacts, it did transmit a fair amount of feedback to my hands. It’s difficult to describe, but also unfair to characterize it as being “harsh”, because that’s usually synonymous with suspension that’s too firm, rides rough or skips around due to a loss of traction. This was absolutely NOT the case…quite the contrary in fact as it’s the most planted ride I’ve ever felt on the front of a bike. One part of the reason for this feeling is the the Message’s ultra low levels of hysteresis, which was a major aim of the damper’s design. Achieving this goal can make suspension seem like it has a lot of damping, but that isn’t necessarily what you’re feeling. It’s a bit difficult to conceptualize, but you can read more about that here, direct from Trust, under “Lag Performance”. My 2 cents is that in addition to low hysteresis, the stout chassis and the fact that I was pushing the bike substantially harder are also factors in things feeling a bit “racier”. In any case, I’d put the Message on the front of my personal bike in a heartbeat. Overall So, who is this for, and how does it stack up value wise? For rider’s who want gush and cush, don’t care about a bit of wallow and aren’t yearning for the highest degree of steering precision, this may not be the fork for you. If you’re a gram counter or a penny pincher, it’s also obviously not for you. If you’re a reasonably skilled, or better rider who places handling above all else, then the Message could very well be the upgrade that completely transforms your ride and your riding. As the actual suspension guts are stashed away inside of its monstrous exoskeleton, it’s easy to forget how brilliant they are as well as the fact that they’re less prone to degradation. This brings us to another point – when factoring value, it’s worth considering that at 250 hours, the service interval is way longer than the average fork, which saves money over the life of the product. One last thing to consider…I can’t help but ponder on how this concept could be scaled upward. If 130mm of travel feels this unstoppable, I could only imagine what a longer travel version could on an Enduro bike, or taking it further, what a dual crown option could do for World Cup downhill racing. My mind goes straight to Amaury Pierron’s breakout reign of terror last year on his high pivot Commencal. Bringing that same kind of advantage to how the front wheel carries momentum could yield some exciting results in the coming years. This is just the beginning… www.trustperformance.com