18. July 2019 – Forchheim, Germany: Passion, skill, potential to grow; these are key factors the YT Mob with Martin Whiteley and Elite UCI World Cup athlete Angel Suarez have been looking for while searching the globe for the next Young Talent to join the YT Mob in 2020. The seven episodes of the online video series “The YT Mob World Tour” show the process within this unique and unprecedented scouting program and tries to deliver answers to the following questions: What is talent? Where can you find it? Can you create it? We will receive a behind the scenes look at the road to building a team with Young Talent from around the world and who will make it to the final camp in Granada, Spain. Six continents, six camps, one goal In February the YT Mob announced with title sponsor YT Industries that they would be embarking on an adventure in 2019 that would take them around the world in order to unearth the best downhill talent on the planet. Applications were accepted for six stops on six continents, four of which have already taken place in New Zealand, Argentina, Scotland and Japan. The camps have been and will be accompanied by production crew “Knowmad Development” (“Tales of the Mob”) to create a video series that will let us take a peek behind the curtain. The series will not only tell the tale of what happens at the camps and how mentor and talent developer Martin Whiteley and his team identifies talent, but will be enriched by insight from Whiteley’s former protégés such as Brook MacDonald, Neko Mulally and Greg Minnaar, who all can look back on a similar process of being discovered, refining their raw talent and making it to the World Cup Elite. “In a way, ‘The Mob World Tour’ reminds me of my original reason for starting my first team, Global Racing, with riders from every continent; wanting to showcase talent from all over the world. Now we are discovering new riders and giving them the chance to attend a Young Talent camp on their continent, enjoy training with a World Cup rider like Angel, and perhaps taking it all the way through to a pro contract in 2020.” – Martin Whiteley, YT Mob Team Owner Young Talent from all over the world The story starts to unfold this week and will continue to put Young Talent in the spotlight in the episodes that follow with two camps in the United States and South Africa and the grand finale at ‘The Mob HQ’ in Granada, Spain, in mid-October. A lot of talent has been attracted to the program so far. 500 Young Talents from 45 different countries applied to be part of the camps of which 20 per camp have been admitted. The youngest to be part of “The Mob World Tour” was born in 2007, the oldest in 2001. During the camps Whiteley observes how well the Young Talent understands race craft, while the participants have the chance to gain valuable riding knowledge from current YT Mob rider Angel Suarez. The Spaniard is aware of the importance of mentors and slips into this role, teaching the up-and-coming how to walk a course and assess it or how to improve in certain sections through braking and cornering to maintaining speed through connected sections. “It’s amazing to have the opportunity to help super talented kids improve and it’s great to see how many good riders there are around the world. When I was starting out, I always found it very helpful to have someone more experienced by my side that trusted me, boosted my self-confidence and helped me feel more comfortable on the bike. That was one of the most important things at that stage in my career and I hope I can do the same for the kids I meet at the camps. Every kid has a different skillset and I think it will be hard to find the most complete riders, but I am really enjoying the process.” – Angel Suarez, YT Mob Pro Rider True to the roots of YT Industries Pure passion and an unwavering drive to unleash one’s true potential is the foundation to every successful career and also reflected in the roots of title sponsor YT Industries. That passion and of course ability on a bike are vital to the YT Mob, but aspects such as mental strength, physical development and also room for growth in all categories will be the deciding edge, when it comes to who gets invited to ‘The Mob HQ’ later in the year. This unique chance to receive first-hand advice and being given an opportunity to shine have been received well. With two camps still on the calendar in Snowshoe, USA, and Stellenbosch, South Africa, we can look forward to learning more about talent development and getting to know more downhill talents around the globe in the next months. “We stand for finding and unleashing young talent. YT Industries is stoked to be working together with Martin on this because true to our roots we want to give the Young Talent a chance to show their potential and prove their passion for mountain biking. We are convinced that ‘The Mob World Tour’ is a unique opportunity to uncage the talent out there and are looking forward to seeing how The Mob will develop.” – Markus Flossmann, CEO YT Industries
The second week of the 2019 Tour de France sees the battle for the yellow jersey ramp up, quite literally, as the peloton prepares to enter the high mountains. We’ve picked out five of the key climbs from this year’s race. Although the general classification contenders have already tested their mettle in the Vosges, the Pyrenees and the Alps remain the most-anticipated mountain challenges of the Tour de France. Both are littered with some of the Tour’s best climbs – bucket-list ascents on which some of the most memorable moments in the race’s history have played out. The iconic Tourmalet, Izoard and Galibier are all to be conquered, with the fabled yellow jersey very much still up for grabs, while lesser-known ascents such as Prat d’Albis and Val Thorens are also likely to have a significant bearing on who becomes the 2019 champion. Where will the general classification be decided? Which climbs will sort the haves from the have nots? BikeRadar has picked out five decisive climbs from the final two weeks of the race. 9 of the best Tour de France riders to follow on Strava Can an e-bike beat a road bike to claim a QOM? 1. Col du Tourmalet (stage 14) One of the Tour’s headline climbs, the Col du Tourmalet has featured in the race more than any other mountain pass. And yet, this year’s race – the 87th time it has featured – will be only the third occasion a stage has finished at the summit. Last time, back in 2010, Andy Schleck and Alberto Contador’s thrilling battle for the yellow jersey played out on its slopes – the Luxembourg rider winning the stage, but El Pistolero retaining the yellow jersey. Julian Alaphilippe will have good memories of the climb, too, having been the first rider over the top in last year’s race. Can Geraint Thomas climb into the yellow jersey once again? Russell Ellis/SWPix.com The peloton will tackle the Tourmalet’s western ascent – a 19km drag from Luz-Saint-Sauveur – which climbs more than 1,400m at an average gradient of 7.4 percent. The climb, which peaks at 2,115m, gets steeper toward the summit and is a popular must-ride Pyrenean ascent; more than 25,000 Strava users have tackled it to date (more than any other 2019 Tour climb). None have been faster than current KOM holder Thibaut Pinot, however – he set an average speed of 20.7km/h during the 2016 Tour. Strava segment: Col du Tourmalet 2. Prat d’Albis (stage 15) In complete contrast to the Tourmalet the previous day, the final climb of stage 15 – Prat d’Albis – has never been tackled at the Tour de France. The climb plays out over eight hairpin turns, rising for 11.8km from Foix on a narrow, twisting road with a thigh-numbing 6.9 percent average gradient. The steepest pitches are early on, with some ramps steeper than one-in-ten, though the latter half of the climb is fairly steady. Best cycling apps: 16 of the best iPhone and Android apps to download Can we steal a Strava KOM on a tandem? While Prat d’Albis is without the prestige and history of the Tour’s most iconic climbs (yet), Strava offers some clues as to what to expect on stage 15. Some 926 users have tackled the ascent, with an average time of almost exactly an hour. The three Strava pros to have taken it on took less than 45 minutes, however. The current mark to beat is 38:51 minutes — expect the Tour’s leading riders to go quicker on 21 July. Strava segment: Prat d’Albis 3. Col du Galibier (stage 18) Often the highest point in the Tour de France (though that will not be the case this year), the first major Alpine test of this year’s race includes the Col du Galibier on stage 18. Climbing to a breathtaking 2,642m, the 2019 Tour will take on the southern ascent. The race road book has the climb down as 23km in total, starting from Le Monêtier-les-Bains at 1,454m, but that also includes the Col du Lautaret. From the Lautaret turn-off, there’s 8.5km left to climb at an average gradient of 6.9 percent, but the yellow jersey contenders will need to leave something in reserve. The steepest section is towards the summit – a draining 12 percent kick to the top. The Col du Galibier is one of the Tour’s most iconic climbs. SWPix.com Like the Tourmalet, the Galibier’s prestige is evident from its popularity on Strava – where more than 23,000 users have registered attempts to climb it. The average user takes 51 minutes to ascend the final 8.5km of the southern ascent, at an average speed of 10.7km/h, but the Tour pros will be looking nearer to Daan Olivier’s 25:08 KOM mark. Former Team Jumbo-Visma rider Olivier used a power meter for his ride, putting out an average of 334 watts and recording a Strava VAM (Vertical Ascent in Meters) score of 1,380. Strava segment: Col du Galibier 4. Col de l’Iseran (stage 19) The highest point of the 2019 Tour de France is the Col de l’Iseran, which peaks at 2,770m after 89km of stage 19. This will be the climb’s first Tour appearance since 2007 and only the eighth time it has been passed in total. Felicien Vervaecke and Gino Bartali did battle on the ascent when it first appeared in 1938, and its appearance late-on in this year’s race should make it a key GC battleground again. The Col de l’Iseran is the fourth categorised ascent of stage 19 and officially starts at Bonneval-sur-Arc. From there, it’s a 977m rise, with the 12.9km ascent featuring an average gradient of 7.5 percent. Romain Bardet, pictured attacking at the 2018 Criterium du Dauphine, holds the current KOM for the Col de l’Iseran. Alex Broadway/ASO That gradient is inconsistent, however, with the disruptive pattern of the climb making it hard to find rhythm – several sections are more than 10 percent. Romain Bardet currently holds the Strava KOM for the segment, with the Ag2r-La Mondiale team leader’s mark of 43:46 minutes standing unconquered for the last five years. The average Strava user takes double that – with the average speed of 9.88km/h reflecting the disruptive, leg-sapping nature of the Col de l’Iseran. Strava segment: Col de l’Iseran 5. Val Thorens (stage 20) More famous for being Europe’s highest ski resort, Val Thorens is also the final climb of this year’s Tour de France. Whoever leads the general classification at the summit will ride into Paris in yellow. It’s 25 years since Val Thorens’ last (and only other) Tour de France appearance, when Colombian mountain goat Nelson Rodriguez won at the summit. The full climb to the summit covers 33km, which can be split into clearly-defined sections of its own. It ramps up sharply early on; undulates a little in the middle, with even a small downhill section; before a consistent 6km drag of around 7 percent. One more small downhill section then makes way for an 8 percent kick to the finish at 2,365m up. Just over 400 people have tackled the full segment on Strava, with the most recent KOM time set at 1:36:54 hours – propelled by a recorded average power output of 276 watts. Strava segment: Val Thorens
Rémy Absalon’s Tips for training like a pro with an E-Bike Find a tour around 1h30 or 25km Skip the fire roads as much as possible and replace them by trails The goal is to avoid fast open trails where you reach the 25km/h assistance limit quite quickly but instead find steep, challenging and technical liaisons Each time the challenge is to climb without putting a foot on the ground. If it’s too easy, look for an alternative that is a bit more difficult. 5. For the downs, its the same as a non-E-bike, the Genius eRIDE can handle everything 6. No stops between the uphill and the downhill, this is the key for enduro training. In enduro racing the difficult part is after 3 minutes of downhill, you start to be tired and then you start to do mistakes, lose seconds and start risking more crashes. By doing steep and technical uphill and downhill you can improve your skills to handle your bike after those 3 minutes. With a normal bike you do 15 minute intervals, with the E-Bike, 1 hour and 30 minutes. 7. Record your rides and see the progress 8. Enjoy! www.scott-sports.com THERE ARE SO MANY WAYS TO GET ELECTRIC BIKE ACTION In print, from the Apple newsstand, or on your Android device, from Google. Available from the Apple Newsstand for reading on your iPad, iPhone or iPod Touch. Subscribe Here For more subscription information contact (800) 767-0345 Got something on your mind? Let us know at hi-torque.com The post Watch: Rémy Absalon’s Tips for Training Like a Pro with an E-Bike appeared first on Electric Bike Action.
Loosefest XL 2019 is coming soon. Follow along with Sam, Clemens, and Nico to see what’s in store.
Colnago has launched an all-new flagship monocoque bike called the V3Rs. Succeeding the traditional two-triangle V2-R, the V3Rs adopts the now-universal dropped seatstays design and sheds some weight. It’s available in both rim and disc brake variants and is accompanied by a more affordable model called the V3. The Colnago V2-R will steal your heart and also your money Colnago V2-R first ride review While Colnago continues to make its lugged carbon C64 and C64 Disc in Italy, the company has for years offered a more conventional monocoque (i.e sheets of carbon laid up with epoxy in moulds) all-rounder with a frame manufactured in Asia. The V3Rs is the latest to take up the mantle, providing an up-to-date lightweight counterpart to the aero-focussed Concept. Yes, of course it’s lighter and stiffer At 87, Ernesto Colnago is still the big dog at Colnago. Matthew Allen / Immediate Media In recent years, road bikes seem to have converged on a predictable design recipe: dropped seatstays, truncated aerofoil tube profiles, and ever increasing levels of integration. The latest bikes from Specialized, Scott, Cannondale, Wilier and numerous others fit this mould and the V3Rs is bang on trend here. According to Colnago, its design team was targeting a frame weight of 790g for a ready-to-paint size 50s (equivalent to a standard small) with its permanent hardware installed. (Think front derailleur mount, dropouts etc.) It’d be weird if a new road bike launched without claims of increased stiffness, so I’m legally obliged to inform you that the V3Rs claims a “rear stiffness” increase of 12 percent and headtube stiffness improvement of six percent compared to its predecessor, the V2-R. There aren’t any specific claims about aerodynamics and comfort, but Colnago made it clear that these were considerations and it’s well established that dropped stays offer an easy route to gains on both fronts. Colnago used these 3D-printed mini frames to settle on the overall shape of the V3Rs Matthew Allen / Immediate Media Increased tyre clearance and ultra-tidy integration The fork is all-new, too; now officially offering tyre clearance of up to 30mm, although a Colnago engineer hinted that real-world clearance was more like 32mm, at least for the disc version of the bike. The disc fork weighs a claimed 390g uncut, or less than 340g when trimmed for a 50s frame. The headset is an evolution of the design used across Colnago’s top-end bikes; one which makes use of fibre reinforced plastic cups that claim to help absorb vibration. In keeping with the trend for clean cockpits, the disc version of the bike hides its hoses and cables, routing them through the stem and down the steerer for an ultra-tidy look. One of the more distinctive features of the V2-R was the quirky bump in front of the seatpost, created by the seat clamp. The V3Rs does away with this design, using a more conventional flush-fitted, two-part wedge with a bolt accessed from above. Colnago says this saves weight while improving clamping force. You can just about see cables under the bar, but it’s very clean cockpit. Matthew Allen / Immediate Media Revised geometry, but still a race bike On the assumption that riders will typically run tyres at least 28mm wide, the V3Rs’ bottom bracket is slightly lower than the V2-R’s at 72mm for all but the three smallest sizes. While the fork has grown longer to accommodate larger tyres, the stack figures are actually very slightly smaller than those of the old bike thanks to shortened headtubes. Colnago pitches the V3Rs as a race bike but with eight sizes on offer there’s scope to size up or down according to how aggressive you want your fit to be. A 52s falls somewhere near the upper end of a standard medium with 384mm of reach and 560mm of stack. Dropping down to a 50s lowers the front end a good deal with 542mm of stack, but only knocks 2mm off the reach. Colnago V3Rs pricing and availability With the V3Rs to be sold as a frameset, you can go as mad as you want with the build. The v3Rs will be available from August with framesets costing £3,599.95 and £3,999.95 for the rim and disc brake versions respectively. A complete bike with SRAM Red eTap AXS and Vision Trimax 40 carbon wheels will cost £9,499.95.
There’s plenty of fantastic content in this month’s MBUK, from a look at the Fort William World Cup through the eyes of a pro and a privateer, and how to jump and corner like Brendan Fairclough, to riding some of the UK’s most fun trails just a stone’s throw from London. Plus, there’s guide to all of the best trail centres in the UK, a Mint Sauce cartoon supplement and two exclusive stem top caps to collect. Four £1,000 hardtails are put the test to see which rules the trails, and legs are thrown over three US machines from Trek, Intense and Juliana in the issue’s first ride reviews. You’ll also find Rachael Atherton as this issue’s pro columnist and an introduction to Remy Morton, a young Aussie pinner to watch out for, as well as much, much more. Pro vs privateer MBUK gets up close and personal with Reece Wilson of Trek Factory Racing and privateer Taylor Vernon as they tackle the 2019 Fort William World Cup. It’s one of the wildest and most demanding races of the downhill season, but how different is the race for a pro and a privateer? Reece Wilson waves to the crowd at the legendary Fort William World Cup. Steve Behr Pro tips World Cup star Brendan Fairclough drops his pro tips on how to take your cornering and jumping up a level, plus there’s advice on how to not just survive but thrive when riding in the Alps as the summer season kicks off. Brendan Fairclough knows how to handle a bike and gives you his tops tips on how to improve your cornering and jumping. Duncan Philpott The Downtime Podcast Find out about Chris Hall, the man behind the Downtime Podcast, as the team chat with him about how it all started, his favourite guest and some of his highlights. You can also listen to MBUK‘s very own edition, so make sure you check it out. Testing Bikes – Rob Weaver & Seb Stott from the MBUK Test Team We join Chris Hall — the man behind the mic — for a spin and a catch up about his podcast series the Downtime Podcast. Steve Behr The Surrey Hills The Surrey Hills is an area packed full of awesome trails, and MBUK brings you its top recommendations for a brilliant weekend of riding there, with maps and all the info you need to have a great time. The Surry Hill might not be mountains, but they sure offer huge fun. Russell Burton 1k warriors In this month’s bike test, four £1,000 hardtails from Giant, Cannondale, GT and Saracen are put through their paces to see where each bike shines and falters, and to discover which bike is best suited to the style of riding you prefer. Find out bike you get for £1000, and which might best suit your style of riding. Steve Behr What else? That’s not all, you can read all about the team’s attempts at enduro racing, trying to ride three of Wales’s best trail centres in a day and a trail tyres group test, with recommendations on what’s the best high volume, sticky rubber currently out there. You’ll also find nine reasons to ride Finale Ligure and there are updates on the team’s long-term bikes, plus a whole heap more besides. So grab a copy to catch up with it all. Staff writer Luke tried his hand at enduro racing at the Transcend Fest, read about his exploits and plenty more in the mag. Brodie Hood Special bumper issue This issue is a special bumper edition and brings you a comprehensive trail centre guide of 88 locations to ride throughout the UK. There’s also a Mint Sauce supplement that chronicles Jo Burt’s history of mountain biking’s most famous sheep, and two exclusive stem top caps to collect. Our special bumper issue brings you these fantastic goodies. MBUK
Chris King is best known for their legendary headsets, hubs and bottom brackets – all of which feature incredible attention to detail and high precision, in house manufactured bearings. The Portland Oregon brand has been at it since 1976 – around 43 years now. What you may not be familiar with is the fact that King has a fairly expansive complete wheel program as well, with sets starting at just $1050. Additionally, in recent news, as of today they have extended their already generous warranty for the lifetime of their products. Some months ago, Chris King was kind enough to send us a set of their ISO hubs laced to Santa Cruz Reserve rims, neither of which we’ve tested yet. I bolted them up to a long travel bike, rode them a heck of a lot and also raced them to a rather unimpressive finish in a stacked field at the TDS Enduro. Here’s how they’ve been treating us. Details Rim: Santa Cruz Reserve 30 (27.5″) External Width (mm): 36.4 Internal Width (mm): 30 Rim Depth (mm): 25.4 Available Hub Configurations: 28/28 ISO AB, ISO B Hub Options: Shimano or XD, 110×15, QR/100x15mm, 135QR/142×12/148×12 Spokes: Sapim D-Light Nipples: Alloy Black (tested), Alloy Silver or Brass Silver Lacing Pattern: 2-Cross Rim Weight (g): 460 grams Warranty: Lifetime on hubs and rims Front Wheel Weight (g): 831 grams Rear Wheel Weight (g): 1015 grams Total Wheel Weight (g): 1846 grams (our scale, with rim tape and valves) For years Chris King offered silver axles, but for 2019 they made the switch to a stealthier looking black anodized version. The polished silver hubs are still available with silver axles. Speaking of colors, they also added some very cool matte finishes to the 9 available colors. Compared to the classic ISO, these hubs sport Boost spacing and a new shape that’s less bulbous, with hub flanges that have more cant to them, enabling a stronger wheel build. Another interesting feature is that with a quick swap of a few parts, you can switch from a 15mm to a 20mm axle. I’ve heard some murmurs of the possibility of things going back to a 20mm in the future, so the option could be nice. “Responsibly lightweight” is how King describes their hubs. When laced to the somewhat stout Reserve rims, that is also a fitting description of this wheelset on the whole. You can find lighter options, but they’ll generally be more of a gamble. Chris King hubs feature a threaded lockring to tension the hub shell bearings. There’s a 2.5mm allen screw and a little hole to the left of it, so you can use the end of the key to apply tension. Initially the bearings have a little bit of drag to them, and this is intentional – after a short break in they burnish nicely and spin effortlessly. Continuing with the responsibly lightweight theme, King use one-piece axles with stainless steel end caps. Speaking of stainless steel, that’s what the SRAM/XD driver body is made from – it’s also heat treated in fact. This costs a few extra grams compared to aluminum, but it’s tough as nails and built to last. Machining it from stainless steel allows King to make the walls thinner, thus making room for much larger bearings than used in competitors’ aluminum driver bodies. The Shimano/HG driver is available in both aluminum and steel. Chris King and Santa Cruz have a rock solid partnership which catalyzed over the years from King being a key partner of the Syndicate team. And thus, the wheels on test feature 30mm inner diameter Santa Cruz Reserve rims (which are also available in 27mm and 37mm). For average tire widths, 30mm is right where the industry has settled and for good reason. The Reserve rims are asymmetrical and feature a 5mm offset, which provides better bracing angles at the spokes from side to side, resulting in a stronger better balanced wheel. Finally, although you can’t see it in the photo above, the rather stout rims feature a hookless profile making for excellent resistance to burping as well as higher tolerance to rock strikes. Last, but certainly not least Chris King use made-in-house sealed angular contact bearings. Although they are clearly a different size, in concept these are the same bearings which make their headsets so long lasting and legendary. Most hub manufacturers use radial bearings, which can’t be tightened as they wear – rather, they need to be thrown out and replaced. King bearings can not only be re-adjusted, but they’re also easily serviceable…All you need to do is carefully use a pick to remove the snap ring and seal, then you can clean and repack them with fresh grease. On the trail While the list of benefits from Chris King hubs are rather long, one of the first things that you’ll notice on trail is “Ringdrive” – the system that gives the hubs their iconic “Buzzzzz”. The basic stats are that 72 points of engagement provide bite every 5º, which is quite fast. One thing that’s unique about Ringdrive is that it sits entirely inboard from the driveside hubshell bearing. This allows it to be larger, thus providing more contact and an increased load bearing – a freakishly high torque load of 800 foot pounds to be exact. According to King, that amounts to 3X the load of competitors’ hubs. In any case, you’ll notice a pleasant, not-too-high pitched noise out back when coasting at speed. When coming out of corners, getting on the gas and fumbling through awkward sections of a climb, you’ll feel a very firm, fast and positive engagement. This wheelset was tested in a 28 hole configuration, which is slightly leaner than a fairly standard 32 hole, but not as anorexic as 24 spoke wheels. It’s worth pointing out that as these are laced 2-cross, which results in a stiffer wheel. Santa Cruz lace their wheels as 3-cross which provides a little more compliance. In the 27.5″ size tested, these wheels were indeed quite stiff, which can mainly be attributed to the rims, although stout hubs with fairly tall, canted flanges do add some rigidity as well. Having tested a wide array of carbon fiber wheels over the last few years, I’d rate the Reserve wheels as being on the more rigid end of things. They handle brilliantly well and don’t deflect too much, but if you’re looking to carbon rims more for their damping characteristics than for their steering accuracy, these may not be the rims for you as they are a bit on the stiffer side. That said, they do take the edge off more than an aluminum wheel and provide that lovely, lively feel. It’s also a safe bet that the 29″ diameter version of these same wheels will be a bit more forgiving. In terms of strength, I’ve had great luck over the past 6 months – no cracks and no flats to report. At TDS Enduro I absolutely freaking wailed my front wheel on a sneaky melon-sized rock in the high 20/low 30mph range, which resulted in the gnarliest, scariest rim bottom out that I’ve experienced. The wheel was unscathed and the tire didn’t flat – I was actually shocked thinking it had to have cracked. For what it’s worth, no tire insert was installed and the tire was a Schwalbe Magic Mary with a Super Gravity casing in the 23-25psi range. That incident as well as frequent abuse without ever using tire inserts on my longest travel bike meant that these wheels saw the worst of my pedal powered recklessness. In terms of rim/wheel strength and durability/longevity of the hubs, I’d rate this wheelset at 10/10. The hubs are spinning as smoothly and freely as they did at the beginning of this review. I keep checking to see if they need a rebuild, but they just aren’t there yet. Overall There isn’t a flaw to be found in these wheels functionally speaking, or in terms of handling. They’re tough, resilient, quick to engage, sprightly and light enough. At $2,199 they sit on the more expensive end of the carbon wheel spectrum, particularly when you consider the slow creep of a few decent contenders coming in at just over $1k. With that in mind, you get what you pay for, and both the rims and hubs not only have incredible reputations – they are now both backed by lifetime warranties (which you’ll likely never need to employ anyway). At the heart of it all is a set of hubs that truly are built to last a lifetime. Chris King’s excellent wheel building program, although perhaps not all that widely known, puts in the same painstaking attention to detail as they do with their own manufactured products. It’s also worth noting that within King’s offerings, the Santa Cruz Reserve option sits squarely in the middle – between a set of wheels with Stan’s Rims ($1,050) and ENVE rims ($2,980), leaving you a range of pricing options to get their hubs onto your bike. www.chrisking.com
When German Pivot Cycles athlete Jonny Kielhorn isn’t competing in FMB Gold and Crankworx events, he’s out at the bike park or dirt jumps honing his skills. Watch Jonny push the limits and have a little fun on his Phoenix, Mach 6 Carbon, and Point in this fast-paced edit.