Australian Mountain Bike #207

AMB’S BIKE PARK GUIDE! THE BEST PLACES TO RIDE THIS SUMMER

WE TEST THE HUSQVARNA MC6!

ESCAPE THE BIKE PARK GO BIKEPACKING

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BIKES CTS P RO D U & RIDDEN RATED

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WE RIDE FALLS CREEK’S LATEST TRAILS

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2 BIG LOCATIONS: Gold Coast 25 Central Dr, Burleigh Heads Brisbane Skygate Home & Life, 30 The Circuit, Brisbane DFO

RIDERS : BEN MCILROY & CHRIS PANOZZO PHO T OGR APHER : NICK WAYGOOD

Green season is open. Falls Creek have doubled-down on their mountain bike trail builds, and with their latest trails having settled nicely over winter, you can be sure they will be worth the trip to the roof of Victoria’s High Country

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RIDERS: BEN MCILROY AND CHRIS PANOZZO PHO T OGR APHER : NICK WAYGOOD

Berms, roost and flow. That is just part of what’s on the menu at Falls Creek this season – get all the details in our main feature from High Country local Chris Panozzo.

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PHOTOGRAPHER: DOMINIC BLISSETT

New Zealand’s South Island really turns it on in summer, and the riding at Coronet Peak is some of the most incredible, with jaw-dropping views to The Remarkables, and some raw alpine riding to keep almost any mountain biker entertained.

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PHOTOGRAPHER: DOMINIC BLISSETT RIDER : MAT T HE W FAIRBRO T HER

Land of the long white cloud. And big scree slopes. And a blank canvas for huge adventures in the alpine backcountry.

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Contents ISSUE #207

FAST TRACK 21 22 33 34 36 39 40 43 44

Editorial News New Products Subscriptions Calendar X-Factor Trail Talk Gravity Check Mind Body Bike

FEATURES 48 THE BEST BIKE PARKS FOR SUMMER From the Victorian High Country to the Snowy Mountains, the peaks of Maydena Bike Park and the far reaches of Australia. These are the best bike parks to ride this summer.

54 QUAD CROWN: YOUR TICKET TO RIDE The Quad Crown came out swinging in 2023, with four all-new events that took riders to trails old and new. But the best part? The event series gave people a reason to ride new trails, with new people.

58 BEARS AND BUMBAGS AT SINGLETRACK 6 Imogen Smith travelled to Canada to ride new trails, meet new people and race her bike. And this Canadian classic ended up on her calendar.

62 RIDING HIGH IN FALLS CREEK Falls Creek sits atop Victoria’s High Country,

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and with a plethora of new singletrack to ride, we visited to put our tyres on the dirt on the new trails high in the alpine.

70 CROSSING THE ALPS Mountain biking without mountains is ok – but mountain biking across mountain ranges really brings the experience alive.

TESTED 80 84 88

Polygon Collosus N7 Husqvarna MC6 Polygon Siskiu T6E

94 Product reviews 120 Places that Rock: Mt Remarkable Epic Trail 122 Skills 124 Nutrition 126 Fitness 128 Workshop

COVER: Rider: Ben McIlroy high at Falls Creek Photographer: Nick Waygood THIS PAGE Rider: Dom Geoghagen in the afternoon light at Mt Buller Photographer: Matt Rousu

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Editorial enquiries mike@adventureentertainment.com Editor Mike Blewitt Art Director Allan Bender WORDSMITHS Anna Beck, Kath Bicknell, Mike Blewitt, Gracie Elvin, Gerard Lagana, Craig Meinicke, Chris Panozzo, Jared Rando, Imogen Smith, Matt Rousu, Ryan Walsch, Nick Waygood, Zoe Wilson, Hayden Wright PHOTO GURUS Piper Albrecht, Tim Bardsley-Smith, Mike Blewitt, Dominic Blissett, Murray Farrell, Jack Fletcher, John Gibson, Gerard Lagana, Jean McAllister, Jordan Riddle, Matt Rousu, Grant Viney, Nick Waygood, Hayden Wright ADVERTISING National Advertising Manager Damian Martin damien@adventureentertainment.com +61 417 168 663 Publisher Toby-Ryston Pratt Founder & CEO Adventure Entertainment.

ABN: 79 612 294 569 Subscriptions E: magazines@adventureentertainment.com P: +61 2 8227 6486 PO Box 161, Hornsby, NSW, 1630

AMB (AUSTRALIAN MOUNTAIN BIKE) is published by Adventure Entertainment Pty Ltd ABN: 79 612 294 © 2023. All rights reserved. No part of this magazine may be reproduced, in whole or in part, without the prior permission of the publisher.

Printed by IVE Group, Sydney, distributed in Australia and New Zealand by Are Direct.

ISSN 1328-6854. The publisher will not accept responsibility or any liability for the correctness of information or opinions expressed in the publication. All material submitted is at the owner’s risk and, while every care will be taken Adventure Entertainment does not accept liability for loss or damage.

PRIVACY POLICY

We value the integrity of your personal information. If you provide personal information through your participation in any competitions, surveys or offers featured in this issue of AMB, this will be used to provide the products or services that you have requested and to improve the content of our magazines. Your details may be provided to third parties who assist us in this purpose. In the event of organisations providing prizes or offers to our readers, we may pass your details on to them. From time to time, we may use the information you provide us to inform you of other products, services and events our company has to offer. We may also give your information to other organisations which may use it to inform you about their products, services and events, unless you tell us not to do so. You are welcome to access the information that we hold about you by getting in touch with our privacy officer, who can be contacted at Adventure Entertainment.

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UP INTO THE ALPINE WORDS AND PHOTO MIKE BLEWITT

Here we are at the start of another iconic Australian summer, with another Alpine Issue of Australian Mountain Bike. This is actually the tenth alpine themed issue we have published. And I don’t think it will be the last. Mountains are a big part of mountain biking, and some of the most dramatic mountains are those in the alpine mountain chains around the world.

These vertiginous places can sometimes be off-limits to bikes due to the sheer terrain they hold – but mostly, it’s the perfect place to ride.

Mountain ranges around the world are littered with trails that have evolved from the passage of humans and the growth of trade. Their gradients work, their paths go places, they have water on the routes, and sometimes they even shed their winter

coats faster than nearby slopes. There is a lot to be said for ancient trails that have passed the test of time. These trails can offer a lifetime of mountain biking experiences or an all-time afternoon shred, and anything in-between. I tackled a long route across the Swiss Alps in August, which have covered in this issue.

It was a fresh reminder of why trails are fun, but trails in big mountains are better.

Closer to home, our own alpine playground is open for summer. We’ve covered the new trails at Falls Creek, and taken a look at the key details of the best mountain bike parks to ride this summer.

So get out, go ride, step into the big mountains and ride in the big wide world this summer. See you in 2024.

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HOSKIN AND GILCHRIST WIN ENDURO CHAMPS The 2023 Enduro National Championships at Red Hill, Victoria ran on the weekend of October 14-15. The weekend of racing started with juniors, e-bikers and adaptive riders on Saturday on a cool, blustery, damp and typical Mornington Peninsula day - but thanks to the hard work of the Red Hill Riders crew the trails were running pretty mint.

As is typical of high-end Enduro events the riders all left the pits in waves so the day was spread out massively, this worked really well this year with next to no log-jams of riders waiting out in the cold before each stage.

The conditions out on the trails were super varied, from windblown almost dusty corners out in the open to axle deep ruts of icky mud in the dark forests. It seemed almost no rider had a clean ride of all stages (except Kirrily Gates from U13 Girls, she’s one to keep an eye on in the future).

The U17 Men category had a super close battle between Cooper Northey and Connor Wright, Northey would take the win by just 2 seconds while Oliver Colthup would take the bronze medal. The U17 Women would also have 3 seperate stage winners but Elleni Turkovic put in a stellar run down the technical stage 5 of Deadwoods to take an

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unassailable lead over Lacey Adams and Hannah Elliott.

The highlight for me today was the adaptive racing. I’ve been lucky enough to see a fair amount of adaptive racing over the last 5 years and this was by far the best I’ve seen.

The crew of 8 riders seemed to be having a great time racing together, at the top there were cheers and at the bottom of each stage was a stoked group of riders with grins and “I almost lost it there” stories! The riders were divided into 2 categories (basically one category with 2 wheeled bikes and one category with three wheeled bikes). Patrick Best would take the win in Adaptive2 and Luke Searl would take the win in Adaptive3.

ELITE AND U21 GO ALL IN Cool and cloudy conditions greeted riders on day 2 at Red Hill. There wasn’t a drop of rain almost all day long, not only creating hero racing conditions but a grateful change in conditions for spectators, volunteers and photographers.

73 Masters competitors aged between 35 and 65+ took off early to get the days racing underway and they were treated to drier roots

and rocks than they would have practiced earlier in the week. One of the fantastic characteristics of mountain bike racers is the grit and determination to battle on, these older riders had the same time limits to race their stages and ride their liaisons as the Elite racers and there wasn’t any complaining coming from them. Only 5 riders had time penalties for being late to a stage, a massive change from last years event.

As the day wore on the Masters riders who performed best and took home the National Champs jerseys were Ben Murphy, Kathryn Visser, Cain Branston, Elsie Gretton, Pete Smith, Karen Freeman and Russell Parsons.

There were over 130 Elite and U21 racers on the trails and just as many stories. Tim Eaton having a small crash on the “alien tree” on stage 1, Rachel Hore having a bigger crash there and I saw Tom Locke have one of the biggest crashe sI’ve seen when his hand bumped off the bars at about 45km an hour - luckily he got up and kept racing the rest of the day.

The U21 categories were dominated by Taylah Sherriff and Bailey Christie both of who would have medalled in Elite (Sherriff Silver and Bailey Gold). Bailey was stoked saying it “is a dream come true”.

fast track

Bow Habermann took Silver in front of Jarrah Street. Shout out to Jack Ward who was also battling hard for the podium but a snapped chain on Stage 2 took him out of the running, he would be the only rider to take a stage win (stage 6) off Bailey Christie. While Taylah Sheriff ruled the roost, the U21 Women’s podium battle between Connor Mielke (Silver) and Elle De Nooyer (Bronze) was separated by only 15 seconds.

Elite Women was dominated once again by Jess Hoskin, winning every stage. The defending champ clearly likes Red Hill and has a bright future ahead of her. Roxsolt riders Rachel Hore and Peta Mullens would take 2nd and 3rd respectively.

Elite men had the closest racing out of any category today, there were 5 riders who won a stage and going into the final run the top 4 were only separated by 7 seconds! Ryan

Gilchrist opened it up on Stage 6 and took overall win by 13 seconds, after winning the U21 title last year he was happy to claim his first Elite title saying he would do the sleeve proud! Tim Eaton would finish with the silver medal just 1 second in front of Hayden Stead with Sam Walsh another second back in 4th! A super close finish!

All results: auscycling.org.au

By Matt Rousu

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2024 WORLD CUP SCHEDULE IS RELEASED The 2023 World Cup season is all wrapped up, and it was a huge year as Enduro and Marathon racing joined the ranks of Cross-Country Olympic, Downhill and Short Track in the biggest game on the racing calendar. The World Cup came out swinging for 2023, with the two opening rounds landing in Tasmania as both Maydena and Derby played host to the first ever rounds of the Enduro World Cup. We saw some incredible racing this year from phenomenal athletes. But in a way, we also didn’t see what we could have. The coverage of the Enduro World Cup (EDR) just never got the space that Downhill, Cross-Country and Short Track got. And when so many disciplines ran at one location, the race schedules meant events that should be premiere spectacles ran mid-week – a time when most sports fans are at work, not track side.

The 2024 calendar is a bit more modest, hopefully allowing a focus on doing the important stuff well. For teams it should allow for achievable race budgets – as long as they are based in continental Europe. For everyone else it is a bit of a snub. Enduro has moved to a back seat when it looked ready to explode into world domination a couple of years ago. With Enduro finding a home at the 2025 World Championships in Switzerland, we sure hope it is still on the up. Enduro racing will not die, but world-level events may be taking a different shape if you listen to the rumours closely enough.

It is a condensed calendar with an early start for the XCO crowd, with Paris 2024 dominating the northern summer. However the Enduro crowd have a diminished season with no racing out of Europe. On the one hand, this will be easier for teams and privateers. On the other, it doesn’t really stay true to the roots of the Enduro World Series. Gone are the 20 minute wild descents in Chile, and perhaps there will be more bike park style stages. Time will tell. ucimtbworldseries.com 24

12-14 April: Mairpora, Brazil – XCO, XCC 19-21 April: Araxa, Brazil – XCO, XCC 3-5 May: Fort William, Scotland – DHI 10-12 May: Finale Ligure, Italy – EDR 17-19 May: Bielsko-Biala, Poland – DHI, EDR 24-26 May: Nove Mesto Na Morave, Czech Republic – XCO, XCC 7-9 June: Leogang, Austria – DHI, EDR 14-16 June: Val di Sole, Italy – XCO, XCC, DHI 21-23 June: Crans Montana, Switzerland – XCO, XCC 28 June – 7 July: Haute Savoie, France – XCO, XCC, DHI, EDR 12-14 July: Aletsch Arena, Switzerland – EDR 6-8 September: Loudenvielle, France – DHI, EDR 27-29 September: Lake Placid, USA – XCO, XCC 4-6 October: Mt Ste Anne, Canada – XCO, XCC, DHI

R: HOLGER FEIST P: RICHARD WALCH

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TRAVEL MISSION PRO Sophisticated multi-feature travel backpack for digital nomads.

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Coyote KinetiCore Own the trail.

Better visibility on the trail Visor is easy to move up and down while riding for improved visibility and to make space for your goggles.

Easy to operate magnetic buckle 5-star KinetiCore impact protection KinetiCore protects against both direct and rotational impact. Controlled crumple zones crumple under impact and absorb the energy that otherwise would reach the cyclist’s brain.

*Used in manufacturing compared to previous models in the Lazer range.

No more fumbling with your helmet buckle while wearing gloves – Lazer’s magnetic buckle can be quickly undone with one hand with gloves on.

fast track

QUAD CROWN LAUNCHES 2024 CALENDAR After a year of thwarted mountain bike events and a couple of years of way less travelling to ride bikes with other people – the 2023 Quad Crown series of events was a breath of fresh air! And the best news is – they are on again for 2024.

The Quad Crown events were delivered by an event team with incredible experience with some of the biggest events in the country – and that showed with the four events they ran across Tasmania, New South Wales and Queensland.

They made sure the events were fun, achievable, and a perfect fit for a long weekend. And best of all – they made sure the events delivered some of the best trails around.

The first year series visited the trails at Wild Mersey in Tasmania, Parklands at Queensland’s Sunshine Coast, Eden and Tathra on New South Wales’ South Coast, and of course Awaba MTB Park and Glenrock in the Lake Macquarie and Newcastle areas.

WHAT’S A QUAD CROWN EVENT LIKE? The events are designed to be fun and an achievable challenge. With a short event on Friday afternoon to set the stage for the event and the point score for the Weekend Warriors, it’s an easy start to a weekend away, including a free beer at the first social function! Saturday and Sunday will usually see a stage of about 35-50km, with a fair bit of flowing singletrack. You can expect to be finished by lunchtime, allowing plenty of time to take in the sights, chat with mates – or just crash on the couch.

What really sets the Quad Crown events apart is how they

cater for so many different mountain bikers. While taking part in the whole weekend is fun, that won’t work for everyone. So you can enter just for the Saturday or Sunday if you like – come and leave it all out there, have a laugh, and get back to your regular weekend programming.

With social functions locked in for every day, the Quad Crown team manage to find the right mix of time on the bike and time off it, in a professionally run yet casual fashion.

GET SET FOR 2024 The second year sees a return to almost all the same locations as 2023. Things kick off in Tasmania for the Wild Penguin in March, before moving to the Sunshine Coast in Queensland for the Sunny 80 in June. It’ll be the perfect winter escape! To start the spring thaw, The Orca heads to the beaches of the south coast and the final event, The Big O, will take to the new trails in Omeo, Victoria.

WHO SHOULD DO A QUAD CROWN EVENT? Anyone who likes riding bikes with other people. Whether that’s for the challenge of racing, or for being in a group of like-minded people riding new trails without the hassle of sorting out a route! With the social functions set, all you need to do is book some accommodation and you have a ready-made action-packed weekend away. quadcrownmtb.com.au

QUAD CROWN IN 2024 The Wild Penguin Devonport, TAS 8-10 March, 2024 Sunny 80 Sunshine Coast, QLD 7-9 June, 2024 The Orca Eden, NSW 6-8 September, 2024 The Big O Omeo, VIC 8-10 November, 2024

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NOTHING’S FOR FREE FILM REVIEW Mountain bike movies have always had a special place in my heart, so I was very curious to see what Nothing’s For Free had to offer when I heard it was released. This is a documentary movie about the pioneers of freeride mountain biking but also the story tellers; the film makers who both focussed on and drove the progression of the sport. They really helped dictate the direction of freeride as we know it today, and this is their story.

The first mountain bike movie I watched was New World Disorder 3. I remember my family friends who introduced me to mountain bikes putting on the DVD one day and we were mesmerised by what we were watching. I had no idea that at that point, my life was about to take a path that I’m still on today 20 years later! From then on I remember waiting for the new movie to come out every year which did so for another 7 years bringing the NWD series a total of 10 movies over 10 years. The impact of these movies was huge for me personally and I know for a lot of other people too. Not so much because of what type of rider I became but the lifestyle of wanting to ride everyday and be amongst some of the best trails and scenery in the world.

I found myself living in Whistler on and off over 9 years pretty much all because of watching so much epic footage from these movies growing up. Some people have never left and have made a life living in the Sea To Sky corridor that is from Vancouver to 28

Squamish to Whistler to Pemberton. It’s the mountain bike Mecca! It wasn’t until years later that I started to appreciate the production of extreme sports movies specifically for mountain bike and ski movies.

I was in the thick of the sport but also trying to wrap my head around every shot, timelapse and segment. I started to grow a whole new level of appreciation and love for these movies years later. Not to mention the riders that were creating the future as we know right on our screens.

Nothing’s For Free documents the birth of freeride in the world but mainly out of British Columbia, Canada. Derek Westerlund is the main man behind the production of Freeride Entertainment and had a goal to make the most hammer freeride mountain bike movie every year with the most bad ass riders at the time. Riders would work all year to create jump lines and scope filming spots for when the film crew came to town to film their segment.

Pushing to the absolute limit and possibilities of the sport, risking life and death comes at a cost.

This movie looks at the riders who pushed the sport to where it is today and how the industry was evolving year-by-year with the impacts of freeride. Freeride helped mountain biking break out of a race-specific focus of cross-country, downhill and trials. It was about riding in the mountains, riding big lines, riding everything and just ripping. And eventually, it was also about competitions

BY GERARD LAGANA

and condensing the skill set of freeriders for a live audience.

Nothing’s For Free also looks at the risks and some of the riders personal lives outside of the mountain bike scene. This is where I was not expecting the narrative of the movie to go down. There are some interviews with riders looking back on what they have suffered on the injury side physically and mentally which definitely made me look at all those video segments that I envied for years in a very different light. It is still crazy now how big some of those riders sent it for the camera or competition and sadly there are a few rides suffering the consequences.

Nothing’s For Free isn’t quite the banger movie release like the latest New World Disorder or Kranked films were. Being so attached to the New World Disorder series and the riders it created for the sport I sort of anticipated a similar release. And while we do see the iconic Jah Drop hit again, Nothing’s For Free truly is a great documentary of the legends in front and behind the camera who helped shape the history and future of our young sport – including the impacts of that on their lives and bodies.

If you were obsessed with the New World Disorder series or in touch with the modern day freeride scene, Nothing’s For Free definitely should be put on the watch list to appreciate and maybe educate where this amazing sophisticated scene has come from and where it will lead riders in to the next generation of Freeride.

NOTHING’S FOR FREE SCREENINGS

Shellharbour

Greater Union Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Maroochydore BCC Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023 Toowoomba

BCC Toowoomba Grand Central Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Rockhampton

BCC Rockhampton North Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Macquarie

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Indooroopilly

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Mt Gravatt

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Bondi Junction Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023 Cairns Central Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023 Casuarina

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Chermside

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Sydney

Event Cinema George Street Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Innaloo

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Kotara

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Marion

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Miranda

Event Cinema Thursday, 7 December 2023 Friday, 8 December 2023 Sunday, 10 December 2023

Hobart

Peacock Theatre Thursday, 7 December 2023

Fiordland, NZ

Fiordland Cinema Thursday, 21 December 2023

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NATIONAL CHAMPS TO AWABA, NSW The 2024 AusCycling National Mountain Bike Championships are sticking around in New South Wales! After taking place at Thredbo in 2023, 2024 sees the premier event land at Awaba, in the Lake Macquarie region west of Newcastle.

Awaba’s downhill course and cross-country trails will be familiar with plenty of riders from the greater region, and won’t be short of challenges for those who attend the event that runs from 12-17 March. Hunter Mountain Bike Association (HMBA) have secured funding to add to their gravity trails, and the extra work will no doubt make a big difference to lift the club trails to the standard required for a National Championship. Head to the AusCycling website for more details on event timings – entries should be open from December.

Auscycling.org.au

RED BULL HARDLINE COMES TO MAYDENA Red Bull Hardline is to the Downhill World Cup what Red Bull Rampage is to the wildest freeride jump jam you know. Or in another way, it’s wildly more extreme.

Recognised as the most progressive downhill mountain bike event in the world, Red Bull has just announced that the Red Bull Hardline is coming to Australia. And where else would Hardline go than Maydena Bike Park?

Maydena Bike Park, Tasmania, has a massively diverse trail network and is known for its steep and rugged terrain. While there are lots of trails on tap, including the national downhill course from 2021 and 2022, you can be sure the Maydena crew will be building something special for this one. The Red Bull Hardline Australia edition official race will take place on Sunday 23-24th February. And Hardline will still take place in Wales’ Dyfi Valley later in the year, from 1-2 June. Hardline will be the leading light of the 5 day mountain bike Gravity Fest mountain bike festival.

Hardline is invite only, but the broader festivities will create opportunities for the whole Australian mountain bike community to come to Tasmania, ride the trails, compete in some events and watch the action. maydenabikepark.com

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www.husqvarna-bicycles.com Photos: R. Schedl

New Carbon Fibre Frame New Shimano EP801 Drive Unit Available now in Australia

Take on Trails less travelled.

Our distinctively new Mountain Cross 6 presents the next chapter of our journey. With new kinematics and features – brace yourself to thread new grounds.

S can to find out more

Mountain Cross

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You know what they say, new gear, new you. Here's a look at some fresh bits landing in Australia.

MILO COMMUNICATOR

SMITH VENT SUNGLASSES

The Milo Communicators are a novel idea, taking the group chat hands-free. They don’t need a phone to work, but allow interconnected chat via a waterproof device. The unit can connect to Bluetooth headphones, but it has advanced noise cancelling functionality for clear and crisp communication.

These could be a game changer for ride leaders on group rides, skills instructors, families, or mates on a shred weekend.

We’ve got a kit of three to test, so stay tuned!

There’s something to be said for a massive shield lens for use on a mountain bike. The Smith Vent delivers a huge field of view in a frameless design to aid airflow, low weight and unobstructed vision.

The Vert has been designed for cyclists and runners alike, and you’ll appreciate that this snazzy set of sunnies comes with a clear lens as well as the high-contrast ChromaPop lens – so you can have exceptinal clarity on the trails in the day time – or for those early (or late) dirt missions.

From $399 tumo.com.au

FUNN PYTHON V2 PEDAL ‘It’s only wafer-thin, sir.’

The latest Funn Python V2 pedal is so thin, wafer-thin perhaps, that you may wonder if they would be upto the task. But thanks to a forged design, the 6061-alloy bodied pedal are also robust – and light. With our test pair clocking in at a shade under 380g, the Pythong V2 offers a healthy platform size, 11 replaceable pins per side, and a wafer-thin profile. The chromoly axles run on a bearing and full-length bushing and the pedals come in a range of colours. So far, these have been incredible – stay tuned for a review.

$290 smithopticsaustralia.com

$199.95 kwtimports.com.au

FIZIK ERGOLACE GTX Fizik’s Ergolace trail shoe walks to it’s own beat compared to many trail shoes. The design aim is reduced bulk, without the ‘puffy’ look of ultra-padded trail shoes. They are a light fitting shoe with a midsole that is firm enough for lots of support. The offset lacing is designed to ease any pressure and a snug and personalised fit is easy. Fizik employ a Vibram outersole and deep cleat pocket, but the important new addition compared to the Ergolace we have tested previously is a Gore-Tex liner, to help shrug off wet conditions either in a subtropical environment, or in wetter and colder corners of our country.

For those who like to get out and stay out on the trails – your shoe may have landed.

RRP: $TBC fizik.com

ABBEY T-HANDLE AND BIT CARRIER Abbey Bike Tools are known for the thoroughly designed and produced tools – and the T-handle and 8-bit carrier could be a way to cover off so many of your day-to-day tool needs in one hit. The solid T-handle has enough leverage to remove pedals and through-axles, but is small enough to work with easily around stem bolts, brake calipers and rotor bolts. It can hold three different bits, and the magnetic holder can store 8 – and the mix and match combination is upto you. $238 leadoutsports.com.au 33

SUBSCRIBE TODAY FOR YOUR CHANCE TO WIN A POLYGON SISKIU T6E FROM BIKESONLINE! Our friends at BikesOnline have offered to give a brand-new Polygon Siskiu T6E trail e-bike to one lucky new or renewing subscriber.

Polygon call this bike a playful shredder. It is a 150/140mm travel fullsuspension, full-powered trail e-bike with a Shimano EP6 system with a full 85Nm of torque and 500W of support at peak power. It’s backed up with a 504Wh battery to find the balance between weight and ride time.

The versatile frame design has modern geometry for balanced handling on the ups and the downs, and even has a flip-chip so you can run a mixed wheel setup! With a Shimano wide-range group set and powerful SRAM Code R 4-piston brakes, this bike is ready to rip for the go and the whoa right out of the box. Thanks to SR Suntour suspension, including the Zeron 35 Boost fork, suspension is upto the task and highly adjustable.

And better yet, a new Polygon Siskiu T6E could be all yours.

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34

PROMOTER

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SAME STORY, DIFFERENT SPORT W O R D S G R A C I E E LV I N

PHOTO GEORGINA VON MARBURG

I

’m not one to rant a lot, but I want to let off some steam about the coverage of women’s cycling, and to be more specific the lack of coverage at the 2023 Gravel World Championships elite women’s race, and what we can all still learn from these moments.

What I love about the gravel scene, which is very similar to mountain biking, is the way that the women race on the same courses, often the same distance, and get the same prize money (and usually the same coverage if this is offered for the event).

From pretty much the beginning, gender equality has been a feature at most gravel events.

The rise of this sport has seen the UCI start to take it seriously, having a World Gravel Series each year as well as a World Championships which is only in its second year. This year, the world championships was stacked with big names from all three cycling categories in both the men’s and women’s races. It was a much-anticipated race at the end of a year of some truly fantastic racing across all three disciplines and people like me – both working in cycling media as well as a big ol’ fan – couldn’t wait to see these giants of the sport go head-to-head…

The day before the race it was leaked that there would not be any live coverage of the women’s race, only for the men the following day. In 2023. As mountain bike fans, we have been treated to equal coverage of the sport for a long time now, but this felt like yet another smack in the face of what we have been fighting so hard for, for many years. I want to raise a few points of why this is important to keep bringing up, and who should be using their voice better: VISIBILITY MATTERS

When women’s events aren’t given the same opportunity to be broadcast, that initial messaging reads: women’s sport isn’t as valuable and not worth watching. It doesn’t just benefit women to show women’s sport, it benefits our whole community. The messaging is not just that women can be good at sport too, the message is that women can be valuable in any setting they choose to be in -a crucial message for our sons as well as our daughters. www.ambmag.com.au

A BIGGER PIE

The sponsorship model in sports can seem unstable, but there is a misconception that it is a finite pie that can only go around so far. Women’s sport needs coverage to bring value to it’s current sponsors, but increased and improved coverage can bring in even more sponsorship when brands realise what a great investment female athletes can be. Many female teams come alongside a brother team, so they benefit too if sponsors want to be part of this amazing generation of incredible female talent.

PUT YOUR MONEY WHERE YOUR MOUTH IS

Speaking of sponsors, it has been frustrating to see many big brands stay silent on situations such as the 2023 Gravel Worlds. There are a number of sponsors aligned with the governing body that did not say anything regarding the blatant misogyny. It should be their right to hold governing bodies and race organisers accountable, and pull their sponsorship when actions don’t align with brand values. As a customer, you also have the power to petition your favourite brands to be accountable in these instances too.

THE MOUTHS WITH THE MONEY

Lastly, one of the most frustrating actions, or lack thereof, is when the silence is deafening from our male counterparts. Not one high profile elite male rider at the same event said one thing, sent one tweet, or shared one story on their socials, or said anything in their interviews about their disappointment in there being no coverage of the women’s race when their race got flag-to-flag vision. Just because it doesn’t seem like it’s “your problem” doesn’t mean you shouldn’t engage. Don’t be like our ex PM and only comment on women’s matters when Jenny tells you to or because you have daughters. Do it because it’s the right thing to do.

I am reiterating this story and these points even though it is 2023, because it is still happening in 2023. If the Matildas have taught us anything it’s that women can kick ass – but you already knew that from being a mountain bike fan. Stand up for the women in your club, at your races, in your town. It’s not just good for them, it’s good for you too.

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AUSTRALIA’S CHANGING ALPINE TRAILS WORDS CRAIG MEINICKE

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P H OTO M AT T S TA G G S

ustralia’s alpine mountain bike trail networks have grown over the past 25 years to now provide phenomenal riding experiences. The trail networks are cherished for their breathtaking vistas, exhilarating descents, and the call of adventure.

The weather systems in our alpine environment are typically varied, changing, and unpredictable. Our national downhill race in Thredbo got shortened to stop riders being blown off course this year. There’s a wonderful photo at Mt Buller of a fire truck and someone has used their finger to scrawl “Merry X-mas! in the snow covering the front window. In 2006 snow put out the terrible bush fires engulfing the mountain on Christmas day.

At this year’s NSW Outdoor Industry Summit, we were briefed by a senior scientist from the Bureau of Meteorology who made a convincing (and rather sobering) case that demonstrated how these types of extreme weather variables once thought rare, will trend to become the norm.

She explained how we can expect an upward rise in temperatures along with greater swings in weather events. Hotter dryer periods, and rain events that come with greater water intensity and volume. “We will have storms, but the fuel will dry quicker creating fire conditions where fire trucks will get bogged in the still wet ground”. She challenged us to think about how we “integrate climate intelligence into our work”. Not long after the briefing the BOM announced we were heading for El Nino, a phenomenon linked to extreme weather events.

Let’s explore the implications of a changing climate on alpine mountain biking a bit. The triple whammy of less snowfall, more frequent and intense heatwaves, coupled with more intense wet weather events, are putting additional stress on the already fragile alpine ecosystem. How could this situation impact some of our most iconic trails, and what would land managers, trail maintenance crews, tour operators, and us as riders look to expect?

From a Land Managers’ perspective longer fire seasons, unpredictable snowfall patterns, and more severe weather events make it tough to manage the trails and minimise environmental impacts. Trail development may move into the valleys, or more linking trails to provide options should riders need to alter their plans in a 40

hurry. Trail closures and emergency controls will come into focus with improved governance and management plans helping to reduce insurance premiums, but also improve control of the trails, and to keep people safe.

Trail maintenance crews work tirelessly to ensure the safety and sustainability of our Alpine mountain biking trails. Greater consideration will be given to trail alignment and drainage to reduce erosion caused by heavy deluges. More attention will go into surrounding vegetation management to avoid wind-fall damage from trees and limbs falling, and fuel reduction to minimise damage.

Logistical considerations come into play when building or maintaining trails. Techniques are already changing particularly working with dry dusty soil. Examples include having to ship water into remote areas to help pack-down and consolidate trails, berms and grade reversals. Where once we could rely on a couple of showers, maintenance crews are hauling water to prevent features blowing out.

Alpine trails support an industry of tour operators, event organisers, school outdoor camps and other groups who benefit from Alpine trails. The Alpine Classic road cycling event based out of Bright used to send riders up Hotham, Falls and nearby alpine peaks sited one of its reasons for closing as the extreme weather events. It was impacted by fires, and massive heat waves. When client safety is paramount, the weather windows in which events, tours, camps can operate will have to adapt.

So, what will it mean for us as mountain bike riders? Well, the good news is there will be less winter season, which will mean more riding! But we will need to adapt our riding styles and use our “climate intelligence”. Expect to carry more water, ride earlier in the day and pay closer attention to weather reports. Skills in reading alpine weather systems will come into play as will planning rides and assessing your options as you go. We can also step-up as a community to volunteer with trail maintenance groups, hang-out Craig Meinicke works for with some cool people, build cool Blue Sky Trails, managing features, and learn a bit about trail trail development, funding design as you go. and governance.

Happy trails! www.ambmag.com.au

TO SEND OR NOT TO SEND. WORDS CHRIS PANOZZO

H

P H OTO M AT T R O U S U

ere we are ready for another Aussie summer. What feels like a two year winter cycle seems to be finally evaporating for those of us down south, and with it the thought of looking for another clean, dry layer of clothing to put on.

At the time of writing in Victoria, we are already looking at an oversubscribed DH calendar before an event has even taken place.

The Vic DH Series, much like any DH race run by local clubs throughout regional Australia at the moment, has an enthusiastic core group of volunteers often over delivering for an everappreciative group of riders willing to send it just that bit faster each year. The mix of riders in the local scene, which is a good snapshot that represents many regional events across the country, is a mixed bag of those forced into hibernation from an overly wet and cold winter, contrasted with the returning riders lucky to have had a European summer.

Those lucky few, tanned and seemingly years wiser than their 3 month trip would suggest, return almost subdued by a state race that would have normally consumed their every waking moment. Perhaps it is over confidence drawn from spending more time on a chairlift in one week than their non-European travel buddies spend all year. Yet with each year some things stay the same, and by standing trackside throughout a weekend it’s often fun to watch patterns emerge. Those at ease with the track or “returnees” we’ll call them, immediately get all the resounding kudos while in line for the next shuttle. Those that look rusty, and I’d imagine feel rusty, we’ll call them “stay at homes” are a step behind in pace and have next to no safety margin. A

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combination that makes for queasy viewing so early into a weekend.

Once qualifying is about to get underway, the returnees, having heard all there is to hear about their speed and skill, line up for what will surely be a formality. While those who’ve been playing chicken with an ambulance ride to hospital are hyper aware of making it through cleanly to finals while not embarrassing themselves too much in front of their peers. Then qualifying happens, and all those returnees are quietly, and often openly shitting themselves having posted times that are only marginally better, if not equal to those of the stay at homes. The tables have flipped and the energy within the shuttle on the ride back up for finals has taken on an entirely different nature. The stay at homes are no longer offering praise to others, having seen the light they recognise they are in with a shot, and the returnees are eerily quiet, contemplating why they squandered practice and what sort of rabbit they need to pull out of the hat for their final run.

Then finals get underway and once again we are treated to another flipping of the tables. The stay at homes having decided their time is now, send it regardless of consequences. Cue red flag after red flag. It turns out to send it you should really spend time riding your bike through winter, and as tales are told after the finish it's once again time to heap praise on the returnees. Not only did they get to spend summer riding in Europe, but they came back just in time to take the podium spots of those who’ve been dreaming about the race since the last one finished 6 months ago. So I guess the lesson here is take a holiday, ride your bike - people will applaud you for it.

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4 STEPS FOR SUCCESS ON NEW TRAIL FEATURES WO R D S D R K AT H B I C K N E L L

PHOTO JACK FLETCHER

A

re you struggling with a particular obstacle? Putting pressure on yourself to ‘just do it’ but something doesn’t feel right? Try this check list of mental cues and see if they help you to feel more confident on challenging terrain.

1. Acknowledge the risk Before trying anything on the trail, instead of trying to ignore the risks so you don’t feel anxious, acknowledge that riding comes with an element of risk but that there are steps you can take to mitigate those risks. Sure it’s exciting to hit that tricky line or bigger jump, but remember that it’s up to you to decide when you feel ready to accept that risk and give something a go, and that you can always try something else for now instead.

This is partly a word of caution from my side but also a reminder for anyone who needs it that saying no can be as empowering as saying yes. Especially if saying no now means you keep building your skills or having fun, which leads to other excellent experiences in the future.

2. Explore the consequences of things not going as planned If exploring the risks of an obstacle raises some red flags, take a moment to think through the most likely consequences of those things actually happening. If you can’t stay on the line you hoped, is there a line within the trail to go wider, narrower, slow down or stop?

If crashing looks likely, what will you most likely land on?

3. Troubleshoot those consequences If you’re feeling uncomfortable about those risks, think about how you can build extra safe guards or control into early attempts at the obstacle. This could be asking someone to spot you at a point where you might slow down too much, go off line or fall, or even just talking with someone else about line choice to discover alternate options.

Other strategies could be equipment related – knee pads, a full face helmet, a bike with more travel and wider tyres. Or environment related – returning when the surface is less muddy, or less peak-ofsummer-dusty, or practicing on a similar but less daunting obstacle to 44

improve your confidence, control and bodily sense of the movement.

Or socially solved –you could follow another rider into the obstacle and use them as a real time guide for body position and speed.

It can be helpful to think of these troubleshooting techniques as scaffolding – like the supports that enable a house to be built which you don’t notice when looking at the finished product but are essential early on.

Give yourself the time you need to practice a skill with scaffolds in place and remember that even if you see other riders making that skill look easy without any scaffolds, they have certainly used them in other situations, they’re just not visible today.

4. Focus on the process not just the outcome When riding something difficult instead of over-thinking or trying not to think, choose to focus on a couple of specific process points that help with directing your body and the bike in a simple yet effective way. These might be a section of trail you want to hit that sets you up for the next part of the obstacle and a specific part of the action that encourages the rest of your body to follow. For a steep rocky roll down for instance, you could aim for a mark the ground to know you’ve got the right entry point and think ‘look ahead’ or ‘weight back’ to encourage a good body position on the bike.

One of the best things about mountain biking is that every new skill you learn opens the door to learning and experiencing even more. Remember that skill development takes time. Focusing on and enjoying the process is just as important as the outcome or the result, whatever level you’re at in the sport.

Learn more about using What’s more, if you’re enjoying your mind to get more out the process, then whether you hit of your time on the bike that one specific obstacle now or in from Kath Bicknell at: a few rides time, by turning a [web] intelligentaction.cc pressure into a pleasure you’re [insta] @Intelligent_Action still guaranteed a good day out [facebook] Intelligent Action playing bikes.

B E S T B I K E PA R K S

ummer is here and it is time to ride! The past decade has seen an explosion of mountain bike trails around the country, and the past 5 years has seen more bike parks built to create a one stop shop for a fun day on the trails. Here’s our pick of some of the best bike parts to visit this summer, with shuttles or lift access, bike hire, toilets and more on offer.

T H RED BO, N SW Season dates: November 18 – April 28 Shuttles: One day lift pass from $89 Bike Hire: Downhill $179, Enduro $169, XC $79 Trails: 40km of lifted gravity trails Who does it suit? Gravity fans!

What else should I do? Ride the Thredbo Valley Trail thredbo.com.au Thredbo is an iconic destination for mountain biking in Australia. Many of Australia’s biggest mountain bike events have been held out of Thredbo Village, and with the Cannonball Festival returning in February 2024, that isn’t about to change.

Thredbo added more intermediate gravity trails for last summer, with more lift options opening as well. This has created a whole new zone of trails for less experienced riders who still want to benefit from lift-assisted runs. Of course, the Cannonball DH is still there to test riders, but gravity riding is just one side of mountain biking in Thredbo – you can also start epic backcountry loops from Dead Horse Gap, or ride the Thredbo Valley Trail all the way to the Trout Hatchery outside Jindabyne.

There is plenty of accommodation right in Thredbo Village, along with a full service bike shop. But the real drawcard are the lifts, something that truly sets Thredbo apart from every other bike park in Australia. With a pump track in the village and plenty of mellow trails around as well, Thredbo has something for just about every mountain biker and their family.

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S FOR SUMMER WORDS MIKE BLEWITT

PHOTOS NICK WAYGOOD, TIM BARDSLEY-SMITH, GEORGINA VON MARBURG, DENZIL HEEGER

FA LLS C RE E K , VIC Season dates: November 18 – April 28 Shuttles: With Blue Dirt from $85 Bike Hire: Trail bikes from $110 Trails: 50km+ of purpose-built trails plus countless backcountry rides Who does it suit? Trail and enduro riders, plus those who want to explore What else should I do? Hire a kayak and visit the lake.

Fallscreek.com.au Falls Creek sits apart and above from all of Australia’s mountain bike parks. Sitting at 1600m, it is no surprise that the location is home to Australia’s cross-country ski squad in winter. But it also means that in summer, you can roll out your door into a descent, onto a climb or to the shuttle to go to the summit.

Falls Creek’s trails are a network that has expanded over time, with a healthy mix of green and blue trails, and an increasing amount of trails that let experienced riders push their limits.

What Falls also offers is a launching pad for adventure. Whether that is an adventurous family ride along the Aqueduct Trail to some of the historical huts for lunch, or an all-day mission into the backcountry with you riding buddies – you can do it from Falls Creek. Or why not tackle a run down Fainters? This iconic alpine ride will take you well off into the boonies before delivering you into Big Hill MTB Park at Mount Beauty.

Given the range of riding available, Falls Creek can be a perfect place to visit for families, adventurous riders, or just those who want to do some shuttles and have the options for some big days in the backcountry as well. A lot of what makes Falls Creek special is the setting – the views down the valley and across the rolling ridgelines is incredible, with few settings able to match it for sunsets. Hit the trails and then head back to St Falls for aperitivo as the sun sets on an epic day in the high country – and get set to do it all again the next day.

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M O U NT BULLER, VIC Season dates: November 13 – April 28 Shuttles: $85, or $25 for a single lift from Blue Dirt Bike Hire: Trail and enduro $120, eMTB $165, XC $60 How many trails: Over 100km of trails, from gravity to XC Who does it suit? Just about any keen mountain biker What else should I do? Go for a hike, a run, get a massage or pack a picnic.

Mtbuller.com.au Mt Buller was one of the first Victorian ski villages to really invest in awesome mountain bike trails. Their trail builds from over a decade ago were adopted by the vegetation and terrain, with amazing riding experiences from the peaks into the surrounding saddles – and into the valleys below. Times change, and more recently the majority of the network has as well. The trails have been rebuilt to add more flow and speed, revitalising classic trails and adding a bit more spice to trails like the Alpine Epic Trail, Delatite River Trail and of course Stonefly.

Mountain biking at Mt Buller is fairly committing, and suits riders who are keen to either get out and pedal on some incredible trails, or use the shuttle service to do laps in the Gravity Zone, with four dedicated descending trails crossing from intermediate to advanced. There’s a modular pump track in the village and some beginner trails around the village as well – but most of the riding on offer at Mt Buller is intermediate. There is lots to work up to and the views and trails are a worthwhile reward if you take on the advanced trails like Stonefly and the Alpine Epic Trail!

With accommodation ranging from budget to mind-blowing, just about anyone should find something to suit their stay. But like other mountain top villages – make sure you’re wellequipped for the incredible sunsets.

M YST IC BIK E PA RK , BRIG H T, VIC Season dates: All year Shuttles: Blue Dirt, from $85 Bike Hire: $60-150 from Cyclepath. $60-$200 from All Terrain Cycles How many trails? About 92km worth!

Who does it suit? Intermediate and advanced trail and enduro riders What else should I do? Sample the pub scene and cafe culture visitbright.com.au Bright shouldn’t need too much introduction, it’s somewhere most mountain bikers will stop on a visit to the alpine regions of Victoria. Thanks to Mystic Bike Park, Bright pulls mountain bikers like a magnet. The park has a range of trails including some beginner trails, but its real strength are the numerous moderate and advanced trails that litte the forest. Some of Australia’s best riders have honed their craft within this bike park – but you’ll see it packed with plenty of riders year round.

For families there is plenty to ride along the river as well, and options to hire bikes, cruisers or e-bikes for gentler adventures. Bright has tonnes of accommodation, but it is quick to fill up around the holidays, so make sure you take the time to plan your stay and book your ride access to Mystic Bike Park as well.

As a valley town, Bright has all the conveniences you could want, with full service bike shops, major supermarkets and plenty of places to eat and drink. It’s one of the best hubs to base out of for a mountain bike holiday.

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M T STR OMLO , A CT Season dates: All year Shuttles: Dynamic Motivation, from $70 Bike Hire: Cycle City, from $160 (weekends only) How many trails? Well over 50km Who does it suit? Everyone!

What else should I do? Spend time in Canberra stromloforestpark.act.gov.au Born from terrible fires two decades ago, Stromlo Forest Park's current network has gone from strength to strength, with an ever widening variety of trails and services. Having hosted a World Cup and World Championship event, the trails cater to advanced riders, but they really have something from everyone.

There is a truly diverse network of trails at Mt Stromlo Forest Park, from easy gradients on the climbs and descents, to fast jump lines like those found on Vapour Trail. There are dirt jumps and skills parks, and a pump track right next to The Handlebar. The park also has trails for cross-country running, equestrian riders and of course a criterium track. There’s plenty of shelter, parking, toilets and showers as well. Some may think of a visit to Canberra as being pretty vanilla, but pack your bike as well and you’ll be sure to have a lot of fun – just avoid the peak heat of the day in summer.

B I G HI LL MT B PA RK, VIC Make no mistake, Big Hill MTB Park in Mt Beauty is well worth a visit. There are over 40km of trails and a pump track in town. There are great places to stay and best of all, you will be able to ride to the trails as well. There is no private shuttle service, but you can self shuttle – or ride up the hill. It makes you strong! visitmtbeauty.com.au

M T BAW BAW, VIC Season dates: December to April Shuttles: Private shuttles only Bike Hire: eMTB $129, Hardtail $55 How many trails? Over 15km Who does it suit? Gravity riders and beginners What else should I do? Go for a run, a hike, or learn about frogs! mountbawbaw.com.au Barely two hours from Melbourne, Mt Baw Baw is tucked away in the hills. The drive in alone is an easy way to escape the working week, before your ascent to the tiny village at 1500m. The alpine resort has a small network of beginner and intermediate trails from the village, which are perfect for those who want to experience the natural beauty of the area. It’s a wondrous experience especially with clouds rolling in, and with bikes available for hire it’s a nice spot to introduce friends or family to riding in the bush.

However, the two gravity trails are very demanding.

Both AM1 and DH1 are off-limits to the hire bikes, instead being known for challenging some of the best riders in Victoria during their downhill racing series.

From the wall rides to the steep chutes and chunky sections, both trails will keep riders alert, especially as their nature changes through the season. Mt Baw Baw has some accommodation and a restaurant in the village, but it is worth booking ahead if you want to make a weekend of it.

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M AYDEN A BIKE PA RK, TA S Season dates: September-June Shuttles: From $95 for 1 day Bike Hire: Hardtail $85, Enduro $155, DH $165, eMTB $185 How many trails? Heaps. Over 85 trails and 820m of vert Who does it suit? Gravity riders, but anyone will have fun.

What else should I do? Visit Mt Field National Park or the Styx Valley maydenabikepark.com Maydena Bike Park is an international-level gravity mountain bike park that just happens to be in Australia. The bike park sits on the edge of the wilderness, about 1.5 hours out of Hobart, Tasmania. While this part of Tasmania isn’t really close to anything – that is a big part of what makes Maydena what it is. With 820m of drop to play with, and three distinct zones to ride in, few other places would be able to support a mountain bike park in the same way.

This bike park is a ground up build, catering specifically for mountain bikers. All the trails have been created with a single purpose – to shred.

While the black diamond trails, pro lines and jump lines may grab the limelight, Maydena Bike Park have a plethora of beginner and intermediate trails, and skills coaching so you can progress. The shuttles run to the top of the hill, but you can also do midline shuttles, or even buy a mountain pass if you plan to use the climbing trails to access the midline trail zone. Our tip would be to check this out if you stay for a few days, as the zone in the middle of the hill has a great mix of trails and different dirt types.

Maydena really is about gravity, and they host a range of events through the year, and that will include Red Bull Hardline this February, part of a multiday mountain bike festival in late summer.

With a pump track right at the amenities building, a wide variety of hire bikes, food and a licensed bar, Maydena Bike Park is a one-stop shop for a dream bike trip. Accommodation right in town can be limited in peak periods, so book ahead so you’re an easy roll to the trails.

BLUE D ERBY, TA S

Season dates: All year – some trails close in winter Shuttles: Yes, via Vertigo MTB, Mad MTB, MTB Express and more.

Bike Hire: Multiple options from Vertigo MTB, Evolution, Big Mountain and more.

How many trails: In excess of 85km.

Who does it suit? Everyone.

What else should I do? Visit St Helens, take a sauna at the floating sauna, spot a platypus in the river. ridebluederby.com.au If you haven’t been to Blue Derby, chances are you are finding a reason to go. Few places offer the variety of trails, number of trails, accommodation options and riding types like Derby does. It didn’t happen overnight, but when the first 25km opened in early 2015, it was clear something special was coming. The trail network has only grown since then, with connected trails running from Branxholm all the way to St Helens, which has its own network of trails near the beach.

The range of trails and amenities on offer at Blue Derby means just about anyone will be happy. There are flowing blue trails, a green loop around the lake, and a massive pump track to keep kids of all sizes and ages entertained. There are demanding trails as well, including those used in the Enduro World Cup earlier in 2023. You can access these via a shuttle, or pedal up on singletrack. Derby is a great place for an eMTB and there are plenty of options to hire one.

If you want to ride further afield, then Atlas is a long descent and it can be accessed via a forest road climb or a shuttle. The Blue Tier is an iconic route that brings you back to Weldbrough pub – or from the same drop point you can tackle the Bay of Fires Trail that takes you all the way to Swimcart Beach! There’s even a fun connecting trail between Derby and Branxholm if you’d rather stay in a town with a supermarket.

With camping along the river and lots of short stay accommodation from basic to boujee, there’s something for almost everyone at Blue Derby. It doesn’t have the impact of some bike parks sitting at the foot of a big hill or on the peak – but the riding is some of the best in the world.

BOOM E RA N G FA RM BIK E PA RK , QLD Close to the beach, while still offering big lines, shuttles and a climbing trail, this one is a must-ride when visiting south-east Queensland. boomerangfarmbikepark.com.au

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N A N N UP TA N K 7 M T B PA RK , WA Season dates: All year Shuttles: From $50 Bike Hire: eMTB $105, Trail $65 via Three Tanks How many trails? 35Km of trails Who does it suit? Enduro riders and trail riders alike.

What else should I do? Visit Margaret River for the trails, wineries, breweries and distilleries. nannup.wa.gov.au With a trail network managed bu the Shire of Nannup, these trails are a public mountain bike park served by the Three Tanks bike shop and a couple of shuttle operators. Far from being shuttle only, there are a few loops you can do on blue trails, but this is a Three Chillies trail design – you should expect some jumps!

If you’re looking for some demanding trails then Nannup will provide, with a double-black trail called Man vs Machine throwing plenty of features at you, from step downs, big gaps to double rock drops.

Advanced riders will love it. There is a mix of natural, on the ground, rocky technical trails and big machine built hits – all in the pine plantation with roots thrown in to keep things spicey in the wet. This is a must ride on a visit to Western Australia.

B AR R I NGT O N BIKE PA RK, NSW

G REEN VA L LE YS BIK E PA RK , N SW

In the hinterland, this new private gravity park is proving popular for the region – there is a campground onsite to make a weekend of it.

Chock full of big, built features and with plenty of options for progression, Greenvalleys is a popular spot on the event scene and for budding freeriders, all just south of Sydney.

Barringtonbikepark.com.au

greenvalleysmountainbikepark.com

L I N GA LONGA B I KE PAR K, WA Season dates: All year but limited openings Shuttles: From $80 Bike Hire: NA Who does it suit? Gravity and trail riders What else should I do? Fit in a trip to Pemberton or Nannup on your visit. lingalongabikepark.com Linga Longa is on private property and only open on gravity days, so plan ahead and book your passes if you want to visit.

With about 200m of elevation to play with, you can use a climbing trail or book the shuttle.

There has been active forestry recently so some trails have changed, with scope for more trails – but what’s there is a mix of fast lines with big features, plus tighter trails in the rocks and steep slopes – it’s a real mix. There’s enough to keep both enduro lords and trail riders entertained.

The food onsite is worth earning on the trails! Linga Longa is a popular stop for the WA Gravity Enduro Series, and with the variety of trails on offer that is no surprise.

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QUAD CROWN CRUSHES 2 02 3 WORDS MIKE BLEWITT

PHO T OS GRAN T VINE Y, ELEMEN T PHO T O VIDEO, MURRAY FARRELL, GILBERT ROMANE

T H E W I LD P E N GU I N N O R TH E R N TA S MA NI A First cab off the ranks was the Wild Penguin, Tasmania. This event would run between the immense trail network of Wild Mersey, and the trails of Penguin. No major mountain bike event had used the trail network of Wild Mersey yet, but having visited in 2021 we knew riders would be in for a treat – and they had only built more since then.

Come Friday afternoon for the Prelude, a mix of Australia’s best riders amongst other keen Tasmanians and mainlanders took to the start line in Penguin, ready to go all in! They took to the Full Monty, a hit out on the Montgomery Loop Trail. There were wall rides, features, rock – and plenty of kilometres of fun singletrack.

‘The event crew did an amazing job finding a real variety of trails to give us a really unique experience,’ said Imogen Smith of the event. 'It 54

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ustralia has never been short of bike events to take part in, but for 2022 a new series popped up – the Quad Crown MTB Series. The concept was simple enough, four fun events that ran from a Friday arvo through to Sunday lunch time. Friday would see a Prelude of about 10km of singletrack.

This would prove to be the perfect leg loosener for the weekend, with a time trial format and then a free beer at a dedicated social venue. Saturday and Sunday would have 30-50km of riding, all with a social function afterwards for presentations. The idea was you would be finished by lunch, so you could hang out with friends or see the sights. Each event would take place in locations with good trails, and good vibes for a weekend away from home.

Unfortunately, 2022 was not a great year to run an event. But the positive vibes from the Quad Crown crew could not be extinguished by ongoing rain events and they came out ready to rock for 2023.

was clear that a lot of work was put in to not only have us on great trails – but to showcase the variety. And that showed.’

Stage one delivered an epic morning out on the bike on the new Raptor Ridge trail in the Wild Mersey network, and Stage two was based out of Railton with lots more surprises – and a welcome finish at Seven Sheds Brewery. This is part of what makes a Quad Crown event work, according to Imogen Smith.

‘Australia has a unique style of mountain bike stage races.

Compared to ones I have done overseas, events like the Quad Crown are shorter, mostly on singletrack, and far more achievable for lots of riders. Whereas some of the big ones I have done in other countries are massive, once-a-year style challenges. I think what really works for the Quad Crown is you can do every weekend if you like, it’s more about having fun, being social and relaxing - without using all your annual leave.’

THE SUN N Y 80 SUN SHIN E COAST, QLD The second round of the Quad Crown series came to sunny Queensland in June. Finding a home on the Sunshine Coast, The Sunny 80 took place in what is arguably the best place to be for an Australian winter. I made the trip up for this one from my home just outside Brisbane.

The Prelude was a tight and twisty affair on the Sugarbag Road network. It was hard to know exactly how close people were behind or in-front – but it also didn’t truly matter. The free beer at the presentations and welcome were well-received, but what I really enjoyed was catching up with friends I hadn’t seen all year, especially those who had travelled from further south for the event.

Stage one at Parklands was probably the best ride I have had at Parklands. As a network that I always get lost in, being able to scythe through the trails following the course markers while locked in ‘super serious battles’ with others was laugh out loud fun. We rode fresh berms, narrow bench cut trails in rainforest, and some super fast logging road descents! And none of us hit Fluffy, the resident emu.

With the beaches of the Sunshine Coast so close, plenty of riders took the time to put their feet on the sand or take a tip. As hey, it’s Queensland, it is never too cold.

Sunday saw us slice and dice around Ewan Maddock Dam and surrounds, in a fast-paced split stage. We all finished right at a country club ready for a pub meal, a drink, and presentations before heading home to start the working week. It was just about the perfect bike weekend, all within a two drive from home.

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QUAD CROWN IN 2024 The Wild Penguin Devonport, TAS 8-10 March, 2024 Sunny 80 Sunshine Coast, QLD 7-9 June, 2024 The Orca Eden, NSW 6-8 September, 2024 The Big O Omeo, VIC 8-10 November, 2024 quadcrownmtb.com.au

T H E O R C A E D E N, NEW S OU T H WA L E S The south coast of New South Wales has been a holiday idyll for decades, and with a few big mountain bike networks being delivered that is unlikely to change. The Orca would not only bathe in the glorious early spring sunshine on the Sapphire Coast – the riders would also be some of the first to ride fresh trails at Eden.

Em Viotto made the trip across from Canberra, but heading to the south coast wasn’t totally new for the accomplished rider.

‘We have been there a handful of times, the trails are awesome on the south coast. It is a great winter riding destination for those of us in Canbarra. But I hadn’t ridden in Eden on the new trails – we were the first people to ride and explore there.’

As a highly experienced bike racer, Em is no stranger to mountain bike stage races – but it was the first time for a few years she was racing solo, and not in a mixed pair with her partner Karl.

‘We have done a lot of pairs stage racing and not much solo for a long time. So it was nice to be able to do that. Women raced the women, and men raced the men. I liked how the stages weren’t about riding all day. We’d do the riding, have time for a social gathering and to hang out – but you still weren’t too tired to be a tourist, so it was a fun adventure weekend.'

Good trails are part of the recipe for Quad Crown events - and Em reckons the Eden trails really delivered.

‘They were awesome! Just so good. Especially with such a long 8km descent. It is hard to find descents like that in Australia, the Bay Of Fires Trail in Tasmania would be the closest I have ridden. But overall I really liked the variety of trails at The Orca. From sandy, flowing trails in Tathra to tight and tocky terrain as well. Eden was super bermy, with fast descents – and big climbs!’

While Em only got to one event this year, she’s planning to attend much more in 2024.

'I’ll try to get to all of them next year, as I haven’t raced much this year. The stages and races cater for a lot of people, especially those who work full time. Instead of it being an intensive bike holiday, bikes are part of your long-weekend holiday instead. You can be a weekend warrior and still have lots of fun – on and off the bike.’

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T H E B L AC K P E ARL NEWCA S T L E, NS W The fourth and final event of the series landed at Newcastle, with the days split between Glenrock and Awaba in the Lake Macquarie region.

Justin Morris recently moved home to Australia after living in the USA for the past 18 months. As a young father, Justin didn’t quite have the time available for all three days of The Black Pearl. But, as an ex-road professional and long-time mountain bike racer, he didn’t want to miss out. So he signed up for The Day Pass, so he could race Stage 1 in the Watagans and Awaba.

‘The day pass was awesome for someone like myself who can’t commit to a multi-day event currently. You get a taste for the action but don’t need to keep any bickies in reserve for the coming days. It meant I could leave it all out there on the day and head back home smiling. It was a really fun event and the organisers were super friendly.’

This stage took place where Justin has raced before both in stage races, and growing up racing the NSW XCO series – but so much of the course was new to him.

‘I expected to ride the same trails as other events, but it was completely different. There was lots of singletrack, new trails to ride and old moto trails. There were plenty of gnarly trails including the climb up Mt Faulk. That was hike-a-bike but that’s cool – it adds a different vibe to the event when you're out there.’

And vibe was what was evident beyond Justin’s own experience, and a nice welcome home to Australia after living overseas.

‘After coming back from the US, it was a refreshing reminder of what Australian mountain bike racing is. It was positive, friendly, with no one taking it too seriously. Even the race leaders were there to have fun!

Which is what most of us want anyway.’

Kath Bicknell recently moved to Newcastle, and was stoked with how well the community engaged with The Black Pearl – and let people take part in a way that suits them.

‘I loved that the event supports rocking up for a day. How it made it very popular with a lot of locals. They could take part, but still do most of what they would normally do in a weekend. I had a crash on day one and felt comfortable not turning up to day two.’ Kath rested up and came back for day three at Glenrock, having a blast like other riders.

A Quad Crown event isn't without challenge, with the distances and climbing still being enough to require some committed effort.

‘The two main days were tough at around 40kms – for elite riders it still fits with their XC training time, but for most riders it’s a great achievable challenge, but still very much a challenge. As a local, we rode trails I hadn’t seen before, which says a lot. I loved catching up with the local riding community, everyone was out there for fun.’

Part of the fun for Kath was seeing friends from further afield, who made the trip to Newcastle to take part. They got to see why she and others had moved to Newcastle. And for many, it was their first visit to the coastal city in a long time.

‘Some people had come for Port to Port previously but were so glad to be back doing this kind of thing again in Newcastle. It was so well run, all the essential things were done well and it ran seamlessly – while still being relaxed. I’d do another Quad Crown for sure.'

Given the popular response this year, we expect the Quad Crown events to grow from here. The professional event team have really shown how they can work with local clubs and mountain bikers to create truly unique courses, while leaving plenty of time to relax and unwind over the weekend. It’s a winning formula and one I’ll be signing up to again next year - I hope to see you at an event!

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O H C A N ADA

BEA RS, B EERS AN D B U MBAGS AT SINGLETRAC K 6

WORDS IMOGEN SMITH

B

PHOTOS JOHN GIBSON AND JEAN MCALLISTER

ears, bears, bears. It’s hard to concentrate on the trail when all you can think about is grizzlies. Will I see it coming? What’s it feel like to have your face bitten off?

Probably should have bought that bear spray.

It’s the day before Singletrack 6 kicks off in the Canadian Rockies, and I’m in Fernie. The town isn’t a whole lot more than a strip of traffic lights, restaurants and gas stations on a highway through a narrow valley. Venture a little way either side, though, and you’ll find a paradise of singletrack woven through the pine forested mountains. If you can face the bears, that is.

I end up in a dark tunnel of trees heading up and up. I’m going slow. All I can hear is the wind whistling through the tops of the pines and my heart thumping in the 1200m altitude. A noise. A stick breaking, down in the depths of the gully beside me. A rustling. I stop and listen, look behind me. Above me. All around. Then I scoot my bike around and dive downhill toward home. Rapidly. It’s fine. There’s plenty of riding in store.

Singletrack 6 kicks off tomorrow.

Travelling alone with my bike around North America had yielded mixed results on the riding front. Road tripping from LA to Canada, I’d turned up in homeless camps and at locked gates.

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Even with mapping apps and a few friends, I’d found it hard to find trails as quickly as I would have with a guide, or even someone with a good sense of direction. I was ready for the curated trail experience of a stage race.

THE CAN ADIAN E XP E RIE N CE Riding in Canada is a bit different from Australia. First of all, the scale of what’s out there is grander, and it’s wilder. And I wasn’t imagining things. Seeing grizzlies is a very real prospect, so I guess that’s why people tend to ride in pairs, or with a bell, or with a very large dog. It’s a casual vibe. Lycra is relatively rare.

Bumbags are relatively common. Trail is the genre. Slopes are steep, both up and down, and even the most straightforward singletrack is all a-slither with roots. In summary, riding here is harder, steeper, and better than Australia. The team behind Singletrack 6 want you to get a feel for it.

Singletrack 6 is run by the crew who started the TransRockies events some 21 years ago. Since then, their suite of events has grown to include mountain bike and gravel events, of which ST6 is the flagship, the jewel in the crown. Riders are welcomed into a sample of incredible trails that have been researched, ridden

FOUR WAYS MTBING IN CANADA IS DIFFERENT • Bears, bears, bears • Steeper climbs, steeper descents • Literally everything has roots on it – which is fine until it rains • Technical riding is all a few levels up on Australia – the trails are harder and the standard of riding is better

SINGLETRACK 6 2024 The Singletrack 6 crew make it their mission to showcase the best the Rockies have to offer. And because the Rockies have a hell of a lot to offer, riders can enjoy different courses and different course towns every year. In 2024 the event heads to the West Kootenay region, taking in the towns of Castlegar, Nelson, Kaslo, New Denver and Nakusp between July 11-16, 2024 singletrack6.com

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CANADIAN DECODED Loonies and Toonies are one dollar and two dollar coins. You’ll need these to do your laundry Sorry, ay and re-ridden to develop a varied and comprehensive smorgasbord of trails that, in a million years, riders like me would never have found, let alone had the guts to go and (ahem, bears) ride. There’s the three day option, and in 2024 there’ll be a half-distance option, racing fewer kilometres over the six-day event, so the event’s accessible to virtually anyone: and that’s key.

O N TH E M E N U AT S I NGL E TR AC K 6 The 2023 stages at Singletrack 6 demonstrate just how varied and expansive the riding is. We start in Fernie where we take in the highlights of the local trail network, including the incredibly high intensity climbing of Hypervent, before heading north on day two, cruising on mixed and treacherously wet trails to the old coal mining town of Sparwood, finishing on an epic flow trail. Day three is held out of Crowsnest Pass, where we ride (or ride and walk) steep, technical step-ups to over 1800m elevation.

Here, moving deeper into the mountains, we take in dramatic peaks before dropping into the rocky, gnarly Big Bear descent. Our second day out of Crowsnest Pass starts easy with a bike path, then kicks up a long climb to 2000m before we slide down into ultra-steep, ultra-old-school, tyre-width descents. Stage 5 at West Bragg Creek brings us a taste of the newer trails in a laid-back trail network, before our finale at Canmore, near Banff, where we take in a truly Canadian summer experience: pinchy mountainsides, forested trails, and my first bear sighting, mid-race (don’t worry, it was a black bear, and he was busy eating berries).

Singletrack 6’s timed descents tie all this variety, all this challenge, and the uniquely Canadian trail experience together. Towards the end of each stage, when the race is spaced out and the vibe has settled to a rhythm, riders are met with timed descents of a couple of kilometres or so. These shred-fests are often punctuated with sneaky climbs or other tricksy features to give riders a full micro enduro experience, and also herald the fact that the stage is nearly over, the hard work done, 60

and it’s time to party.

Choose your own adventure is the name of the game at ST6. If you get in early, there are full accommodation packages available (you’ll need your own hire car). If you’ve got an RV, you can join the parade of summer nomads cruising from camp to camp. If you’re like me, and want to try a bit of everything, you can book some hotels, some Airbnbs, some hostels, and throw in a bit of camping for fun (hot tip: it wasn’t fun. Tent camping and point-to-point stage racing is a challenge – doing belly flops onto a camping mattress and trying to dry a tent tend to suck up a lot of time before a race start).

Feed zones are well stocked and generous, and the recovery station at the end of each stage was complemented by free drinks in giant coolers, and we were never too far away from a cool stream for some hydrotherapy. Most of the time the weather was warm – even hot – with a couple of massive afternoon storms to mix things up a bit.

T HE VIBE Canadian values of fairness and a deep sense of equality resonate through the event, which has less emphasis on competitors at the top end of the field, or on prize money, and more on the experience of riding in the wilderness, and feeling at home in the communities that host us.

Canadians are a weird blend of extremely courteous and extremely laid back. The men are barrel-chested, taciturn, and dry humoured. The women relaxed and serious at the same time. It can be hard, at first, to get a conversation going, but in the recovery tents after the racing is done, eating chips and pickles (weird, but it’s what the people want), or icecreams, or beer, everyone starts to get to know each other. It’s an international event, with 19 countries represented, including Australia and New Zealand (Kiwi Cameron Jones took the win in the open men’s field), but we all have bikes in common. Cool trails, nice people, awesome views. Canadian summer at its best.

They say the way to get a Canadian to say sorry is to step on their foot.

Canadians are one of the most courteous peoples on the planet, and ‘sorry’ is their way of showing they care.

Extreme helpfulness While I’m on that, extreme helpfulness is just a part of the culture. Don’t be surprised if, in a supermarket, everyone chips in with their loyalty card to help you get a discount – whether you want it or not!

Poutine: Canada’s national dish, a poutine has many variations, but at its simplest is a serve of fries covered in gravy and cheese, then served with a fork. Perfect recovery food!

It’s all about the vert And here’s one for Aussie racers used to those full-gas starts and fast-moving bunches on flat sections. I was surprised by the chilledness of a mass start on flat bike path In Canada, the racing’s more focused on the climbing and descending, not to mention the trails.

Everything else is recovery.

BEST BIKE FOR SINGLETRACK 6?

While I’ve been talking about the ‘trail’ vibe that pervades the Canadaian mountain bike scene, racing is racing, so dual-suspension XC bikes are the go, and given that a lot of Canada is more wet and more rooty than the trails we rode during summer in the Rockies, a lot of my Canadian counterparts were running less aggressive setups than I was (think Aspens to my Rekons).

I loved my bike build, although on the wetter days I wished I had spent a little more time on suspension setup for the slippery conditions.

I rode a Factor Lando XC that was built specifically for stage racing on tough terrain, with 115mm of travel via a custom built Fox DPS EVOL rear shock, with a push to unlock 2-position damper with remote lock out.

I ran a Shimano XTR M9100 12-speed group set with 34-tooth chainring and 10-51 cassette. If I could have changed anything on this bike, I would have opted for a 32-tooth. The climbs were steep.

I used two-piston Shimano XTR M9100 brakes, 180mm front rotor and 160mm rear, centrelock with metal pads. These were totally awesome and never faded,

although unfortunately in an effort to go light I didn’t take a centrelock tool and left my brakes on my wheels for air transport to North America – and rode the entire trip with a slightly bent front rotor.

I used two bottles in the frame (one full-size, one 500ml was the most I could fit). I also ran a Camelbak on some race days when opportunities to drink were limited, and/or I didn’t want to stop at all.

I used a Maxxis Rekon 2.4″ on the front, and a Rekon Race 2.35″ on the rear, with a Tubolight SL tyre liner. I was surprised that the locals ran less tyre than that, being way more used to the wet than I was.

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RIDING THE ROOF OF VICTORIA WORDS CHRIS PANOZZO

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or a long time Falls Creek has come to represent what summer alpine riding is in Australia. The Alpine Village sits high in the Victorian High Country, offering 50km of purpose-built singletrack, along with near endless backcountry rides including the iconic Fainters Track, a demanding ride that runs off Mount Fainter and right into the back of Big Hill MTB Park in Mt Beauty. While Falls Creek boasts ski-in, ski-out accommodation in winter, summer guests get the same proximity to trails as winter guests do to the ski slopes, but with more daylight and less crowds you could argue that visits in the green season offer a better experience for those looking for a mountain escape.

Growing up in Mt Beauty, Falls Creek has always felt like a part of the family. A destination with its own character that I could rely upon no matter the situation. If I was ever stressed and looking for an escape, it was there to provide perspective. If I was looking for an adventure, it had the options ready for me to choose, and just like family, sometimes

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PHOTOS NICK WAYGOOD

if it wanted to do something no amount of persuading or otherwise could convince it to change its mind, which is exactly what happened in 2022. The mountain thought it was time to have a land slide.

It was a landslide that cut across the road from Mount Beauty to Falls Creek that didn’t just stop the green season from going ahead, but for a while it put the winter season on a slippery slope of not going ahead at all which would have meant financial disaster for the majority of businesses following on from Covid. Plans were put in place one after the other in the hope of getting the road open, but the mountain itself had other plans and it became clear that would be no easy task to reopen the road to the public for last summer. Fast forward to 2023 and after opening just in time for winter Falls Creek is opening once again for the green season! The gravity focussed trails that were planned for release in 2022 have had a year to bed in with minimal traffic, resulting in three new trails that are in prime condition to build on the variety of riding on offer at Falls Creek.

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LIKE NO PLACE ELSE Not many things in life can restrict us like Mother Nature still can. We have everything at our finger tips if we so desire, but for 6 months of the year, there’s not much we can do about the bike park closing at Falls Creek for winter. Yes, okay we are inadvertently doing something about it but not in a good way – I’ll happily keep a shorter green season if the trade off is a shift away from a climate crisis.

When returning each year, I have found the winding nature of the road from Mount Beauty up to Falls Creek can allow some reflective thoughts to creep from years gone by, that is if you don’t have a queasy passenger breaking up the drive with threats to slow down “or else”. Trails evolve over time and take on character much like the mountain itself, and now the bike park has been up and running for some time, the trails are well established both on the ground and in the minds of riders alike. That’s why for 2023/24 the introduction of new 3 new trails make the green season for Falls Creek so exciting, yes of course the new trails are a great addition in the short term, but also because with more in the pipeline to come Falls Creek is really making a statement about how they see Mountain Biking and its role on the mountain.

It only takes a quick chat with one of the trail gurus at Falls Creek, Steve Tambo, to see the passion behind the project, and how the new trails fit in with what was already on the map at Falls Creek.

‘Skyline was built by World Trail a couple of years ago,’ Tambo explained. Given the landslide that prevented access to Falls Creek, the trail team had to be custodians of the trail, waiting to let people rip on it this season. ‘World Trail did a great job bringing their signature flow to the mountain, but also showing how far they have come over the years.’

‘The Falls Creek trail crew have been making it sparkle, really riding the hell out of it!’ Tambo added. ‘We’ve always aimed to be quite inclusive for what we build up here, but it can get quite technical when ridden. Skyline is also a great fit for our growing race scene up here. We started as a cross-country kind of park, but we are moving more to a shuttle style park, something we’ll see more of in the future.’

That’s not to say that Falls Creek is changing it’s nature – the reality is it is expanding it. As Tambo points out, there is a lot to do up here no matter what bike you’re on: enduro bike, XC rig, gravel bike or even a road bike.

‘We’ve got a lot of backcountry trails up here too, plus beginner trails. You can even shuttle some green trails. There’s also plenty of gravel and road cycling up here too – there’s just so much to do!’

A RUN DOWN THE LATEST TRAILS S K YLI N E : B LU E RU N Distance: 4.1km • Vert drop: 361m The only thing that the new Skyline trail shares in common with the current trail network is the starting point of High Voltage. Known affectional as the Trig Point this vantage point is used in surveying as it offers the best views of surrounding mountains, so what better place to start a new trail!

The trail takes on a section of the mountain that hasn’t previously been used, winding its way down above the tree line it builds a sense of anticipation as you whip between banked turns without the need for heavy braking or accelerating as you head for the trees. Once you get between the trees the trail becomes much more flow like, and just because it’s a blue trail shouldn’t deter more established riders as the speed you can carry is really what makes this trail appealing to all. There are plenty of small hits that liven up the trail, which turn into small rhythm sections depending on your speed. If you’re out cutting a lap with the crew, there are plenty of options to be creative along the straights or even sneaky insides through a few bowl turns. If you’re out to go fast, then linking up a few of those rollers soon turn the track into a series of fast connected jumps. If you’re out with the family, apart from a rock roll which has a B line around it, you can make your way down at whatever pace is comfortable for everyone. All in this is a great addition to the Falls Creeks network. The finish is the same as Flow Town on the main road, so either pedal back up the Packhorse singletrack climb opposite, or shuttle the main road to the village with Blue Dirt or by pedal power.

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H E AVY M E TAL Distance: 2.0km • Vert drop: 198m This trail is a great inter connecting trail that takes from you the aqueduct that cuts across the village to the beginning of Downtown, the other new trail on the mountain. At this point the trail forks giving you the option to make your way across to lower Skyline via Downtown or continue on Heavy Metal which links you to the midpoint of the well-established fan favourite Flowtown.

The first part of the trail traverses the mountain, with multiple

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metal bridges providing access across streams and mini waterfalls while staying nestled into the hillside without losing too much elevation. The new trail has the feel of the top section of Flowtown, but less exposed and much more tree cover. The trail crew have again put lots of small hits in without the need for any heaving breaking or accelerating, although without feathering the brakes you will find yourself heading with a bit too much speed for some of the corners. Once you make the right bowl turn the elevation drops quickly and without the track getting too rough, you’ll find yourself able to pick your line between the bank and the chicane of trees lining the edge and feel a real rush of speed before being shot out onto Flowtown.

D O W N TOWN Distance: 1.3km • Vert drop: 98m Another great interconnecting trail coming off Heavy Metal and getting you to that all important loamy section of dirt on Skyline.

While Downtown might be short, it plays a larger role in Falls Creek’s trail network. This connection means you can ride from the village and get to hit both Heavy Metal’s upper section and the lower section of Skyline in one epic descent.

The trail conditions are in striking contrast to Skyline, you don’t

physically need a sign to tell you that you are riding a different track. The almost sandy conditions of Heavy Metal on the northern facing side of the hill gets the bike moving about in time with the trail with little input from the rider. Then like a light switch as you round the ridgeline and into Skyline the soil changes to the classic rich, dark, grippy dirt where seconds ago you were letting the bike do its thing, now you’re able to take control and push it between turns and really let your riding style come to the fore. This is when your run takes on a whole different character, one of those times where you feel like your mastery of the trail and your bike is complete. Sure, maybe it is. But maybe it’s just the dreamy dirt.

You should probably do another run to make sure.

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H O W W E D ID IT We based ourselves at Frueauf Village, a series of 25 apartments ranging from studios to 4 bed apartments. We grabbed the 3-bedroom apartment allowing everyone to have their own space, and then come together in the open living area to kick back and swap stories and plan out the next day’s activities. A ski-in, ski-out set of apartments, it’s not often you can stay where the same is true for mountain biking.

With trails out the front door taking you down the mountain, and trails coming in from the summit above, it makes a nice change to other destinations where once you have unloaded the car you won’t be needing it again till you leave.

For meals we took the short stroll down to 1550 café for breakfast and then again for lunch, followed by splitting dinners and drinks at the Frying Pan Inn and Last Hoot pub.

FA L L S C R E EK R EFLECT IONS The thing that stood out the most about the new trails is how Skyline really sits apart from the rest of the trails at Falls Creek. More than almost every other trail, Skyline is focussed around descending. It seems like an odd thing to point out, but many of the other trails at Falls Creek require putting in a lot of energy to get the most out of them, with Skyline however, the trail does most of the work for you. It definitely isn’t a DH trail, far from it, but with gravity taking care of the majority of work required, it frees you up to be more playful on the bike, putting a bigger and bigger smile on your face after each lap.

Falls Creek has come along way since the early days of specific mountain bike trails in and around the village. There was a time not so long ago that even the idea of having trails at Falls Creek was so foreign to all current stake holders that I didn’t realistically think I would see it in my life time!

The introduction of new trails to an already existing network might seem like a simple thing to do, especially for those of us who love

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cycling, but for that to happen there has to be a huge amount of work in behind the scenes to pull this off. Firstly, it has be determined that all stake holders think it’s beneficial to keep the green season running, which is purely a bean counters assessment of profit and loss. Secondly there needs to be a group of people driving it forward, which I can guarantee is harder to find than you might think. What does it say about Falls Creek and cycling then when these requirements and much more are met? Well, it’s not often in cycling we find ourselves on the winning side of politics, but the progress Falls Creek has been making and plans to make in the future should be applauded by all of us who are passionate about cycling.

This alone shouldn’t make you want to visit Falls Creek as a cycling destination, although it probably should, given other locations around Australia seem to actively discourage visitation and even charge you to ride your own bike up a hill where trails were built by volunteers.

Contrast this to the welcoming environment at Falls, the fact you can escape the heat and still ride during the middle part of the day in peak summer, on new trails and be surrounded in alpine terrain with a mix of back country and bike park terrain, Falls Creek is clearly back and open for business.

STAY, E AT, DRIN K, SHUTTLE For breakfast or coffee, head to the Village Bike Cafe or 1550 restaurant.

Time for lunch? Both the Village Bike Cafe and 1550 restaurant should be on your hit list.

In the evening, dinner or drinks can be found at the Frying Pan Inn, The Last Hoot, Jbs Restaurant and at Lakeside during the January holidays.

If you’re keen to use the shuttle, book in with Blue Dirt, who operate shuttles, bike hire and more. Shuttle costs start at $85 per day. bluedirt.com.au

LUN CH • Village Bike Café • 1550 restaurant

DIN N E R/DRIN KS • • • •

Frying Pan Inn The Last Hoot JBs Restaurant Lakeside (January School Holidays only)

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MO UN TA IN ES CA P E S ADVENTURES ON THE ALPINE BIKE ROUTE

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M

WORDS AND PHOTOS MIKE BLEWITT

ountains are by no means an essential part of mountain biking, because if they were there are whole parts of the globe where mountain biking shouldn’t be as popular as it is. Regardless of that, I have always been drawn to the mountain ranges of the world, specifically to explore them by bike.

Mountain ranges actually have a gravitational pull, and while none of us will notice it, perhaps there is something about it that explains the attraction many of us have to vertiginous places. Over the history of human kind, mountains have acted as natural borders (they still do), a home for sleeping gods, places of sanctuary and even providers. Many parts of Europe still rely on the snow melt from each winter as essential drinking water for huge parts of the population. In many countries including our own, the energy from gravity and water caught by mountains drives hydroelectric schemes for the energy we need every day.

On a personal level, mountains feed my love for life. I never feel more alive and grounded than when in a mountainous environment. This has rung true since my childhood, although until I was in my teens I didn’t tend to spend time in true mountains. Through my teenage years I did end up on countless hiking and mountain biking trips into the Blue Mountains, climbing trips to New Zealand’s Southern Alps, then extended dirtbag mountain bike trips through the Rockies, Appalachia, Tetons, Cascades and even the Lost Sierras in the USA during my twenties. I find it easy to get to get lost staring at a horizon near or far when in the mountains.

Not day dreaming, just content.

There is one alpine chain that has drawn me back, sometimes more than once a year, for nearly two decades. The European Alps have a special place in my psyche. The mountains have shaped languages, culture, trade, the geopolitical history of the world we live in and also the progression of so many different mountain sports, including nearly every discipline of cycling. I’ve had many adventures in these mountains, and some hardship. Mountain bike events first lured me to the European Alps in 2007, for single day races, big rides and multi-day events. I’m not the only person to feel at home in the mountains, and I’d say that the majority of my friendships, and even the foundation for my relationship, has been developed in the alps.

Over the past decade, one part of the European Alps has pulled me close more than any others. The Swiss Alps have covered racing challenges via the Swiss Epic, bike park fun at places like Verbier, and big alpine challenges in Zermatt. Backcountry rides abound in Graubuenden, and the whole place has incredible access to a vast, ancient network of trails, with exceptional public transport to help you get around.

While the Swiss have all sorts of marked routes, one route always stood out, and has captured my imagination since I first saw it – the National Route #1, or Alpine Bike route.

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VIA ALPINA – THE ALPINE BI KE R O U TE For anyone who has travelled through the alps, you’ll be accustomed to seeing the familiar trail markings. From the red and white paint on rocks, fence posts, tree trunks or the sides of buildings, through to the signs with listed locations and expected times. It is a system that isn’t complicated or convoluted, but just highly repeatable. In Switzerland, you also get the maroon signs. Sometimes they are for cyclepaths, sometimes even for rollerblading.

Most of the ones I always saw were for mountain bikes, with a little motif of a bike with a rider with a backpack.

They’re positioned like they’re going uphill but in my mind, it was always Hans Rey popping a mono.

The Alpine Bike route, or National #1 route, is one of many routes that are part of the Swiss Mobility scheme.

There are routes for hiking, cycling, mountain biking, canoeing, rollerblading, plus all manner of winter sports.

The idea? It keeps the population active and healthy. But it also provides an easy framework for tourists like me to set out on an easy to plan adventure.

I first saw this route in 2007. The National #1 route runs from east to west across Switzerland between Scuol and Aigle. It covers about 670km and 24700m, broken into 16 suggested days. At the time I thought little of it, until I saw it again in 2008 during a stage race passing through Scuol, and then again just about every year, as I realised how many places the route traversed.

With about a week to fill in August this year and some friends in Leysin (near Aigle) that I was overdue seeing, I looked to tackle the route. I’m no stranger to riding point-to-point by bike, although I haven’t done lots of bikepacking, just enough to know I prefer sleeping in a real bed. I quickly looked at the route on the Swiss Mobility website, judged how far I could go in a day and found the best value accommodation in each town via Booking.com. For about $128/night average I’d have my own room and breakfast sorted out. All I needed to do was pedal my bike and equipment to my next hotel.

RIDING WI TH C L A R I TY I think everyone can agree that while you can aim to plan everything before a bike trip or holiday, the reality is most things happen at the last minute. That was me. I flew to Germany from the west coast of the US, then spent most of the next day on the train to Scuol. I picked up a few supplies (suncream and snacks) from the super market, built my bike and did a test pack of gear. Yes I left it until this point.

The next morning I sent my bike bag along with everything I didn’t need (which was quite a lot!) off to Aigle station. You can send your luggage on to another station with the Swiss railway system, so for about $40 I had all my extra gear sent across the country and stored securely. I jammed my squishy spare clothing into a bar bag, the awkward shaped things into a Camelbak without a bladder, and spares went into a top tube bag.

It was time to go.

As I rolled down the narrow streets of the Swiss village and across the bridge over the En river, I reached for my phone to get a photo. Only now, at this point where I had divested myself of most of the things I didn’t need was I ready to go and overcome by joy. It was just me, my bike, a change of clothes, some charging cables and a pocket of snacks. I hadn’t had the smoothest year to this point, and part of this trip was to find some clear air. And now, heading off into a valley I had climbed numerous times over the past 15 years I had an amazing sense of clarity.

All I needed to do today was ride my bike to my hotel, eat when I needed to, and enjoy where I was.

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THE R OU TE

Scuol – Aigle, Switzerland 670km 24700m 16 days

The result Scuol to Innertkirchen 430km 14500m 5 days

RID IN G W ITH P UR P OSE

For years, I have always preferred to ride in one big loop – to go somewhere and come back again. I have always liked the committing nature it created.

Be it a Somersby loop or Wiso’s loop when I lived in Sydney, or a Lane Cove or Kuringai super loop. Now in Queensland, a Laceys loop or all manner of options in Brisbane Forest Park make me a lot happier than repeated laps in a trail network. Don’t get me wrong, I love riding singletrack. But I’ve never really gelled with cutting laps. It feels like being trapped in a playground when we have a world to explore. So this trip was about going places and seeing things. I wasn’t trying to set any fastest known times. I wasn’t sleeping rough. I wasn’t doing anything silly like taking a gravel bike.

I was riding my mountain bike from one hotel to another, stopping for food, river swims and photos.

That said, I was doing it double-time, aiming to do the 16 suggested days in 8. So while I had the luxury of time every day, I also had a fair bit of distance to cover, and around an average of 3000m of climbing each day.

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WHAT I RODE I rode my Factor Lando XC full-suspension 29er. I’ve done a custom build on this one with Fox Factory suspension, with a 120mm 34 SC and a custom built DPS shock for 115mm travel. Both have remote lock out. I use my trusty Shimano XTR group set from long term review in 2019 (yep, it’s still going), including brakes with a 180/160mm rotor mix and Shimano metal pads. Gearing was a 34t chainring with 10-51 cassette. For wheels, I used my custom built EIE carbon rims (30mm internal) laced to DT Swiss 350 hubs, with a Maxxis Rekon Race and Aspen combination in 2.4” - I also had a Tubolight EVO SL tyre liner in the back wheel. The bike weighed about 11.3kg with pedals and cages.

WHAT I CAR R I ED I had a 9L Sea to Summit Ultrasil dry bag in a Bike Bag Dude sling on the bars. This carried a full spare set of Attaquer All Day bibshorts and jersey, plus arm and leg warmers, longsleeve thermal, short sleeve thermal, spare socks, jogging pants, shorts, a tee and a down jacket.

In a Camelbak Octane 10L bag, I had a pair of thongs, a buff, a sports towel, lots of charging bits, passport and wallet essentials, basic toiletries, a GoPro and minipod and anything that wasn’t going to be squishable in the bar bag.

And in a Bike Bag Dude top tube bag I had bike spares like my minipump, multitool, some lights, fresh pads and chain lube. I had a couple of tubes and a plug kit on my bike – plus a little cow bell on the bars. I used my phone and the Swiss Mobility app for navigation, my Wahoo ELEMNT was for ride tracking. An Assos rain jacket went in my seatbag.

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R ID E TO TH E H OR IZON In Australia, we live in one vast continent. And so it is often fairly perplexing that most of our mountain biking experiences are constrained to trail networks. This isn’t always true, with trails like the Bay Of Fires Trail in Tasmania extending from peak to coast, or the Mount Remarkable Epic Trail in Melrose, which does one big lap around a peak. Of course, there are long-distance rail trails as well. New Zealand has some longer pure mountain bike routes too. But this ride was different, as it takes you through nearly every aspect of each region you cross.

As I took off on my first day, my first 22kms or so was all climbing to the Pass da Costainas at around 2200m. I went over the En River, through the sports centre, and onto a road climb. This turned to dirt as it crossed recent avalanche damage and passed through the summer alpine village of S-charl, with eMTB charging stations and great looking coffee and cake menus. Farm tracks followed, past bubbling streams, content Swiss cows and below stands of high alpine forest and bare alpine peaks. Through the next farm I was onto singletrack cut into the low growth shrubs, before moving onto the final pinch onto the pass – and a steep descent down the other side.

This was the nature of a lot of the route. In the valleys the route is often on specific bike infrastructure, but over the high passes it can get wild. At times I was able to ride on purpose-built trails, like the descent near the Morteratsch glacier below the Bernina Pass. Sometimes it was undulating buff singletrack beneath the larch, like when passing above Silvaplana on my second day.

But that day also saw me on a long hike a bike climb up an old Roman road that had been forgotten for centuries – swearing at my race day Shimano shoes, and Romans themselves. Often, the route just took The Way over the pass. A route that had been travelled for centuries by foot and hoof – and now bikes as well. My first day took me through the Val Mora, and onto the route of salt and wine – a route used for trade since the Middle Ages. It just turns out that the section leading to the Lago di Cancano is some laugh out loud fun singletrack that changes it’s nature each season with the shifting avalanche fans it traverses.

Riding mixed routes like this is part of the experience, of tackling what comes before you. It is a truly different way to ride compared to linking your lines together on your favourite trails. It’s more about reacting and adapting. At times I was on an old goat track paths carved into cliffs, with sheer drops to one side. I did a road climb that took an hour, which I could have caught a bus up, but the descent off the back was wildly steep, slicing into the forested hillside with a series of switchbacks to finish that were just about the definition of Euro steep. I also rode rugged alpine singletrack with views for days and no one around - just mountain tranquility.

Being able to just ride, to keep moving forward, was part of what made this experience what it was. There was no wondering if I should have ridden something better, or gone faster. There was progress and seeing what was around the next corner, over the next pass and in the next valley.

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RIDE WHER E YO U A R E After two days on the route, I was tired. The first day was pretty much 2.5 suggested days according to the 16-day plan, and that took a toll. The Alps were unseasonably warm in August, with highs near 30 degrees in the high alpine valleys, and mid 30s in the villages. Glaciers were melting, rivers were churning, and European hotel rooms with no AC or fans were pretty stifling. But autumn was coming.

Storm clouds were building from my third day, as I descended down a trail from a pass above the spa town of Vals. I was caught in some rain the following afternoon high above Sedrun, and when I rode out of Sedrun the following day I knew it would almost certainly be my last day on the route, with cold rain in the valleys and snow above 1800m forecast.

I modified my route that day on the final climb after coming through Andermatt, riding past the bridges which apparently the devil tried to destroy. This pass

now has a motorway through it and is a main transport link across Europe. It has been for centuries, it’s just that it used to involve wooden boards chained to the cliffs. This is just The Way. My path changed lower down the valley as I opted to tackle a long road climb and descent instead of the off-road route over the Sustenpass. It was drizzling, and by the top I was wet and in white out. The near 30km descent, despite covering up with more layers, was atrocious. It even killed my Wahoo GPS and Stages power meter from high speed water ingress. I arrived at Innertkirchen to my little hotel, had a long hot shower, watched the Andorra World Cup and checked out the train timetable for the next day. There was more to ride, but it will always be there. I ended up catching the train to my friend’s house just in time for their Sunday raclette ritual with their neighbours.

My mind was cleared - I was happy to leave the route.

QUICK FAC TS ON TH E N ATIO NA L # 1 MT B ROUT E What bike?

My modern XC bike was perfect for me. But you could ride an eMTB and carry your charger.

Others were on trail bikes. There is a lot of gravel but you would end up walking all the best stuff and be over geared for a lot of climbs on a gravel bike.

Is it expensive?

It’s Switzerland, there is almost no limit to what you could spend.

However, I spent about $220 per day on average across all meals, accommodation and drinks.

Do I have to do the whole thing?

CHOOS E YOU R O WN A DV E N TUR E You can go bikepacking anywhere. Our globe is littered with mountain ranges to traverse and valleys to ride.

For me, this route was one that had piqued my interest for years. I know there are trails everywhere in Switzerland, but this route and the Swiss Mobility app really opened my eyes to it. There are also other routes in certain areas of Switzerland that are one day, or multiday routes. I could have amended my route on the first day to take a bus to S-charl, and then turn off partway down the first descent to climb the Offenpass and head to Cancano via Buffalora and the incredible

singletrack descent from there. Those are just two options from the first third of day one. It’s your bike ride – make it suit you.

I didn’t complete the whole route, and I am ok with that. I had an epic experience out on my mountain bike.

I met other riders, chatted to staff in tiny mountain cafes and restaurants, and likely overshared the experience on my own social media. It was at times very challenging, but overall supremely rewarding. So get out and ride. Get out of the park, pedal your bike and go somewhere. You won’t regret it.

No, look at the Swiss Mobility site for some inspiration. There are so many marked routes and more trails that you can ride. Plus you can take your bike on just about every piece of Swiss public transport – you can take out the boring stuff if you like. schweizmobil.ch What about special dietary needs?

Just about every supermarket has a section just for you for snacks and food. Most hotels can accommodate as well.

Do you need to carry much water?

I only ever carried one full bottle. There are fountains everywhere to fill up.

What was the best part?

Almost certainly the first few days in the canton of Graubuenden. They call themselves the Home of Trails – and that’s pretty accurate. graunbuenden.ch 76

Raptor | Raven The Raptor/Raven Series is so comfortable and stable that you’ll forget it’s there, making it easier to focus on your line. So get off the couch, pack your gear and hit the trail — that’s how the good days are made.

RIDE FALLS CREEK 3 new gravity flow trails open this summer Now over 50km of world-class trails, Victoria’s premier alpine Mountain Biking destination

fallscreek.com.au

TESTED There’s a world of choice in bikes and bike parts out there. Our test team put bikes and products through the works.

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Polygon Collosus N7 Husqvarna MC6 Polygon Siskiu T6E DT Swiss FR1500 EziGrip Enduro2 Shimano GE5 Shimano GE7 Pirelli Race T

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Shimano GRX 2x12 Fox Proframe RS Dakine Drift Tubolight EVO Grave; Pirelli Cinturato RC Entity Cargo Bibs Skratch labs Shokz OpenFit

THE HUB

The where, what, how and when of mountain biking, from industry professionals.

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PTR: Mt Remarkable Epic Skills Nutrition Fitness Workshop 79

POLYGON

COLLOSUS N7

PHOTOGRAPHER NICK WAYGOOD

P

TESTER RYAN WALSCH

olygon are quickly becoming world leaders for offering high value mountain bikes in just about every market segment. While Bikes Online have been selling Polygon bikes in Australia for over a decade, a lot has changed in that time. Over the last few years the range has had some very thorough updates, bringing many of their bikes to the fore on design, suspension dynamics and trail handling. The quality of the finished bikes and the ride they deliver for the prices the bikes sell for is incredible. Having just tested the Collosus N8E 160mm travel eMTB I was blown away by the balanced handling of the bike, and the value it represented in a market where bikes are typically at the very expensive end of the price scale.

The Collosus N7 I have on test does away with the motor and battery of the N8E, and steps back from the Shimano XT 12-speed group set down to the Deore 12-speed, amongst a few other changes. This means it will set you back $3299, not $7999 like the N8E eMTB. The Collosus N7 delivers is a 170mm travel 29er enduro bike using the same 6-bar independent floating suspension (IFS). There is also higher specced Collosus N9 ($4999) that gets an 80

upgrade to a Fox 38 fork and X2 shock, plus a mostly Shimano XT drivetrain and SRAM Code brakes amongst other changes.

Polygon claim that the Collosus N7 is ‘the toughest bike from Polygon yet’ and that it is ‘built to handle the most demanding terrain’.

Building the bike up it was apparent that the build quality is there, with smart component choices to bring it in at $3299. On the scales it weighs 18.33kgs with pedals for the size large test bike. The Polygon Collosus N7 doesn’t really have any direct competitors thanks to its price. A Specialized Status 160 or Giant Reign 29 come close, although both are much closer to $5000 than $3000.

INITIAL IMPRESSIONS At first glance, it is hard to see how the N7 could be well under $4000 as the finish is excellent, the welds are neat and uniform, the metallic fleck gloss paint job looks great in the sun and the quality of the linkage hardware has not been skimped on for the cheaper model.

What sets the Polygon Colossus N7 (and Colossus N8E we reviewed recently) apart from many other bikes is the IFS system or

Ryan Walsch RIDING EXPERIENCE: Happy to ride any bike like a motorbike, and land it that way GENERALLY RIDES: Forbidden Druid HEIGHT: 178cm WEIGHT: 74kg BIKE TEST TRACK: National MTB Testing Facility, Canberra

Independent Floating Suspension system which more simply controls the rear wheel path, anti squat value and leverage curve independently to each other. It does have a few additional moving parts and looks pretty complex but I really like how it feels on the trail.

For so many moving parts, Polygon have kept the IFS system neat. Etched torque settings on the bolts make it easy to carry out your pre ride checks while keeping the aesthetics of the bike looking sharp and not too busy in the linkage department. Equipped with RockShox latest iterations of the ZEB Select and Super Deluxe Select + rear shock, setup is incredibly easy. There are rebound and compression adjustments for front and rear and by following the fork’s setup chart on the back of the lowers I balanced the rear out with 30% sag. After a quick fiddle of the rebound adjustment I was on the trails quickly and without need for further tinkering. The IFS system is very supple yet supportive towards the bottom of the 170mm of travel ramping up nicely on bigger impacts. When paired with the new RockShox units, the bike is super supple off the top without feeling mushy.

Polygon use a threaded bottom bracket shell, ISCG 05 chain device tabs and an internally routed dropper post, all nice-tohaves at this price point but not always common. It shows that the lower price point does not mean skimping on features or finish.

In the spirit of fairness, I always like to test our bikes as they are shipped, this meant I 81

was running tubes in the Vee Tire Flow Snap 29x2.6” tyres. They have a pretty meaty tread and thicker than normal sidewall combined with Vee’s Tackle compound. I have a habit of being hard on wheels and tyres, so I erred on the side of caution and ran the tyre pressures a few psi higher than I would normally to avoid rim and tyre damage.

I played around with the position of the controls and cockpit to get comfortable, the Tektro brakes feel really consistent, their ergonomics are good but different to what Im used to with a longer lever that would happily accommodate multiple fingers rather than one or two. So I moved the position a couple of times and they felt great from that point in providing ample stopping power with no apparent fade whatsoever.

With setup complete, I was keen to get the

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170mm enduro machine that costs less than half of many popular rigs out onto the trails to see what it would deliver.

ON THE TRAIL At 178cm I am often left sitting in-between a size medium and large frame feeling either cramped or stretched out. The size large Colossus N7 we had on test measures true at its 480mm reach and had me pitched right in the middle of their recommended height range chart. With a slightly taller front end thanks to the longer 170mm travel fork and slacker 63.5 degree head angle than the N8E I reviewed, the seating position and handling on the trail feels more relaxed and confident.

With a wheelbase of 1266mm, rear centre of 435mm and a centred seating position riders

can sit comfortably and in control on long arduous climbs.

Maneuvering the long travel hauler is not a big ask thanks to the short 435mm chain stay, however the overall weight of the wheels and bike can be felt when really having to hoof it about rapidly. The soft compound Vee Flow Snap tyres work best when pointing down hill and pushing hard, they are pretty predictable and offer heaps of grip on the dry and rocky conditions where spent my time riding during the test priod. The big 2.6” wide tread pattern did not roll very efficiently which was expected from Vee Rubber’s gravity tyre, making climbing more of a chore than the bikes pedaling characteristics would allow.

I have been impressed by Polygon’s 6 Bar Independent Floating Suspension system, it really does pedal well, especially over rough

RRP $3299 WEIGHT 18.33kg (as tested) AVAILABLE SIZES S, M, L (tested), XL FRAME MATERIAL Aluminium FORK RockShox ZEB Rush RC, 170mm

or technical climbs where traction is key. It doesn’t bob or move under power and remains active under load making it very efficient despite its 170mm travel and overall weight.

On the downs the IFS system descends nicely, remaining active while providing minimal pedal kickback. It also keeps the system active even under brakes, meaning the bike is easy to manage bike regardless of how it is ridden. The bigger impacts of drops and bike park features don’t unsettle the N7 either, showing how versatile the linkage is.

I did experience a bit of excessive chain noise due to our Deore Clutch being a little light on, some tweaking and possible some additional Mastik tape or “Slapper Tape” or even a chain guide could help quieten things down. The KMC chain doesn’t hold the chain ring as well as the genuine Shimano chain but I will put it down to the confidence inspiring capabilities of the bike than any specific issues with it.

The Polygon Collosus N7 feels most at home going big. With 170mm of travel and a solid and composed feel it instills confidence and works very well considering an extremely affordable price point for such a capable bike. The N7 feels least at home on the long climbs required to gain long descents, however with a lighter wheel set or faster rolling set of tyres, this

would drop kilos and absolutely transform its capability in the hills!

At $3299 there is likely some room in many rider’s budget to change a few things to tailor this versatile rig into my own, if it was up to me I would; replace the in-house branded handlebar, it is in my opinion a little awkward feeling, lacking a few degrees of sweep and could dampen the trail feel of this overall solid build. I would replace the dropper post lever with something a bit more ergonomic and smooth. Finally, I would set the tyres up tubeless, and maybe add a faster rolling rear tyre.

OUR TAKE I have been really impressed by our recent experiences with Polygon’s new lineup, in particular the new IFS suspension platform.

The Collosus N7 delivers quality components and a well built frame, modern geometry and a refined feel on the trail. All these things add up to make this bike an impressive option for riders of all skill levels. The lower price point could leave room to further tailor the bike to your specific needs further, or if it is within your budget, you could look at the Polygon Collosus N9 for some higher end equipment.

SHOCK RockShox Super Deluxe Select+, 170mm SHIFTER Shimano Deore 12sp DERAILLEUR Shimano Deore 12sp CRANK Shimano FC MT150, 32t 170mm CHAIN KMC X12 CASSETTE Sunrace CSM Z800 11-51t, 12sp HUBS Alloy, Boost, 32h SPOKES Stainless, black RIMS Entity XL2 35mm inner TYRES Vee Tire Co Flow Snap 29 x 2.60” BRAKES Tektro HD M735, 203/203mm 4 piston front, 2 piston rear STEM Polygon Alloy, 35mm HANDLEBARS Polygon Alloy riser, 780mm SEATPOST Tranz-X 170mm drop SADDLE WTB Volt bikesonline.com.au

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HUSQVARNA

MOUNTAIN CROSS 6

PHOTOGRAPHER NICK WAYGOOD

H

TESTER RYAN WALSCH

usqvarna have burst onto the Australian mountain bike scene with a range of three eMTB models to suit our trails and riders. Husqvarna likely needs no introduction as a brand, but their move to e-bikes might not be something you are as aware of. I’ve had the Husqvarna Mountain Cross 6 (MC6) on test, a 150mm travel, full power all-mountain e-bike. The MC6 was designed to be a bike on which much of the Husqvarna range will evolve, using design ideas and attributes put on display here.

Australia has received the latest MC6, and our test bike has their updated geometry and features. Husqvarna also has a longer travel alloy-framed Hard Cross (HC5) with 180/170mm travel, and a shorter travel Light Cross (LC6) with 130/120mm of travel.

There’s a range of build kits available in each model range to suit a variety of budgets.

The Husqvarna MC6 has a full carbon fiber 84

frame with Shimano EP801 support system and Fox Factory suspension. With a mixed (or mullet) wheel set it aims to walk the line of agility and stability to meet a broad spectrum of riding needs. This model sells for $12499, which is a bit pricier than a Specialized Levo Comp alloy, although the MC6 has Fox Factory suspension and a full carbon frame. The Trek Rail 9.8 GX AXS sells for $12499 and is a 160/150mm travel 29er with a carbon frame using the Bosch Smart System. While the Rail has GX AXS, the Select+ RockShox suspension isn’t at the same tier of Fox Factory.

INITIAL IMPRESSIONS The Husqvarna MC6 or “Mountain Cross” which we are testing is likely going to be the most appropriate platform for our region, boasting all day ride-ability, refined handling and a design focus on both climbing and

descending. The brief was to create an agile and dynamic handling e-bike that reacts exactly how the rider expects, an extension of the body so to speak; big goals here!

The whole line up has seen major updates to the frame layout and construction compared to Husqvarna’s first models. This includes changing the shock’s orientation running it horizontally and parallel to the top tube by means of a linkage driven yoke rather than the shock tunnel through the seat tube. The previous midway disruption of the seat tube made fitting long dropper posts and getting the best fit for riders somewhat of a challenge.

The uninterrupted seat tube is now straight, open all the way to the motor and allows an upright 76.9 degree seat tube angle which is perfect for this style of all mountain e-bike.

Slung underneath the suspension changes is the now rotated and updated Shimano EP801 motor. The counter clockwise rotation

Ryan Walsch RIDING EXPERIENCE: Enough to be here GENERALLY RIDES: Forbidden Druid V2, Trek cargo e-bike HEIGHT: 178cm / WEIGHT: 74kg BIKE TEST TRACK: Stromlo, Poo Pines, Blue Range, Local Jank

has allowed the huge 720Wh battery to be positioned as low down in the bike as possible and also easily accessible and removable via the hinged cover with a two button release system. This secure battery button system and the tool-free swinging cover ensure debris is kept out and the battery kept safe.

The EP801 motor is held securely in place by a carbon C shaped motor holding cradle which can be opened and effectively swings the motor down and out for maintenance like the engine cradle we would often see on a motorcycle. As such it closes the bottom of the frame increasing its strength where the motor would normally be expected to do so. This feature also leaves the surrounds of the motor open and breezy passively dissipating heat

more effectively than when flimsy and poor fitting plastic covers are installed.

Husqvarna have stuck to their “Passive Efficiency Concept” throughout the design process allowing the motor and battery to remain cooler when in use through means of good airflow. The Husqvarna grill style emblem on the head tube is actually a vent and allows a chimney like effect drawing cool air in around the motor past the battery and out the top, another nod to their motorcycle roots and a very effective way to manage heat, as plastic covers over everything do not help on hot days!

Aesthetically the frame looks brilliant, the huge parallel tubes in a statement colorway with a darker sub frame and engine cradle are a visual cue on all Husqvarna’s motorcycles.

Looking at the entire range of HC, MC and LC Husqvarna e-bikes you can easily see the design similarities. As a mechanic it is pleasing to see that the hardware and linkage components are very similar and share many parts. From a mechanical and customer service standpoint this is a huge advantage for servicing and repairs that may need to be done in the future.

The setup was too easy, our test rig was built up by the experienced Australian team at Pierer New Mobility (Parent company of KTM, Husqvarna, GasGas MV Augusta, WP suspension and Felt). This meant the wheels were already setup tubeless, suspension dialed for my 74kg weight, and there were even sufficient tokens in the Fox Facxtory 36 forks (4 tokens).

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Our test bike was one of the first to land on our shores and subsequently was subject to a few rolling changes before we received it.

Husqvarna were open with us about the updates and the process they followed to resolve them. Both running changes being made at the assembly level are around keeping components stead fast and silent under hard riding applications, and I am a big fan of silent bikes. The battery is suspended in the down tube via 2 ribbed elastomers which were a little thin and required packing out and the internal cable management will gain a rubberised wedge to keep the internally routed cables more secure.

We were surprised that PNM were forthcoming to what was performed to our test bike before we received it and an indicator that they (PNM) are serious about entering the Australian market running and providing motorcycle industry level support here.

The MC6 Build kit we have on test is Husqvarna’s premium spec and is equipped with Fox Factory suspension, Magura MT5 4 piston brakes and 203mm rotors front and

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rear along with SRAM X01 Eagle 12 speed (single click shifter) paired to a GX Eagle cassette. I was surprised to see that the suspension is 150mm/150mm both front and rear while both the HC 180mm/170mm and LC 130mm/120mm models sport a 10mm longer front end.

Another surprise is to see Schwalbe Nobby Nic Trail tyres with a thin Evolution casing; premium tyres no doubt but thinner and faster rolling than the capabilities of the MC6 suggest it will require.

ON THE TRAIL Our size Large test bike was bang on in terms of a modern large fitting frame, it is based around a 475mm reach, a 65.5 degree headtube angle and a 50mm stem and a slightly lengthened 445mm rear centre to keep the rider’s mass centred perfectly. A nice steep 76.9 degree virtual seat tube angle (73 degree actual) is what is required to keep the rider pushing downward and applying even pressure to both front and rear wheels -

support and efficient pedalling were a big focus for the design team. The additional weight on the front wheel does increase steering precision and grip, however I would recommend a more aggressive tyre tread pattern with a more supportive casing as it was not up the task of navigating loose and rowdy conditions with confidence. The Schwalbe Nobby Nic’s did roll and brake very well, The incredibly strong Newman Evolution SL EG Mullet wheel set took a few good hits and are still straight as an arrow. I am impressed that Husqvarna have specced a 150kg combined rider and E-Bike rated wheel set on their their trail e-bike offering. But I think the wheels would work best with a set of meatier rubber if your riding style requires it.

While I have no firm details on the kinematics of the MC6’s suspension, under load it remains active yet supportive - not sagging down into its travel when stomping on the pedals thus increasing efficiency. This would be why I could consistently get over 2000m of climbing on a single charge of the whopping Core S3+ 720Wh battery.

The seating position is comfortable, Husqvarna’s in house saddle is also excellent and sports an integrated handle under the rear, helping manage the bike when transporting or negotiating a dismounted feature. I did hit or graze the bash guard a few times when climbing technical features. The guard is comprised of a high impact plastic hinge for the battery access, and despite the noises there is little to see from the hits. It slid over the rocks with ease. Still, this is certainly something to be aware of now the motor has been rotated and the battery sits lower and further forward than some other bikes I have reviewed.

Descending on the MC6 is familiar and simple, I really like how low down the weight feels on the MC6, planted and easy to control. The Magura MT5 brakes were another pleasant surprise, with heaps of consistent power even when riding long descents on hot days. The Mullet setup is perfect for e-bikes which are notorious for being harder to change direction and I am not surprised that a motorcycle brand would this – motorcycles have had mixed wheel sizes for decades.

I clocked up some serious climbing and descending onboard the MC6 and have come to the conclusion that it excels at both - neither favouring one or the other discipline. Husqvarna have built what they set out to do, create an intuitive and balanced riding experience. It climbs incredibly well due to its powerful and quiet Shimano EP801 motor and efficient kinematic and descends confidently thanks to its central riding position and premium suspension components and hardware.

OUR TAKE Husqvarna have hit the ground running in Australia and the MC6 is a great all-rounder for riders who want to do a bit of everything and spend bigger days on the bike with its huge battery and brilliant trail feel across a broad range of disciplines. With such a simple and easy to get

used to trail feel, I really think the 150mm MC6 could descend even better with some meatier and thicker casing tyres and even an extra 10mm of travel on the front. Would this take away from everything we love about it? I don’t think so.

I’m excited to see more of the Husqvarna range hit our shores, my initial impressions of quality, homogenised spare parts offerings and exceptional customer support make for what could be a bit of an industry shake up bringing a more professional approach and better support and customer service for riders.

RRP $12499 WEIGHT 24kgs inc pedals AVAILABLE SIZES S, M, L (tested), XL FRAME MATERIAL Carbon fiber FORK Fox Factory Float 36 eMTB, GRIP2, 150mm SHOCK Fox Factory Float X, 150mm MOTOR Shimano EP801, 85Nm, 600W Peak Battery 720Wh SHIFTER SRAM X01 Eagle, 12sp DERAILLEUR SRAM X01 Eagle, 12sp CRANK Shimano FC-EM900, 1XXmm CHAIN SRAM X01 Eagle, 12sp CASSETTE SRAM X01 Eagle, 10-50t, 12sp WHEEL SET Newmen Evolution SL, 29/27.5” TYRES Schwalbe Nobby Nic 2.4/2.6” Evolution BRAKES Magura MT5 4-piston, 203/203mm STEM Husqvarna 35, 0 degree HANDLEBARS Husqvarna riser, 780mm SEATPOST Husqvarna Pro, 31.6mm, 175mm drop SADDLE Husqvarna MTB husqvarna-bicycles.com

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POLYGON

SISKIU T6E

WORDS MIKE BLEWITT

P

PHOTOS GERARD LAGANA

olygon have long been known for delivering high-value bikes in Australia via Bikes Online. The recent updates to many models in their range have been greatly appreciated. We recently tested the Polygon Collosus N8E 160mm travel 29er eMTB, and Ryan praised the balanced ride it had. He’s also since tested the Collosus N7 enduro bike, which delivers incredible performance for just $3299. In spring I was sent the new Polygon Siskiu T6E trail eMTB to review, one of two models in Polygon’s trail eMTB range.

As part of the Siskiu T (trail) line up, the T6E is a 29er trail bike, with 150mm fork travel and 140mm of rear wheel travel. Polygon use a Shimano EP600 system for the bike, with a full 85Nm of torque and E-tube customisation options, powered by a 504Wh battery. With a Shimano Deore 11-speed group set, SRAM Code brakes and SR Suntour suspension, the T6E sells for $5499 – an incredible price for the bike you get. If you’re after a higher-end build, the Siskiu T7E uses the same frame, but has the EP801 motor. This has the same 85Nm of torque but a higher 600W peak power (compared to 500W) plus it’s about 300g lighter and has a 630Wh battery. You’ll also get 12-speed Shimano SLX and higher quality SR Suntour suspension units, all for $6599.

Polygon are just about playing in their own space with the Siskiu eMTB range. Giant sell the Stance E+ for $6299 although it is shorter travel with less torque, more 88

battery power and therefore range. Trek’s Rail 5 is longer travel with 12-speed components, but has a similar output via a Bosch system, for $7499. perhaps the closest competition comes from Marin, also sold by Bikes Online. The Rift Zone E is a 140mm travel trail bike using Shimano EP6, plus a 10 speed Deore group set. It sells for $6499.

Polygon call the Siskiu T6E a playful shredder. It hits a very sharp price and looks to have the bases covered in terms of pedal support and features.

INITIAL IMPRESSIONS Like any bike from Bikes Online, the Polygon Siskiu T6E was delivered to my front gate by a friendly courier. As a direct to consumer business, you buy your bike via the Bikes Online website. This means you choose your size, any accessories, pay your money and away you go. Given this means your opportunity to test ride is not the same as at your local bike shop, Bikes Online do have a 14 day free returns policy if you unbox the bike and realise it’s not for you. More details are on their website.

I have tested a number of bikes from Bikes Online, and I think this was the easiest to build yet, and none have been hard. I put the handlebars in the stem, the dropper lever on the bars and plugged in the EP600 controller

Mike Blewitt RIDING EXPERIENCE: Lots of travel to ride, race and explore places by bike GENERALLY RIDES: Factor Lando XC, Trek Fuel EX HEIGHT: 178cm WEIGHT: 72kg BIKE TEST TRACK: Brisbane trails

and head unit. The Polygon comes with the tools required plus some alloy platform pedals - although I fitted my own clipless trail pedals. All I had to do was set up the cockpit, saddle height, tyre and shock pressure and then plug the EP600 system in to charge, which takes about 4 hours from flat. The bike weighed 24.73kg including the XT trail pedals, so 24.3kg without.

The Siskiu T6E comes stock as a 29er, however a different shock mount location on the link allows a High or Low setting. The Siskiu T6E ships in Low, but High should be used if you opt to put a 27.5” rear wheel in for a mullet setup to maintain bottom bracket height and pedal clearance. In the stock Low geometry setting, our large test bike has a 485mm reach with a 65 degree head angle and steep 77 degree seat angle. The chain stay is a reasonably short 445m, which is quite impressive for an eMTB, and should

lead to a balanced ride. As the shock is in the middle of the triangle only the 425mL Polygon bottles will fit in the provided cage.

To deliver an eMTB at $5499 does involve some smart parts choices, and one of those is the SR Suntour suspension. The 35mm legged Zeron RC fork uses an air spring and has rebound adjustment and lock out. I found the rebound damping quite effective, and the air spring makes getting it setup for your own riding very precise – you just need a good shock pump. For the rear shock the same applies, although the lockout is replaced with a compression damping adjustment that firms it up, but doesn’t lock it out. Given I rarely reach for a lock out on an eMTB this shouldn’t pose a problem.

The Shimano 11-speed Deore group set has a wide 11-51t range and combine with SRAM Code R 4-piston brakes and 203mm rotors for all the stopping power you will need.

Kudos to Polygon for the 35mm wide Entity rims and 2.6” Schwalbe Hans Dampf tyres with Super Trail casing – these are a truly capable combination in a place where some manufacturers are still choosing options that aren’t really optimised for eMTB use.

My first driveway tests on the Siskiu gave a bit of top out from the fork and the back end was pushing into its travel a little more than I expected. I did settle at 90psi and 200psi front and rear before hitting the trails.

ON THE TRAIL The Polygon Siskiu T6E is the first bike I have ridden with Shimano’s EP600 motor, which has some slight changes from the EP6 – and I wouldn’t have picked that it wasn’t their EP800 system as I first set out for a ride. The dynamic Trail setting feels just as supportive, and the Boost setting gives you faster access

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to up to 500W of power when you need it.

The fit on the T6E was spot on for me, with a 485mm reach paired with a short stem the bars fell exactly where I wanted them to be.

The steep 77 degree head angle meant that whirring away up the first climb was a very balanced affair. With a 65 degree head angle stability on descents is assured, but I found thanks to a fairly low head tube the slack front end wasn’t unweighted, and didn’t wander around on the climb. Polygon should be applauded for speccing 160mm cranks, helping with pedal clearance while keeping the EP6 system buzzing. On the ups I found plenty of traction, the rear suspension is suitably active to keep the rear tyre digging into dirt, but not so much that I bothered increasing the compression damping. I climb seated for the majority of the time on an eMTB unless there are major ledges and step ups, and the suspension was spot on at keeping the traction going to make the most of the assisted ascension.

While the reach number is about right for a modern trail bike in a large, thanks to a

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modest 445mm chain stay length and the steep seat angle it translates to a very balanced ride, and this really helps the handling of the bike. It remains maneuverable on the trail while still promising stability at speed and in dicey terrain. The first descent I rode has a fast start with some pedalling, plus a rough chute and a few faster corners that get tighter – a perfect way to get your head around how a bike is handling. The stability that the Siskiu T6E exhibited was fantastic. It is easy to launch into a descent on a bike built to a price point and feel uncertain about the tyres, wheels or suspension. And while I’d had a couple of minor concerns about the SR Suntour fork, this trail showed they weren’t needed. Not only did the Siskiu stay the course through fast hits, it easily popped through the corners at the bottom that get increasingly tighter, without wanting to push wide or exhibit any sign of uncertainty through the frame or wheels.

After a few more rides over the coming weeks, I did find on flatter descents I was stalling a little in some tighter corners. While

this is mostly a sypmtom of my riding, I had been looking at the option to run the geometry in the High setting. I changed the setting on the shock mount with a 6mm allen key, making the head angle 65.9 degrees, the seat angle steeper at 77.9 degrees, and extending the reach to a huge 495mm while cutting a few millimetres off the chain stay length. Overall it is a subtle weight shift forward, and as I was still finding the back end a bit soft, this also settled that setup as well.

The change was exactly what I was after, suiting my riding and the generally flatter nature of the trails around Brisbane. Sure, we have steep trails too but on the whole the average gradients are pretty mellow. I found no disadvantage for my riding, with the whole bike feeling more agile and fun to move through corners and work through rougher sections of trail.

Around the same time I did jump into the E-tube app and change to the 7 modes of assistance. While I was typically riding in the Trail or Boost setting, this does give more Trail settings, and I find it helped me with a

set and forget setting depending on whether I was riding to and from the trails, or doing repeated runs where I wanted a bit more support for steeper climbs.

In terms of equipment on the bike, almost everything blended into the background. The SRAM Code brakes had plenty of power with 203mm rotors, and sintered metal pads as stock. Similarly, the chonky 35mm Entity rims proved to be a perfect match with Schwalbe’s Super Trail casing Hans Dampf tyres. This is the second test bike I have ridden with these tyres this year and I’d forgotten how versatile they are. The Shimano Deore 11-speed gearing has a huge range and never missed a beat. While I didn’t love the shape of the bars that’s a personal fit issue and one I would happily and easily change if the T6E were my own bike. My only main concern was the suspension.

The SR Suntour fork and shock offer plenty of adjustment, thanks to air springs, rebound damping and compression damping units. I did find that if I ran the rebound damping as light as I would like I would get occasional top out. And the rear shock didn’t offer the midstroke support I would have liked while still offering a plush feel for trail chatter. It certainly never felt harsh, but it did have a slightly binary feeling of either pushing through lots of the travel, or not. Bear in mind these comparisons are compared to items like a Fox X2 or Fox Performance 34 or 36 GRIP fork, which are commonplace items on eMTBs that cost several thousand dollars more than the Siskiu T6E. At no point did the SR Suntour fork, or shock, prevent me from riding the Siskiu T6E how I wanted to. Given the adjustments available, if the bike were my own I’d look at adding a volume spacer to the rear shock or just fine tuning the pressures further.

Coming into this review I wasn’t sure the 504Wh battery was the right choice by Polygon. On hilly rides using Trail and Boost, I was still getting about 2.5 hours of trail time in with battery to spare, and I could use the myriad of Trail settings a lot more to increase that. The upshot is with a smaller battery the bike that stays under 25kg, and

is likely perfect for riders who have a few hours of trail time and want to get more descents in when they’re on the dirt.

OUR TAKE It should be no surprise that all of us at AMB have been impressed with the value and quality of Polygon’s latest release of bikes. The Siskiu T6E is no exception, and it hits the trail eMTB market with all the features riders should be looking for, at a price that no other brand really can do battle with. This was my first time riding Shimano’s EP600 system, while it has the same 85Nm torque as Shimano’s top system, I thought the 504Wh battery may prove too small. But it was a great match for the riding time I had available, and the on trail performance of the support system and all componentry didn’t leave me wanting. I did feel the damping characteristics of the SR Suntour suspension could use some finesse for those looking to get every bit of performance out of the bike – and Suntour do have their RC2 damper upgrade kit for the fork.

This brings in high and low speed compression adjustment and greater overall performance. The rear shock’s performance was fine, but spending the time getting the exact setup would prove beneficial.

If some higher performance suspension, or a larger battery is what you’re after, then Polygon do have the Siskiu T7E. At $6599 you get higher-end SR Suntour suspension units, a Shimano SLX 12-speed group set, and the biggest upgrade – a Shimano EP801 motor and 630Wh battery. This gives a 100W bump in peak power to 600W, and extra range from the larger battery. Overall I have been thoroughly impressed by the Polygon Siskiu T6E. They have really hit the mark providing the right equipment choices to deliver a versatile full-power trail e-bike at $5500, this is a bike that would suit countless riders looking for an eMTB for trail use and mountain bike fun, with room for some choice upgrades in the future.

RRP $5499 WEIGHT 24.3kg (as tested) AVAILABLE SIZES S, M, L (tested), XL FRAME MATERIAL Aluminium FORK SR Suntour Zeron 35, LO-R, 150mm SHOCK SR Suntour Edge Plus RC, 140mm MOTOR Shimano EP6, 85Nm BATTERY Shimano 504Wh DISPLAY Shimano SC-EN600 SWITCH Shimano SW-EN600-L SHIFTER Shimano Deore 11sp DERAILLEUR Shimano Deore 11sp CRANK Shimano, 34t, 160mm CHAIN KMC X-11 CASSETTE Shimano Deore 11-51t, 11sp HUBS Shimano MT400, Boost SPOKES Black, stainless RIMS Entity XL3, 35mm inner TYRES Schwalbe Hans Dampf EVO Super Trail Speed Grip 29x2.6” BRAKES SRAM Code R, 203/203mm STEM Entity Expert 35mm HANDLEBARS Entity Expert 25mm rise, 780mm SEATPOST TranzX, 170mm SADDLE Entity Xtend bikesonline.com.au

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DT SWISS

FR1500 CLASSIC WHEEL SET

Light, high quality hub

Durable rim

Compliant ride character

I’ll have to send them back now that testing is complete

SIZES: 27.5”, 29” RRP: $950 (REAR), $750 (FRONT) From: apollobikes.com

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Here at AMB we are very familiar with the range of DT Swiss products. From the all-mountain ready EX1700 right through to the featherlight XRC 1200, we’ve reviewed just about every aftermarket wheel set they have to offer. Following Max’s review of the new downhill and enduro specific FR541 rim back in issue 201, I was excited to hear that it had been combined with a 240EXP hub to form the new FR1500 Classic wheel set. I have been putting a test wheel set through the ringer on the rowdiest terrain I can find. Read on to see how they took it.

THE HUB DT Swiss’ class-leading 240 EXP hub lies at the heart of the wheels. It’s not often you find a hub winning XC world cups, and flying off cliffs at Rampage - but the 240 seems to be the exception.

The EXP ratchet does vary to the star ratchet you would see in older 240 and current 350 hubs. Put simply, the internal ratchet has been made integral with the threaded ring. This means one less spring is used, so there is less weight and moving parts required. The ratchet itself has 36t, but can be upgraded to 54t as an aftermarket option for those looking for a few more engagement points. Most common fork and rear end spacings are accommodated as options on the FR1500 classic hubs, with 15/20x110mm front options available along with 148x12 or 157x12 rear spacings. All FR1500 classic wheel sets ship with XD drivers installed, and a MicroSpline driver as an included extra. Finally, it is worth noting that these wheels are only available in 6-bolt rotor spacing.

THE RIM As mentioned earlier, we had former World Cup Racer Max review the FR541 rim when it was first released. Confident in his ability to absolutely delete any rim that has the misfortune of being mounted up to his DH bike, Max rounded out his testing, stating “I could barely put a mark on these things”. The cornerstone of this welded rim’s performance is the design of the rim edge, which has been revised relative to the outgoing FR560 rim to decrease the likelihood of dents and pinch flats. With an inner width of 30mm, outer width of 35mm and weights of 570g/605g for 27.5” and 29” respectively these rims are perfectly suited for gravity use on paper, and stood up to the test of our previous abuse.

When applied to the FR1500 Classic wheel set, the 28 hole variant of this rim has been used.

THE BUILD All variants of the FR1500 classic wheel set are built using DT Swiss Competition spokes, which are laced in a threecross pattern with DT Swiss ProLock aluminium nipples.

While many would argue that brass nipples should be included on a wheel set pointed directly at aggressive riding, due to their increased strength, and resistance to wear if you’re being a little bit heavy handed with a spoke key. It is however hard to deny the weight advantage of aluminium nipples, which is around a third of its brass counterpart. Furthermore, I am yet to actually round or strip an aluminium nipple in my own practical experience across a variety of wheel sets. The complete product is covered by an extensive warranty program, including a lifetime manufacturing defect guarantee on the entire wheel set.

This is supported by a 24 month failure warranty on the hub

and spokes, all of which is handled through their Australian distributor.

SETUP Testing of these wheels ran in parallel with testing I was also doing of the Pirelli Scorpion Race tyres. As such, they were mounted up to my Forbidden Dreadnought long term test bike with the following specification: Front: 29”, Pirelli Scorpion Race DH M tyre, 22PSI, no insert.

Rear (1): 27.5”, Pirelli Scorpion Race DH T tyre, 26PSI, no insert Rear (2): 27.5”, Pirelli Scorpion Race EN T tyre, 27PSI, no insert The wheel specifications shown above came in at 962g (F) and 1030g (R) respectively. Mounting up the Pirelli tyres was quick and easy, as the wheels are shipped with tape and valves ready to go. Through testing I did tinker quite a bit with pressures, although I was somewhere in the region of what is listed above for most of my riding. There was also no noticeable drift of pressures during my time using the wheels, showing the bead interface and tape was air tight.

ON THE TRAIL

VERDICT While I would prefer to have the 54t ratchet in this wheel set, that really is nitpicking. What DT Swiss have delivered with the FR1500 Classic Wheel set means should absolutely be at the top of the list for any rider looking for a high performance aluminium gravity set of hoops. The combination of rim strength, build compliance and hub quality is tough to match, and when combined leads to a pair of wheels that could handle everything I threw its way regardless of my intent.

Hayden Wright

Photos: Gerard Lagana

Habitually, the first thing I did with these wheels once they were set up was spin them up in my stand and observe how freely they rotate. Old habits die hard, and I was happily greeted with a set of wheels that whirred away in my garage for quite a long time. The factory build was (and still is) straight as an arrow, with the freehub ratchet being whisper quiet even when spun up in a high gear. These observations were mirrored out on the bike, with no discernible drag from the hub bearings or EXP ratchet compared to the Stans Flow EX3 wheel set I tested recently.

While I am no track sprinter, I do consider myself to be a fairly strong rider - and as such did my best to put some power through the cranks to see if I could get any negative feedback from the EXP freehub. As anticipated it didn’t even flinch regardless of my best efforts, handling all the unnecessary back pedalling and power stabs I could throw its way. The

10° / 36t engagement gives just enough pickup on technical climbs and out of turns, and does a good job of minimising kickback through rough sections. I would however prefer to see the 54T ratchet specced on these wheels, as I have on my trail hardtail. The 3.3° decrease in engagement gap is something that really promotes a feeling of connection to the drivetrain on the bike, particularly when riding with verve and really trying to get on the pedals hard.

I, like many of us, have a visceral fear of damaging rear rims and tyres. Through testing of these wheels, I have had to throw these fears aside in an effort to see if they really do hold up to the abuse that aggressive gravity riding can put through a wheel set. Happily, these rims shrugged off every poor line choice and overly aggressive Strava segment run I could manage. Spoke tensions remained consistent, and the rim edges dent free. While the rims themselves are covered in battle scars, their structural integrity is still as new. During testing, one positive trait I did specifically pick up on was the wheel’s compliance through off camber sections and rough chatter. In comparison to previous wheel sets, I felt a noticeable improvement in the bike’s ability to track rough terrain, particularly when there were repeated square edge bumps. This increased my confidence through these sections, allowing me to push harder to the limits of my comfort zone than I have in a long time. While I would attribute some of this compliance to the 28h build specification, it is difficult to pinpoint exactly where the magic lies without testing each component in a vacuum.

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EZIGRIP

ENDURO2 BIKE RACK

Kiwi designed and made

Light bike rack weight & ease of storage

Easy to use & Budget friendly

Fits a variety of bike styles

Lightboard & Numberplate holder

Bike racks are just part of the equipment needed to ride for many, as we can’t all be lucky enough to live riding distance to trails. While it would be easy to think that bike racks are an industry dominated by vertical bike racks, there are countless different styles of racks out there to transport your bike, or more than one bike, to the trails. New-Zealand brand EziGrip have recently released the Enduro 2 - a lightweight, bang-for-buck offering for the towball-mounted bike rack market. The EziGrip Enduro 2 comes loaded with features and suits a large range of analogue-powered bikes while being affordable, simple to use, and compact to store when not in use.

A CLOSER LOOK The EziGrip Enduro 2 is a 2-bike platform-style bike rack designed in New-Zealand, and available in Australia through Bikecorp. The rack features a 30kg weight capacity across two bikes, with very generous 250mm

spacing between the 2 mounts, to avoid any risk of pedal-meets-carbon scratching and mashing. The centre post features adjustable bracing, and folds down flat to allow easy access to the boot of the car. Wrapping up the key features, EziGrip’s Enduro 2 features adjustable wheel trays, which we found very helpful in mounting different length wheelbase bikes to the rack. It will take wheelbases upto 1400mm.

Mounting the bike rack to the back of a car is a 15-second, one-person task thanks to the rack weight of 7.8kg; drop the rack onto a standard 50mm towball and tighten, and then tension a pinch-clamp to keep the rack straight and securely mounted to the car. Included in the $449 price tag is the light board attachment, which snaps on to the end of the Enduro 2 supports, and clips in to the standard 7-pin plug. The supplied cable-ties kept the cable for the 7-pin plug tucked against the rack supports and away from any risk of snags. Lastly, a lock is integrated to the 50mm towball mount to keep the rack on the car and out of the hands of the jealous. As long as you have your accessory

250mm spacing to avoid scratches

Some cheaper plastic assembly parts that may deteriorate over time

RRP: $449

From: Bikecorp.com.au

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Photos: Nick Waygood

Low bike weight rating restricts the use of heavier long-travel Enduro bikes

number plate – this thing is plug and play!

Out of the box, the Enduro 2 was simple to assemble and came with the required tools; a Phillips-head and 4mm allen key. Also included in the box were additional ‘camlock’ style straps for added peace of mind when strapping the bikes down for longer trips.

With the Enduro 2 mounted to the car and the bike rack plate installed, I was ready to load up and head to the trails.

LOADING AND UNLOADING Bikes are loaded onto the EziGrip Enduro 2 using three ratchet straps with each bike; one on each wheel, and one on the toptube/downtube of the bike. I found the ratchet straps effective in securely mounting the bike to the rack, and were plenty long enough for long-wheelbased bikes. The frame strap featured softer rubber to protect the frame, while all straps featured a rubber sleeve to help protect the rims and frame from any nasty scratching while in transport.

The adjustable wheel trays were easy to reposition, and proved effective in adjusting the trays to suit different length wheelbase bikes. When loading this particular style rack, I secured the bike to the centre post with the frame ratchet strap, before securing the wheels to the wheel trays and setting off down the highway.

ON THE ROAD With the rack properly fitted to the towball, the Enduro 2 was solid on the car. Adding a couple analogue enduro bikes had us approaching the total weight limit of 30kg, though the bikes were securely mounted and the rack showed no signs

of wanting to move while driving down the road.

With two bikes loaded on the road, the Enduro 2 does flex a small amount – particularly over bigger bumps, as to be expected. We were near the weight limit of 30kg with the enduro bikes we had mounted, with lighter bikes resulting in less movement from the bike rack. I was a little tentative with the excessive movement at first, though grew confidence in the lightweight yet robust design of the bike rack.

Through a two hour drive, no ratchet straps loosened and the bikes remained in the position I had mounted them in.

The lightboard is a great addition, helping keep me legal in the eyes of the law and also providing a place to securely mount a bike rack plate. Just a reminder, you cannot make your own accessory plate!

OUR TAKE For $449 EziGrip offers the Enduro 2 as a budget-friendly 2-bike horizontal rack that securely mounts to any 50mm towball. This rack will suit most cyclists. It’s a rack that’s very user-friendly in assembly, car mounting, and bike mounting, while also offering a strong base of features that have this rack suit a wide array of bikes. The Enduro 2 suits couples or weekend warriors alike with its adequate weight rating, secure ratchet straps, and ease of storage when not in use with its compact design and 7.8kg bike rack weight. With a 15kg bike limit anyone with an e-bike will need to look elsewhere, as will people with bigger enduro or downhill bikes, or those with more than 2 bikes to move. But for everyone else this is incredible value and a very versatile design that is also easy to store.

Nick Waygood 95

Photos: Mike Blewitt

SHIMANO

GE5

All day comfort

Subdued styling

Wide and long cleat channel

Sole won’t be stiff enough for some

RRP: $189.95

Shimano Australia

96

The Shimano GE5 acts as the foundation of Shimano’s all new line of Gravity Enduro (GE) shoes. While the GE9 is adorned with BOA dials and the GE7 is constructed with synthetic leather, the GE5 takes a simpler approach to delivering a clipless shoe promising all day comfort both on and off the bike. I have recently put dow trail time in a pair to see how they perform on the trail, how comfortable they are to walk in and if they’re worth your hard earned dollars.

OUT OF THE BOX Anyone who knows me will agree with the fact that I adore black bike kit. Shoes, jerseys, helmets - make it black. As such, I was stoked to see that Shimano had shipped me the GE5 in the all black colourway. While the Light Green and Sand Beige variants do look great, something about an all black shoe really does it for me. These kicks are available in sizes 38-48, with the 45s I have on test coming in at 452 grams each- very competitive given the price point. The sole is made of Shimano’s own ULTREAD GE rubber, which has been formed into a pattern which has deep channels for both pedal and hiking traction. The midsole is again Shimano’s own proprietary system called TORBAL 2.0, which prioritises torsional compliance of the shoe without sacrificing pedalling stiffness. On a scale of 1-10, Shimano rated this shoe a 5 for stiffness. This has all been wrapped around a long and deep cleat channel, which allowed me to get my SPD cleats right where I wanted them - between the ball and middle of my foot with the cleat pointed towards my big toe.

Moving up the shoe, we see a fabric upper which is reminiscent of a Vans Classic skate shoe, and

a one sided laces strap. As is with the entire GE line, the upper also has a raised ankle collar for a touch of extra protection.

ON THE TRAIL First impressions on the GE5 were just how soft and supple the upper of the shoes are. Once I got the laces dialled in, I went for a little jaunt around the house to see how comfortable they are off the bike. I can say without a doubt they are the most comfortable clipless shoes I have ever walked, or hiked in. The compliant sole and ULTREAD rubber really do offer all day comfort, with the cleat channel being deep enough that you don’t need to listen to your cleats click and clack against the floor pre and post ride. While out on the bike, I could also really notice the compliance of the shoe - although it wasn’t all roses. I typically ride with a set of Fizik Gravita Tensor shoes, which I prefer for their stiffness over all else. These GE5s are very soft and flexible in comparison, and as such channel a lot of feedback though the contact point of the pedal and into your feet. Similarly, when sprinting I could feel the shoe bending and flexing under me - meaning some of that power was not being transferred to the bike. This isn’t all bad though, as riders who don’t choose their shoe primarily for their level of force dissipation and power transfer will enjoy the comfort and feedback the GE5 provides.

VERDICT The Shimano GE5 is the perfect clipless shoe for someone who wants to be able to do more than just chase Strava segment times on their weekend ride. If you tend to do a fair bit of walking or hiking pre, post or during your ride these are for you. The soft sole, comfortable construction and grippy rubber make these shoes ideal for more than just time on the pedals and should leave you blister free no matter how many times you push your little one back up the hill for another lap.

Hayden Wright

www.nebotools.com.au

SHIMANO

GE7

Laces strap functions well

Wide toe box

Just the right amount of sole stiffness

Durable materials

Quality clipless shoes are getting expensive

RRP: $269.95

Photos: Mike Blewitt

Shimano Australia

Shimano are relentless in their development of cycling footwear. While their Saint downhill group set hasn’t been updated in over a decade, the Japanese cycling giants are on what must be at least their 5th revision of their gravity shoe line since 2013. The GE7 I have had on test for the past few months is the mid range offering within the GE range of clipless shoes, and on paper offers everything I look for in this kind of product. Some of the other Shimano shoes I have used in recent years lacked that special something when compared to the venerable AM45 from yesteryear, so I was keen to slip my feet into these and see if that elusive magic has been recaptured.

OUT OF THE BOX Earthy tones seem to be all the rage at the moment, with this colour variant of the GE7s Shimano shipped to me proving this point. While there is an all black option, these light grey kicks I had on test seem pretty well thought out, with the gum sole and olive laces going well with the grey synthetic leather upper. There is also a long and wide lace strap, raised ankle protector and reinforced toe box - all necessities for a gravity shoe at this price point. The rubber and sole are both Shimano’s own in-house offerings, named ULTREAD and TORBAL 2.0 respectively. These are paired to deliver a shoe which has a stiffness rating of 6/10 on Shimano’s own scale. In hand they’re much stiffer then the GE5 I have also tested recently, while being slightly more supple than the Fizik Gravita Tensor, which have become my go-to up to this point. On my digital scale the size 45 came in at 472 grams a piece (available in sizes 38-48), which is nearly identical to the aforementioned

Fiziks. The cleat channel is wide and deep, allowing for quick and easy installation of some SH51 cleats in my preferred location.

ON THE TRAIL I felt a little like Cinderella when I first put these shoes on.

Shoe fit is an entirely personal thing, but oh boy - these size 45 GE7s fit me perfectly. The wide toe box is nice and roomy, and when combined with the skate style laces and robust instep strap makes for a supremely snug and comfortable shoe. Similarly, the sole stiffness seemed just right. That being, not so stiff as to be harsh on rough chatter, but also firm enough to avoid flexing and deforming during big compressions or hard pedalling. I particularly appreciated how supple the shoe was around the rear of the GE7, which is where I typically get blisters during the break in phase of any new riding shoe. Cleat engagement was unencumbered when paired with my trusty XT trail pedals, with plenty of float available in both directions while clipped in. The synthetic leather upper did a good job of brushing off any moisture encountered on rainy rides, while still maintaining some level of airflow through the perforations around the toe box. As you would expect the light grey upper does get quite dirty out on the trail, however a quick scrub in the kitchen sink with some warm soapy water and a dish sponge brought them back to near-new appearance. While I am sure some deeper scuffs and scrapes will stand out over time and be more difficult to clean, the materials themselves aren’t very absorbent and clean up easily.

VERDICT Shimano nailed it with the GE7. The stiffness, fit and form of these shoes is just right. The sole manages to be both absorbent to trail chatter while also being comfortable to walk in, and offers a fantastic interface with SPD pedals.

These light grey shoes have now become my go-to from a few options I have in the garage.

Hayden Wright 99

PIRELLI

SCORPION RACE T EN & DH CASING

Immense braking traction

Noticeable bite on loose off camber sections

Durable and supportive casing options

Square profile not ideal on flat hardpack turns

RRP: $135 EN CASING, $130 DH CASING From: Fesports.com.au

The Scorpion Race T is an all-new tyre from Pirelli, promising a tread pattern and on trail performance that prioritises traction. As is with the rest of the Race line from Pirelli, it also features a new rubber compound and two casing options developed with the ultimate goal of delivering a tyre range capable of winning Enduro and Downhill World Cups. Following extensive testing of the Scorpion Race M tyre I mounted the T to the rear of my enduro bike to see if it delivers on the above claims.

CASINGS Pirelli have developed two all-new casing types to go along with the Scorpion Race line of tyres, named DualWALL(for Enduro) and DualWALL+ (for Downhill, with a much heavier casing). These casings are have been designed for maximum performance in their respective disciplines. The DualWALL casing used on the EN line of tyres has a double ply carcass made up of two 120tpi canvas layers. Sandwiched between these canvas layers is a rubber insert, increasing bead protection and decreasing the likelihood of pinch flats. The DualWALL+ casing found on the DH tyres has these same features, although the carcass consists of a less supple, more

robust 60tpi canvas – perfecttly suiting the more intense demands of Downhill racing. There is also an additional layer of material through the sidewall of the DualWALL+ casing to further increase support and overall sturdiness of the tyre. When mounted up to a 29mm wide rim at 26psi, each casing tyre measured well within tolerance, at just over 2.5”. In 27.5 x 2.5” the EN casing hit 1189g, and the DH casing 1344g.

TREAD PATTERN The tread pattern is very aggressive and square in profile.

The Pirelli Scorpion Race T consists of an alternating centre pattern and tall edge knob. Starting at the middle of the tyre, we can see that the centre knobs alternate in a 3-2 pattern, with lateral siping on the outside of each knob.

This is done to help encourage the rubber to flex forwards and backwards under braking and acceleration, creating more grip on a wide variety of surfaces. The alternating middle knob has also been designed specifically to be cut out, so you can create an intermediate mud tyre for when a dry tyre is not sufficient but the trail isn’t sloppy enough to warrant the use of a full spike. It also has a ramped front edge to decrease rolling resistance, and a square rear edge to maximise braking traction. The edge knobs also utilise an alternating pattern, with the outside of every second knob being scalloped. This has been done to encourage the entire knob to deform while the bike is at a lean angle. A deeper, wider sipe has also been cut into all of the corner knobs to further encourage rubber flex in all directions. Every single shape, line, angle and knob has one purpose – to find traction.

RUBBER COMPOUND

Photos: Gerard Lagana

Smart Evo DH is all-new from Pirelli and offered exclusively on the Scorpion Race line of tyres. This compound is noticeably softer and grippier than the Smart Grip Gravity compound Pirelli have used to this point on their Scorpion Enduro line of tyres. Some at home measurements on my durometer had the Smart Evo DH compound around 15% softer than its predecessor. In comparison, these rubber hardness values are right in line with what I measured on a Maxxis MaxxGrip tyre at similar pressures, what many consider to be the pre-eminent gravity rubber compound available on the market today.

SETUP Due to current availability I was only able to review 27.5x2.5” tyres. As such, I mounted them up in a mullet 100

setup, exclusively testing the Race T as a rear tyre. Configurations were as follows: Setup 01: Scorpion Race EN T (Rear), Scorpion Race EN M (Front) Mounted to 29/27.5” Stans Flow EX3 Rims Setup 02: Scorpion Race DH T (Rear), Scorpion Race DH M (Front) Mounted to 29/27.5” Stans Flow EX3 Rims Setup 03: Scorpion Race DH T (Rear), Scorpion Race DH M (Front) Mounted to 29/27.5” DT Swiss FR541 Rims All three of these setups were hassle free, with the EN version of the T going on by hand, and the DH variety only needing some gentle persuasion from a tyre lever to pop across the last part of the bead. Similarly, a track pump was sufficient to seat them. Tyre pressures varied anywhere from 22-26 psi, with no sealant burps regardless of how hard I intentionally squared up a turn in an attempt to fold the sidewall.

ON THE TRAIL At the right time and in the right conditions, I found the traction on offer from this tyre almost comical. In particular it has immense bite on soft off camber sections, where those tall edge knobs can really get to work, grabbing bucket loads of dirt akin to miniature bulldozer scoops. Similarly, the braking traction this tyre delivers in both the

EN and DH casings was very impressive. In ways it felt like a bit of a get out of jail free card compared to faster rolling, less aggressive rear tyres such as the Scorpion Enduro R or Scorpion Race M. With so much certainty that I could brake late and hard, I could happily sail past typical braking points knowing that a handful of rear brake would have this tyre digging into the dirt and slowing me down. Given these tyres are aimed at those racing, this is a huge bonus.

You can run faster and deeper before braking, shaving time off your run.

The Enduro and Downhill casing differences do ring true on the trail. The EN tyre with its 120tpi DualWALL casing was noticeably more supple through chatter creating better comfort and grip, and also a little easier to pedal around thanks to its 150g lighter weight. On the other end of the spectrum, the DH tyre felt more robust and gave me extra confidence to charge or launch into sharp rocky sections with reckless abandon. I also appreciated the increased weight of that tyre through rough chatter as it felt as though the rear end of the bike was a little more settled thanks to the increased gyroscope of the heavier DualWALL+ casing. I sure wouldn’t want to be pedalling it uphill though, and would reach for the EN for Enduro races. Both tyres have a faster wear life, with noticeable knob degradation after around 6 hours of hard use. This can be entirely attributed to the new Smart Evo DH rubber compound, and is to be expected on any soft compound gravity tyre designed for all out race performance.

I did complete some timed runs to compare

a Maxxis MaxxGrip DD DHR2 against the EN casing Pirelli Scorpion Race T. On the stopwatch the times were near identical, however the Pirelli definitely felt to have more braking traction and casing support, whereas the DHR2 gave me a little more confidence transitioning across to a lean angle. I would attribute this to the more aggressive, square profile of the Pirelli T in comparison to the Maxxis DHR2. This square profile does have some downsides, particularly on hard packed turns where you are riding at a lot of lean angle. Once you get past the side knobs, the tyre breaks traction quite aggressively - this took some getting used to.

VERDICT The Pirelli Scorpion Race T proved to me it is an ideal rear tyre to pair with the Scorpion Race M. The immense braking and lean angle traction, particularly in soft dirt, was well received and led to me being able to push as hard as I have in some time on my local trails with confidence that I was going to come out the other side unscathed. While the aggressive tread pattern is not the ideal tyre for flatter hard packed trails, that isn’t really what it is designed for, and those who ride that style of terrain more would be better suited to running a Scorpion Race M or Scorpion Enduro R on the rear. While I didn’t take this tyre to any World Cup podiums, Pirelli have delivered a tyre that stands shoulder to shoulder with leading gravity race rubber that is currently available.

Hayden Wright 101

SHIMANO

GRX 2X12 GROUP SET

Improved comfort and ergonomics

More options across all 12-speed group sets

Better braking and shifting

New era wheels from Shimano

Some 2x riders will want more range

Mechanical only – for now

No HyperGlide+ on 11-36 cassettes

RRP: APPROX. $2000 AS TESTED, WHEELS $2199

From: Shimano Australia

102

Gravel is exploding around the world, and if you haven’t really experienced it at all don’t fret – as you probably already have to some extent. The heart of gravel riding is about escapism and being in the outdoors. From riding long adventures, to exploring new places on whatever adventure you can manage. It has often been said that the ideal gravel bike is whatever bike you have right now.

For some riders gravel will be a gateway drug to riding trails and getting into mountain biking, for others it will complement the mountain biking they already do.

Of course, gravel bikes exist as the varied demands of gravel do dictate that some specific equipment is advantageous. The position, wheelbase, gearing and tyre constraints of a road bike don’t cut it, and most modern mountain bikes end up too heavy and undergeared.

Interestingly, a 29er hardtail from about 5 years ago is still a good fit for wild and wooly gravel adventures given the gearing, weight and tyre clearance.

As the performance needs of a gravel bike have continued to widen, so too have the bikes themselves; with clearance for wider tyres, more reach for stability, slacker head angles, and even suspension forks and dropper posts! In September 2023 Shimano released their second generation GRX range, with 3 different group sets at the 800 level, all offering 12-speed cassettes, huge gear ranges, better braking and improved ergonomics. Offering 1x12 options built around both 10-51t and 10-45t cassettes, Shimano brought their slick shifting HyperGlide+ cassettes and chains to the gravel realm. But they didn’t turn their back on double chain rings, and I was sent a 2x12 group set for review, along with new carbon RX880 wheels from Shimano.

group sets in the recent years. More than an extra sprocket, the addition of HyperGlide+ creates shift ramps to keep the shifting faster and more secure for shifts both up and down the cassette. Shifting is faster, and the 12-speed chains also have a far longer lifespan than the 11-speed models.

Shimano have updated the rear derailleurs of the 12-speed GRX equipment to suit the specific drivetrains, so the one I have on test is specifically for 2x12, with an 11-36t cassette maximum. This is paired to the cranks with a 31/48t chain ring mix for a wide range of gearing.

Of note, while 11-34t cassettes have the HyperGlide+ ramps, the 11-36 models come from the Shimano 105 road range, and do not have the ramps.

Shimano also updated the shifters, so they suit flared bars with greater comfort, and for those using a 1x12 setup you can get a left hand shifter that is optimised for use with a dropper post. This setup is optimised for use with a front derailleur, and that has been changed to work with wider chain lines for more tyre clearance.

Along with calipers that have greater clearance for the rotors (and therefore mud) most items have had subtle but important changes.

The new RX880 wheels from Shimano are all new, with a 25mm internal all carbon rim, laced to cup and cone bearing hubs which can have a freehub swapped from LG1 (for HG free hubs) to Microspline, for use with the 10-51t or 10-45t cassettes. They’re light at about 1434g with valves, and with a 30mm rim height they should be fast at speed and supple enough on rough terrain.

A CLOSER LOOK AT GRX 12-SPEED

With this new release on my radar, I built up a Factor LS gravel bike in autumn, with current generation 11-speed GRX equipment in a 2x11 setup. I used it for a few big gravel rides along with week in, week out rides, and had it

Shimano’s move to 12-speed with GRX follows the mountain bike group sets in 2018, and top-tier road

ON THE GRAVEL

Photos: Mike Blewitt

equipped with a complete 12-speed group set from Shimano for this review. This included the 11-36t cassette and the new RX880 wheels, and Shimano’s new CL rotors which you will see throughout their range for road, gravel and mountain bike use.

Like most changes to Shimano’s group sets, the impacts of a shift to 12-speed for GRX are subtle and appreciated. The minor changes to how the shifters sit on the handlebars, and a change in profile for the rubber hood profiles are important. This is exactly where you spend the majority of your time. I also have found the hoods feel more secure with better grip and I’m more likely to descend in this position, compared to going to the drops. I also feel the lever throw for a shift has a faster actuation, therefore requiring less aggressive movements inboard. This will make a bigger difference for anyone with smaller hands, but not as much as Shimano’s Di2 shifting – which hasn’t arrived for the 12-speed GRX at this point, it is all mechanical.

Chain stability with Shimano’s clutched Shadow Plus derailleurs has always been excellent, and that remains the same with the GRX 2x12. Even over washboard sections of dirt road, on singletrack and on rutted trails the chain was secure, even if I didn’t feel secure myself! The front shift is dialled, as you would expect from Shimano. My own shifting wasn’t as perfect as I had hoped, but this was traced to a flexy derailleur mount on the Factor LS frame. The cranks are the same as the 1x group set uses, so if I was to change to 1x I’d need a new rear derailleur, chain ring, cassette and freehub for Microspline.

The changes in the brakes are small, but important. Greater clearance meant I never experienced disc rub, and the new rotors change how the floating alloy carrier works with the stainless rotor. There was no heat warp, even using 160mm rotors and small 2-piston brakes on 600m descents. Given these rotors come in sizes up to 203mm, I’m keen to try them on my mountain bike too.

The wheels have been a revelation, given how smoothly they roll and their low weight. Shimano have quietly stepped out of the performance off-road wheel game in mountain bikes, but their full carbon rim and hubs with interchangeable freehubs suggest that we may see more action from them off-road in coming years. These rims are taped and setup tubeless easily, with zero burping, zero noises and just consistent solid performance for the 6 weeks of testing they had.

VERDICT I have put about 600km onto the new Shimano 2x12 group set. Perhaps the best feature is how it just blurred into the background. Moving from the existing 2x11 equipment to the latest 2x12 has small changes that won’t appear that flash, besides the wheels. But on the bike, the subtle changes in comfort and ergonomics really add up, as did the changes to the brakes and rotors. I have always been happy with the performance from 2-piston Shimano brakes, but getting zero drag or rotor warp even when putting a lot of work through them is a nice change.

In terms of the 2x12 equipment and gear range, I’m on the fence. I think Shimano have limited one of the best attributes of their 12-speed equipment by not offering the 11-36t cassette with HyperGlide+. The shift performance, specifically how quickly it helps the chain moves across the cassette makes for faster and more secure shifts.

This is available at a Deore level in the mountain bike group sets, and I think many would appreciate it in an 11-36 cassette for 2x12, and potentially a wider range cassette for 2x as well. Many riders will love the wide range 1x12 options, but for those who prefer 2x they may not be served with a low enough gear for loaded bikepacking. I didn’t expect to use a 31x36 gear but did many times on a one day gravel ride which I don’t even consider to have very steep climbs.

That aside, Shimano have improved on what is already a versatile group set. The fact that it remains mechanical is fine by me, as this is a group set range that serves a very wide user base, and it is simple to look after – especially on multi-day adventures. Shimano has suggested that Di2 is coming, but didn’t give any dates. To me this only speaks to the versatility of GRX. Given the options in 1x12 and 2x12, I am certain that Shimano GRX will be seen on anything from all-road bikes to drop bar adventure rigs using droppers, suspension forks and 2.4” tyres. This is a versatile range that is bridging the gap between pure road and pure mountain bike use. And that’s a space where a lot of riders spend their time.

Mike Blewitt 103

FOX

PROFRAME CLYZO AS MIPS

Super light and full protection

Excellent ventilation

Youth sizes available

Not many

RRP: $449.99

Photos: Hayden Wright

From: foxracing.com.au

104

The Fox Proframe AS was an original trailblazer in the full-face helmet game, and it has just been updated during spring. A new look to the Proframe AS and overall functional updates give this already successful helmet a fresh start. New this season is a 3-position adjustable visor, new MIPS Evolve Core, a change in ventilation configuration and a new padding liner. Fox have also expanded sizing into Youth sizes for the growing rate of young riders.

I had a size small model sent in for testing, it clocks 709g on the scales which is truly light for a full-face helmet. With a youth size and medium and large, The Proframe AS should fit a wide variety of head sizes. The Proframe AS comes with a soft bag for light protection in transit, and meets the AS/NZS 2063 protection standard and the ASTM-F1952 downhill mountain bike certification standard as well. However the true design goal of this helmet is enduro riding and racing.

For a secure fit, the Fox Proframe AS comes with 2 cheek pad sizes and 2 rear pads in the helmet to achieve the perfect fit for your head. I have a pin head so I opted to install the fatter cheek pads and rear helmet pad for a good fit. There is a whopping 15 vents and 9 exhaust vents that keep air coming in and hot air flowing out. Living in Queensland it’s nice to know the ventilation is top notch, but this will be appreciated by anyone who either runs pretty hot, or will be using the helmet for trail riding, eMTB use or enduro.

Construction of the helmet is a polycarbonate outer shell and EPS foam liner. MIPS have a new liner for this helmet also, MIPS Evolve Core to keep the brain cells even more alive in the event of an impact. This new liner is said to have a

better fit and ventilation, so it’s a perfect partner for the Proframe AS. ON THE TRAIL I have only ever used downhill full-face helmets, so putting on the Proframe AS was a bit of a foreign feeling for me. Not having that slightly heavier full-face on my head certainly lead to a different feel, but one that I appreciated as well. With more of a trail helmet feel to the padding it gives a very light sensation of protection – however the testing standards do back it up. Goggles are a good fit around the open face of the helmet, including with outrigger goggles, and the Proframe AS has an easy to find strap placement to make sure you don’t have any awkward goggle strap positions happening.

After riding my first descents with the Proframe it was noticeably cooler and lighter weight over a conventional full-face. While I did remove my goggles for the climb back up I didn’t find my head overheating and feeling like a sauna unlike my conventional full face. Being able to match better ventilation and comfort while maintaining the protection of a full face with a chin bar is something I can’t see myself moving away from.

I did find one of the cheek pads kept unbuttoning when putting my helmet on a few times. I had to take extra care holding the pad with my thumbs to keep them in place when putting the lid on. The upshot here is that the pads do help for a secure fit, so to have them super close is a good thing.

VERDICT With the reputation that the Fox Proframe AS has with its previous helmets its understandable how these light weight trail/enduro full-face helmets have kept their name at the top of the leader board. There is a lot to be said for having a lighter weight and well-vented full-face helmet. If it means you are reaching for more protection more often, then why not?

Gerard Lagana

Go far.

Stay close.

Speak with your friends while you ride, surf or ski Milo lets you and your friends enjoy hands-free group voice chat while on the move. No phones or Wi-Fi needed. Milo creates its own secure mesh network so that everybody in the group can share the moment, in the moment.

Walkie-talkie reimagined

The Action CommunicatorTM

www.okmilo.com

Photos: Mike Blewitt

VICTORINOX

SWISS TOOL SPIRIT X PLUS RATCHET L

Swiss made in stainless steel

Very wide range of locking tools

High-quality ratchet tool

A different tool bit mix would suit mountain bikers

RRP: $399

victorinox.com.au

Mountain biking is an equipment intensive sport, and so tools are a part of it. While many of us have owned a Swiss Army knife at some point, and likely still do, the cross over with our mountain bike needs aren’t massive. I almost always take a small one with me travelling, but what it does is limited. The Victorinox Swiss Tool range brings a lot of practicality, with a trade off in portability and pack size.

The model tested here packs in the Swiss Tool and case, and delivers full size pliers with cutters, flat head screwdrivers, size 1 and 2 Phillips head, bottle opener, can opener, file, knife, scissors and saw. All these tools lock into place with the full sized handle – something not always possible with multitools.

This set also includes a leather carry case, which holds a corkscrew attachment that locks into the unit for a T-handle, a teeny tiny screwdriver, plus small ratchet with extender, and 6 tool bits with room to store 4 more. The tool comes with a 3mm and 4mm Allen key, T10 and T15 bits and Phillips 0 and 3 bits. The tool weighs 210g, but the whole kit as shown with the case is 373g.

At 105mm long it’s an easy fit in the hand for everyday use.

IN USE The main part of the tool operates as you’d expect. The whole thing is stainless steel and made in Switzerland, so you know it will be good quality.

I really like that the folding tools are just the same as those that were on the variety of folding knives I had growing up.

From the ridiculously sharp mini saw, to the can opener and even the file.

The ratchet and tool bits really piqued my interest on this kit. The tool bits are a snug

fit in the holder and in the ratchet head alike. Being open backed, you just flip the ratchet around depending on whether you need to tighten or loosen said bolt. The length fits easily in the hand and the little extender means you can get to just about any bolt on a bike.

The only downside is the mix of tool bits – but they are a universal fit. I removed the T10, T15 and Phillips, to sub in my own Wera bits of 2, 2.5, 5, 6 and 8mm and a T25. All up the bit holder, bits, ratchet and extender weigh 117g and can adjust everything I need to on my bike.

VERDICT This sort of tool may be overkill for your regular trail ride, but some of the tools will really start to make sense on a bikepacking trip or even as part of your travel gear. If you have some tool bits already, there is great scope to modify the tool set and have a great range of tools in a light, flat packed size for everyday use when riding. Then, when you need something for more indepth travels, camping trips, or just to carry on your belt when you go to fix a fence in the back paddock, you can have the full range of tools in a high-quality, well-made multitool. This would be perfect for the rider who does a bit of everything, and likes to invest in items to use for many years to come.

Mike Blewitt

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DAKINE

DRIFT SHOES

Great support and comfort

Excellent grip

Tuck away laces!

There is an abundance of shoes to choose from on the shelf these days. From your traditional skate style shoe to lighter and more supportive footwear and of course rugged flat sole shoes for gravity use. There’s a world of choice and that is a good thing, as your feet are one of 5 contact points on your bike, and certainly the place where you can put the most strength through how your bike is going to handle. Dakine have stepped up to the plate to deliver the Dakine Drift Flat pedal shoe. With loads of features and tech in their flat pedal shoe it's definitely a dark horse amongst the array of options.

A CLOSER LOOK

May run warm in some climates

RRP: $99.99

From: dakine.com.au

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Dakine is known for a lot of products in the mountain bike scene from their infamous shuttle pads to back packs, protection, the list goes on. The Dakine Drift mountain bike shoe has a bunch of tech and functionality and this shoe brings plenty of features to a classic look.

Dakine have a supportive midsole for pedal stability, but

it runs to the forefoot to allow for plenty of toe flex off the bike. There’s a reinforced EVA midsole plus another layer of EVA foam beneath the footbed to provide even more comfort. On the pedals the DK Ultra Grip Rubber outsole is said to provide plenty of grip on pedals or terrain.

I have been riding flats since day dot and like all flat pedal riders I have done my time on 5.10 shoes and it really has been a challenge to find that equivalent connection between the pedal and shoe. There are lots of nice touches with the Dakine Drift shoes. I like to have tidy laces and this is my first encounter with Dakine’s Tuckable Lace pocket. As the name suggests you can tuck your laces up into the tongue of the shoe to keep them secure giving your shoe a clean, laceless look. Riding in wet and filthy conditions I could see this being a great feature beyond the aesthetics.

Dakine use a perforated tongue to help with ventilation, as being a solid upper shoe, there isn’t much air flow or ventilation across the top of the shoe. Still, for those riding in a wetter climatse the solid upper would be great for

keeping your feet dry.

Dakine use a very roomy toe box, so that is spot on for people with wider feet that may suffer from squished toes. The toe box does have some stiffness to protect from impact. Not the firmest I have felt over the years but better then nothing for hopefully the rare toe to the ground impact.

ON THE TRAIL

VERDICT The Dakine Drift is a classic looking flat-sole mountain bike shoe, that hides a whole lot of great features. They match comfort and stability for use on and off the bike, and also have excellent pedal retention. The solid upper has some ventilation help via a perforated tongue, but some may feel they could get a little warm in the steamiest of climates. If that sounds like you, Dakine also sell the Drift Vent shoe in fits for both men and women.

Gerard Lagana

Photos: Hayden Wright

Thanks to sole of the shoe being like an onion with its layers of construction for support and comfort, I found the Drift to be very comfortable no matter how long I was riding. Whether it is a quick power hour lap or for big days from breakfast to dinner, there is something to be said about having good footwear on.

Not only does your shoe have to give you grip and confidence on the trail but for me I spend lots of time walking and standing in my shoes with camera gear and this is where the Dakine shoe starts to come alive. The thicker than usual comfort footbed innersole really helped give a bit more cushion. The in-house DK Flex Tech Shank core provided plenty of stiffness for the shoe, which helps for all day support. I think Dakine have found that fine line, soft enough for comfort on and off the bike but stiff enough for flatter hard landings on the pedals that you don’t feel your foot fold around your pedal. I have definitely owned some really stiff shoes thinking that would be great for stiffness

and support on the pedal but I ended up with aching feet every time.

On the pedals, the DK Ultra Grip rubber proved to play just the right role as an important connection between rider and bike.

This has a thicker sole tread to what you usually see on shoes but I think that is where a lot of impact absorption happens. I have had great grip in the past on pedals but as soon as I’m riding through braking bumps and holes, those forces cause my foot to bounce on the pedal. I’m happy to say that I didn’t have my feet bouncing on these sections of trail. Confidence is a huge part of being able to ride without hesitation into rough sections and concentrate on the trail, and the Dakine Drifts meant I could do exactly that, without needing to think about what my feet were doing.

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TUBOLIGHT

EVO GRAVEL INSERTS

Light and easy to fit

Lets you realise the potential of a gravel bike

Not truly essential

Light material may not be as robust as others over time

RRP: $119.99 (PAIR)

Fesports.com.au

Running tyre liners or inserts is almost standard practice for mountain biking. But when I first tested a pair of inserts for a gravel bike, I was ready to laugh at myself. That is until I rode on them and realised I could now use functional tyre pressures off-road in 40mm tyres. Since then I have continued to use tyre liners on my gravel bike, as it truly improves the ride. Having used the Tubolight EVO SL liners for over a year in my XC bike, I was keen to use their gravel model on the Factor LS long-term gravel test bike I built. The EVO Gravel models sell for $119.99 as a pair, not including valves. You don’t need special valves, but ones with a few air outlets do help. Tubolight have alloy valves in pairs and different colours for $37.99, or $46.99 for 70mm length models.

A CLOSER LOOK The Tubolight EVO Gravel liner is optimised for 19-25mm internal rims, and tyres from 37-45mm wide.

Just like the SL and HD mountain bike models, the design relies on a channel and two lips. The lips sit inside the rim well and are held in place by the bead of your tyre. There is then an internal channel between the liner and the rim bed, and then an external one between the outer side of the liner and the inside of the tyre. Compared to the EVO SL or EVO HD, the EVO Gravel has a pronounced centre, filling up a greater percentage of the tyre volume. No doubt this helps for the impact resistance. Each liner weighed about 37g on my scales. They’re not heavy.

FITTING Hands down, Tubolight are the easiest liners I have installed, although Panzer and Rimpact are close as well. It’s as simple as putting one bead of the tyre on, getting one lip of the liner over the rim edge, and then putting the other lip over. With most of the second bead on, this is the time to put sealant in. If you go via the valve the sealant will remain between the liner and rim bed – not the liner and tyre. I did need to use a tyre lever for the last 20%, but I seem to always have to do that. I used Pirelli Cinturato RC in 40mm when testing these inserts.

ON THE TRAIL Gravel may not be within your riding interests, but it edges into mine. What always kept gravel on the outer was the need to run higher tyre pressures to avoid rim damage or pinch flats. We don’t have much smooth gravel in my neck of the woods, and running inserts has let me take a gravel bike on some routes which I’d always thought were best tackled on a hardtail instead.

In terms of setup, compared to wanting to run 45psi or more, I can drop well below 40psi when running an insert however in the low 30s the tyres are way too squirmy for me. The weight difference is minimal compared to the confidence gained and traction available both climbing, braking, and on looser dirt or gravel.

One aspect of using a tyre liner is perceived extra rolling resistance from friction between the liner and the rim, and the liner and the tyre. I notice it on my mountain bike given the size of the rim and tyre. It’s not huge and not enough for me to not run an insert in my rear wheel – but it’s there. While I often ride with a power meter, I haven’t found a consistent way to validate this as you would need to ride a very consistent output on a set ascent to measure it. I sense other variables would be enough to impact results. This hasn’t been a concern with a gravel liner. I have way more scope to run the pressure I want, to the point that a gravel bike no longer seems like a silly idea, and the surface area contact is less so my perception of any extra resistance is negligible.

VERDICT I’m sold on using tyre liners on gravel bikes, and the Tubolight has been both the lightest and the easiest to fit and remove that I have used so far. They are an excellent insurance policy for fancy wheels, but more importantly they let you ride a gravel bike to its capability, with more grip and comfort than you might otherwise have in your wheel and tyre system.

Mike Blewitt

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by Dirty Possum

PIRELLI

CINTURATO RC TYRES

Broad performance window

Strong, airtight casing

Predictable grip across many surfaces

Premium pricing

May clog in mud?

RRP: $124.99

From: Fesports.com.au

Pirelli jumped into the off-road cycling tyre space in early 2019 with their Scorpion range, and they haven’t looked back. I was lucky enough to be invited to Sicily to ride on their first treads, casings and SmartGrip rubber.

Pirelli have taken a different approach with their mountain bike tyres, releasing conditions specific tread patterns across their XC, trail, enduro and eMTB tyres and of course their latest Scorpion Race range of Enduro and Downhill rubber. Pirelli’s Cinturato Gravel range began with Hard conditions, Mixed conditions and Soft conditions tread patterns and soon enough the Cinturato RC tread came along – looking very similar to a scaled down version of Pirelli’s truly exceptional Scorpion XC RC tread but aiming to be an all-conditions tyre.

The Cinturato RC sports a close centre tread for low rolling resistance, a tubeless ready bead for easy tubeless setup, quality edge knobs for grip, a strong casing for puncture protection and even a gravel specific compound that aims to decrease rolling resistance.

When I was building up the Factor LS long term gravel bike with Shimano’s latest GRX group set and wheels – the Cinturato RC were an obvious choice.

A CLOSER LOOK The Cinturato RC come in 40mm and 45mm sizes, and I had 40mm supplied for test. They also do a slightly stronger casing for the Cinturato RC X if you know you put a lot of pressure on tyres with sharp rocks and high loads.

The tyres use a 60tpi casing, compared to the Cinturato H, M or S that use 120tpi for a lighter and more supple ride. My test tyres clocked 506g and 507g each, below the claimed 540g.

This is about 60g heavier than a Maxxis Rambler in 60tpi with a TR casing, and over 100g heavier than a 120tpi casing Rambler.

I fitted the Cinturato RC up with Tubolight EVO gravel tyre liners and Joe’s No Flats Elite sealant.

They popped onto the bead with no problems or seeping, and remained that way throughout the test. The tyres inflated to 42mm on a 25mm internal rim, and I settled on 35/40psi front and rear.

ON THE GRAVEL My first ride on the bike was a gravel loop in the Scenic Rim, in south-east Queensland. It’s a mix of smooth gravel, rough and chunky gravel, roads and plenty of braking bumps on the dirt. I’ve ridden this route before on tyre setups that were too slick on the dirt, or too slow on the fast sections. The Cinturato RC did roll fast on the opening sealed road section of the ride, and I was pleased to find they found traction easily even on loose and steep climbs as long as I was seated.

While the edge knob is good, on the crumbly dirt roads on this route I still had to make sure I really picked my line. Your contact patch on a gravel tyre is so much smaller than even an XC tyre, and even with a versatile tread pattern and strong casing, there are clear limits.

Still, I was impressed with how the Cinturato RC rode.

With more time on varied terrain since this first ride, I have been impressed with how well the Cinturato RC handles the mix of terrain that most people will encounter on a gravel bike. It is very predictable across a wide variety of terrain, although I didn’t use it in any muddy conditions – as I can’t recall the last time it rained.

VERDICT I’ve come to find the Cinturato RC a firm favourite as a gravel tyre. Some gravel tyres have fairly specific use cases, or can lack the casing strength. Even the Pirelli Cinturato H and M which I bought last year didn’t quite offer the end use I wanted. I don’t mind changing tyres for suitable uses on my XC race bike, but on other bikes I just want to get out and ride. I’ve found the Cinturato RC has a very wide performance window to do just that, easily swapping from rougher off-road conditions to fast rolling speed on the road. It’s not a cheap tyre, but so far the wear rate has been excellent, and it could be a perfect set and forget gravel tyre for a wide range of riders as it comes in both 40mm and 45mm widths.

MIke Blewitt 113

Photos: Gerard Lagana

ENTITY

MK15 CARGO BIBS

High quality chamois for comfort

Excellent value

True to size fit

Some may prefer a different cut for standalone use with a jersey

RRP: $89.99

bikesonline.com.au

The cycling world has moved on from lycra being the norm, but a good pair of bike shorts is still the bottom line in comfort, if you can excuse the pun. The general thinking is that by removing the cotton underwear, you add a padded section that is formed to the approximate shape of a bike saddle, stitch it to a stretchy, form fitting material so it stays in place and doesn’t chafe, and that same materials deals with sweat better as well. Hey presto, greater comfort and hygiene.

A pair of bibshorts, where the padded bike pants are held up by a bib and brace arrangement over your shoulders, look ridiculous when worn on their own.

Clearly they are designed to be worn with a jersey.

Bibshorts have been my preference for over two decades, purely based on the best comfort when riding.

Be that with a traditional 3-pocket jersey for XC use, road and gravel, or via an ‘under bibs’ style that include a couple of pockets, something like the Specialized SWAT bib or Pearl Izumi’s cargo liner bibs, to wear under trail kit.

In the past few years, clothing brands have continued to evolve their bibshort offerings, and I rarely reach for a pair without pockets now – cargo bibshorts are my jam. Just like a dad in Bunnings will have the suitable attire of cargo shorts, loafers and a tired look on their face, many cyclists of all disciplines have adopted cargo bibs.

And I am one of them.

IN USE Entity deliver a pair of well-made cargo bibs with a comfortable chamois, two leg pockets and two back pockets for $90, which is close to one third of the price of some cargo bibs on the market. Sure, the material isn’t as fancy and the legs aren’t cut to World Tour length – but that actually means these are what

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I reach for if I’m kitting up for a trail ride. While most trail shorts and pants rule out the leg pocket, the back pockets are my go to with cargo bibs and trail kit. It’s a neat spot to put a phone, pump and multitool – and probably a snack as well. The pocket is a 60/40 split so you can fit something larger, and something smaller, securely.

Entity use a stretchy mesh upper that I have found very comfortable and breathable. It’s cut high at the back to keep the shoulders in place, and low at the front to make men’s nature breaks easy. But to me the real stand out is the comfort from the chamois for a pair of $90 bibshorts. Firstly, the bibshort design means the padding stays against you, not floating like a nappy as most liner shorts or trail shorts do.

That is a big win in comfort. I’ve also found the shorts to be comfortable for 4-6 hours out riding, which is impressive as well.

Thanks to the lack of rubberised grippers on the legs, Entity have made sure there’s no pulling at leg hairs with the bibs, and even when I used them on their own with a jersey on some gravel rides I still found they stayed in place – they’re just a little shorter than other cargo bibs on the market. This makes the leg pockets easier to use, especially for a phone for those who live for the ‘gram.

VERDICT Cargo bibs are something you use, or you’re happy with basic levels of comfort when riding. If I’m pulling on trail kit these are what I reach for every single ride. I have some other very nice cargo bibs in my clothing pile, and I will reach to those for the longest XC and gravel rides based on having a cut I prefer and materials that are more supportive. But they cost over three times as much as the Entity Mk15 Cargo Bib Shorts, without truly doing the job three times better. If you’re looking for more comfort and utility from your bike clothing, I’d highly recommend buying a pair of the Entity Mk15 Cargo Bib Shorts from Bikes Online. They’re a foundation piece for my trail kit now, and they also let me carry my phone and keys easily when grabbing some essentials at Bunnings on the way back from a ride.

Mike Blewitt

race the way you ride in...

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rockytrailentertainment.com

Photos outerimage.com.au

Superflow® Gravity Enduro Academy Schools Comp XC Marathon 24 Hour Solo & Teams Pump & Flow NEW Effervelo Gravel

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Photos: Mike Blewitt

SKRATCH LABS NEW PRODUCTS Moreish, lingering maple flavour

Natural ingredients

Light and crunchy

One was never enough!

These are on the expensive side so ideal for a special/ motivational indulgence

The folks at Skratch, led by Dr Allen Lim, are known for having turned cycling nutrition on its head a decade or so ago when they introduced real food alternatives and – wait for it – rice (!) to the deeply traditional road racing scene.

Over the years, the business has proved it has incredible staying power in the fickle and flooded sports nutrition market, with appeal across all kinds of endurance activities – and that of course includes mountain biking. Skratch Labs have remained true to their gut-friendly, top-quality values and create products that are gluten and dairy free, as well as free from nasties like artificial flavourings, weird numbers and letters, and ‘foods’ that flat-out shouldn’t exist (I’m looking at you, high-fructose corn syrup).

SKRATCH LABS CRISPY RICE CAKES - SALTED MAPLE & MALLOW FROM $6.20 Also available in Chocolate & Mallow and Strawberry & Mallow flavours, crispy rice cakes are made with a blend of brown, red, and wild rice plus quinoa, marshmallow. The maple flavour we tested are finished with real maple syrup, and this absolutely went down a treat with everyone who sampled them. The bars are perfect pocket size, super crispy and light, easy to chew and digest, and have a lovely lingering maple flavour without the sock-breath aftertaste of so many processed sports bars out there. They’re easy enough to eat on the go, and I have to admit taking them on a couple of long hikes and enjoying them trailside with a thermos full of tea – just to make the whole experience last a bit longer.

Like just about any food on the planet, these are a little hard to get down when you’re riding super hard or racing, so if you’ve pinning a number on, for God’s sake don’t waste a Crispy Rice Cake, keep them as a sweet reward on those long training days, or for a cromchy escape between runs.

Imogen Smith

SKRATCH LABS SUPER HIGH-CARB SPORT DRINK MIX – LEMON & LIME

FROM $88.95 (840G)/$8.95 (53G) Amazingly gut-friendly

All-day energy without the hassle of chewing

Dissolves relatively quickly

A large bidon needs about 125g of powder – you’ll get through a packet fast

If you just read the above and relate to not being able to chew when you’re racing or riding hard, you need to know about the growing trend for all-liquid or more-liquid nutrition.

Like all their other products, Skratch have taken a red pen to the ingredients list of their version of super-carb-rich sports drink, starting with a trademarked molecule called ‘Cluster Dextrin’ and finishing with sensitively balanced natural favours (in this case, lemon oil and lime oil). Cluster Dextrin is said to pack a bunch more glucose molecules into its structure, dissolve readily, and release these steadily into your bloodstream over time.

Like Skratch’s popular Sport Hydration Mix, this product has sufficiently high sodium to aid gastrointestinal emptying and tastes great. If you’re planning on using it in a competitive event, though, I’d recommend testing it out first, just to make sure your stomach is into it.

The sachets we tested were perfectly pocket-sized and handy for a couple of long adventure days on the bike, but a 53g serve only mixed up to about 300ml. To avoid stuffing your pockets with sachets, I’d recommend buying a bag and pre-mixing. Fill your pockets with food and spares.

Imogen Smith 117

SHOKZ

OPENFIT HEADPHONES

Great sound quality and battery life

Bass Boost!

Very comfortable

Buttons are a bit hit or miss

May not be secure for everyone

RRP: $289

From: shokz.com.au

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In early 2021 I was sent a pair of Shokz OpenRun headphones (above left, previously called Aftershokz Aeropex). They’re a one piece set of bluetooth open ear headphones that don’t occlude you ear canals, instead relying on bone conduction so you can hear the music you want to listen to, or podcast or phone call. I really liked them and used them riding, in my shed, gardening, to take calls when driving and for Zoom calls and the like. I’d still be using them except they died in late 2022 – likely from a whole lot of sweaty Queensland use. I ended up buying myself a new pair in August as nothing else I used proved to have the reliable fit while allowing me to be fairly aware of my surroundings.

Soon after, I was sent a pair of Shokz new OpenFit headphones. While they are still bluetooth and with an open ear design (nothing in the ear canal) they are otherwise totally different.

A CLOSER LOOK The OpenFit headphones use a design that has a comfortable silicone hook that sits over your ear, while the little speaker (or driver) sits near the targus (look it up, I did) and makes a little pocket of sound in your ear. They weigh a little over 8g each so are easy to forget. Your ear canal is open, but you get great sound quality. The fit is similar to Earshots, but there is no magnetic assistance. They’re very comfortable, but I didn’t feel like they would be as secure, and I was worried about all the other stuff in that area –

like sunglasses and helmet straps.

The Shokz OpenFit come with a charging case that also carries charge, enough for up to 28 hours of use. The case is palm size, so it’s easy to carry for travelling or even in a small trail bag for a quick charge on a big day on the trails Pairing is easy, and you can download an app to allow for customising the buttons. These are tap based, for long or short taps on both the left or right side. You can also add bass boost, or treble boost, or even customise the whole lot and save your EQ setup. There’s a microphone for calls, just like the OpenRun and just about all bluetooth wireless headphones.

IN USE Not everyone will choose to use headphones when riding.

I’m a fairly frequent user of them through the week, where my riding is usually 1-3 hours solo before work. I’d actually had many years without using headphones when riding, until I tested both the Earshots and the Shokz OpenRun. The latter became my go to for easy to use buttons to pause or skip tracks, take a call or adjust the volume. And as long as I wasn’t running lots of volume, it was easy to be aware of what was happenning around you.

The loop around the back of my neck was a little annoying, but it sure helped prevent losing half of a set.

While I was happy with the sound with the OpenRun, the quality of the sound from the OpenFit needs to be used to be believed. The driver is 18x11mm, which is pretty big for

Photos: Gerard Lagana

the size of the unit and larger than just about any earbuds.

I’m no sound engineer but that would no doubt have an impact on the sound quality. I’ve found with some small headphones you end up having the volume higher to hear better, but it sure doesn’t make the quality better. It’s just loud. I had no need to do this with the OpenFit, and I’m sure that’s a lot better for my hearing long term.

While I find the OpenRun buttons easy to use, with only the occasional ‘redial last number’ audio cue making me quickly fumble to cancel a call on my phone, the OpenRun are totally different. I rarely had them respond to the first tap. I did use the app to use a press and hold on either side for volume control up or down, with a double-tap skipping on the right, or for play/pause on the left. There are other settings, but you are limited to four options. In general, the buttons were never as certain as I’d hope for a set of headphones that cost $289.

While the OpenFit are very comfortable, I haven’t felt comfortable with their security, I’m always acutely aware that one may pop off and be lost. However, that hasn’t happened when taking a helmet off or fitting or removing sunglasses, but it remains something I’m aware of each time I use them on my bike. The thing is, just like the with my OpenRun pair riding isn’t their sole use. I use them for phone calls when driving, and by all accounts the audio is excellent for callers – less so if I take a call when riding and start going downhill, where the wind noise makes the microphone useless and I cannot fudge the fact that I am not working tirelessly at my laptop.

My music habits tend to revolve around set tracks or playlists on high rotation until I’m done with them. During this test period the Boiler Room set from Chase and Status was my go to. I added Bass Boost via the app and was thoroughly impressed by the sound. I wouldn’t know

enough to get the use out of the equaliser adjustments, but if you did you could really get the sound quality you wanted for different genres or uses, as you can save the profiles.

I was never let down by the battery life, and just popped the units back in their charge case when I was finished. I plugged the case in to charge with the USB-C cord about once a week. The app will let you know what percentage each headphone has in the battery and in the case – so there doesn’t need to be any guess work.

VERDICT I found the Shokz OpenFit very comfortable to wear, and easy to use in a set and forget fashion. Fit them up, set your track list and go. I also found them great for calls, when using my phone to receive calls, end them and adjust volume. In general, I avoided using the units for any adjustments as I found it more fiddly than the OpenRun that I purchased in August. That said, the sound quality and comfort is better – so if I didn’t need to change much, these were the pick. And while I’ve never felt the OpenFit are as secure as the OpenRun, they also haven’t gone anywhere and are more comfortable than the OpenRun. Through the week when riding I have found I reach for the OpenRun more often than the OpenFit. But the OpenFit are my choice for use for work and around the house.

While I have both at hand if I had to pick one I would opt towards the OpenFit based on sound quality, portability with the charging case, battery life and for comfort. They have ended up more stable than I expected and they have better sound quality than the OpenRun. I do wonder if people with smaller ears or longer hair would feel the same about the fit, so see if you can try before you buy.

Mike Blewitt 119

MOUNT REMARKABLE EPIC, MELROSE, SA Melrose sits about 2.5 hours north Adelaide, in South Australia. It is on the door step of the Flinders Ranges and the oldest town in the area. About 20 years ago, Melrose had around 20km of trails cut in lovingly by hand. This has grown over time, and the trails and town have gathered quite a popular following. It’s an easy place to drive into, park and ride. You won’t get in your car again until it is time to go home.

The Melrose Fat Tyre Festival (held in June) still floods the town with mountain bikers and their families who book the place out year-on-year. In recent years, Melrose has needed a bump up in trail distance to really attract more riders and riders who haven’t visited before. Enter the Mount Remarkable Epic Trail project as part pf the Remarkable Southern Flinders Building Better Regions Fund, which is a $10 million investment partnership between Commonwealth and State Governments. The project was facilitated by the Foundation for National Parks and Wildlife, with other project partners including the Nukunu Wapma Thura Corporation and local councils. On the opening weekend I had the opportunity to go down and ride with trail builder Garry Patterson of Trailscapes.

RIDING MOUNT REMARKABLE

Mount Remarkable dominates the skyline when you stay in Melrose – at 961m high you’ll likely spot it well before you arrive in town, especially coming up from Adelaide. It is of high cultural significance for the traditional owners, and the trail plan has come about with support from the Nukunu people.

The new Mount Remarkable Epic Trail is actually two trails, making a shorter and longer loop depending what you’re looking for. Both lead from the trail head right in town, through the camping area and towards the monument above town.

The North Face climb gets you up the hill, and it has a couple of steep faces to tackle. Trailscapes worked to keep the average gradient around 4%, so more often than not you’re traversing between switchbacks. After the first part of the climb you can see the trail cuttings ahead moving 120

around the spurs of the mountain. It’s a unique sight, and one you will often experience in high mountain ranges, but less frequently on Australian trails. The whole time, the pasture lands are a huge expanse below you, as you edge higher and higher.

Scree slopes are ever-present on the route, and one even has parts of a plane wreck from a crash around 1980. The trail criss-crosses the scree slopes and at one location you can look up to see more benches – or down to see where you have come from.

Near the top you hit the Bale Out trail head, a 6.5km blue rated descent down into Willowie trails. A consistent blue rated descent, it rides fast if you want it to, and has some fun features to connect off the main line. This takes you to the Green and Blue rated Willowie trail network with about 20km of singletrack, or you can pedal about 5km back to town on the rail trail.

For those tackling the whole epic, the climb carries on into some denser cover before starting the descent. What starts as shallow benches with small drops and minor step downs turns into a faster trail with steeper gradients and a few more line options. In time you’re diving between stacked berms on red dirt, before pedalling out into old pasture land on benched trail in the tall grass. This is a nice respite, and you feel a million miles from anywhere. The trail leads to a gorge where the line through has been trodden for well over a century. It crosses the dry creek bed, a life giving water-source for the Nukunu, before exiting towards a 9km stretch of hand cut singletrack.

At this point the trail really comes alive, with small climbs and descents, including some steeper runs on trail held in place by cypress pine and boulders. Eventually you return back to Melrose, finishing down Throwing Copper in the town trails network.

At times the trail is hard, the opening climb may see you heading uphill for the better part of an hour. But the views are some of the best delivered on an Australian mountain bike trail, more akin to the exposure you may experience on a backcountry ride in New Zealand’s Southern Alps, or in the mountain chains of Europe. The machine built trails with features and stacked berms add some thrills, and the

FACILITIES Toilets: In Melrose and at Willowie Drinking Water: In Melrose Parking: In town Trails Signposted: Yes, trailhead infront of The North Star pub Mobile Reception: Yes, on the front of the mountain Shelter: Not on the trail, in Melrose and Willowies BBQ Facilities: No Accommodation: Yes

brown dirt flow sections will give you some respite. This is one of the most complete mountain bike trails I have ridden in Australia, and I expect it will enthral any rider who takes it on.

If you want to get out of the park and into the mountains, this is a trail for you. I enjoyed riding it on a trail bike and I would feel comfortable riding it on my 120mm cross-country full-suspension given my experience on that type of bike. But it would also make a brilliant eMTB loop, with the pedal assist keeping the power down on the scree and giving some extra support on the back sections. You can hire one from Over The Edge in Melrose – call ahead and book if this is your plan. melrose-mtremarkable.org.au GETTING THERE

Drive north from Adelaide, expect about 3 hours via Balaklava, Laura and Wirrabara. You can fly to Adelaide from Australia’s main domestic airports.

TECHNICAL NATURE

The trail is rated blue/black. Overall it only needs a moderate level of technical ability as it mixes machine built trail, bench cut trails and some steep sections. There are no features that have mandatory gaps, and as a purpose-built trail you can expect to be able to ride all main lines with the right trail speed. The Bale Out descent does run fast and has a few minor features built into it for those who want to add some more technicality.

YOU’LL NEED

Photos: Mike Blewitt

Pack for 6 hours out on the bike. There are no water or food stops on the route, and depending on the time of year and time of day that you ride you could end up very exposed to heat, wind, sun or cold conditions. Take 2.5L of water minimum, snacks for half a day, a couple of tubes, pump, multitool and basic first aid kit.

DISTANCES

The whole loop is about 36.5km with 1500m of climbing and descending, but the finish will be amended by late summer 23/24 to finish back at the start, instead of through the town trails, so it will be closer to 40km. The

Bale Out loop to Willowie and back via the rail trail is closer to 28km.

LOCAL KNOWLEDGE

Ride early if it will be a warm day. The opening climb is in the morning sun and is a stunning way to start the day. Expect a bit of everything on the trail, but rock is part of that. Leave your light weight tyres at home.

WHEN TO GO

Avoid the peak of summer. The conditions were great in late October but overall March until mid-November will be the most pleasant conditions.

TECHNICALITY

••••• FITNESS LEVEL

•••••

WHILE IN THE AREA

Do more of the riding! The town trails and Willowie network are well worth a look. There is about 3 full days of riding to do while visiting Melrose. You should also spend some time sampling beers and gin from the greater area at Jacka Brothers Brewery, and spend time working through some of the amazing food options at Over The Edge. Melrose is the doorstep for the Flinders Ranges, which offer lots of camping opportunities. It is also on The Mawson Trail, making an ideal stop for bikepackers. If you're game - book the ghost tour as well!

LOCAL BIKE SHOP

Over the Edge on the main street will havce everything you need. With the full-service cafe on one side, you can get meals, coffee, and even some local produce.

The shop has a full workshop, clothing and other equipment, and bike hire as well.

REGULAR EVENTS

The Melrose Fat Tyre Festival is a long running mountain bike festival in June. It attracts a wide range of riders and the town is packed! Head to the Bike Melrose website for more details.

Bikemelrose.com.au Mike Blewitt

X-COUNTRY

••••• TRAIL

••••• ALL/MTN

••••• DOWNHILL

••••• JUMP

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J HOW TO GET EXTRA HEIGHT OFF JUMPS WORDS JARED RANDO

PHOTOS NICK WAYGOOD

umping can be a challenge in itself for novice riders but once you have the basics mastered and have overcome the initial fear, a really common follow on question is; “how can I get some extra height?”

Learning how to gain extra height is a great next step for your jumping technique, as it’s a stepping stone towards being able to get extra distance and being able to jump larger jumps safely and with less speed as well as progressing to taller and steeper dirt jumps.

The majority of jumps we come across on mountain bike trails these days are generally quite rollable, meaning they won’t have much in the way of a lip or kicker to help boost you up in the air and a whole bunch of rider input is required to gain some extra height. This style of jump is a great learning platform to learn the technique. As jumps progress in difficulty, they will get steeper and longer meaning less input is required, however the input and motion becomes even more important to hit them safely so learning the right technique on mellow jumps is a great place to start, Here’s how to get it done.

STEP 1 – COMPRESS YOUR SUSPENSION This is a critical element and unique to suspension bikes. As you lead into the lip, compress your suspension by pushing down with your legs. The motion is basically identical to a bunny hop. You’re not looking to squash the bike down, rather push down quickly with the aim of the suspension rebounding as you hit the lip and topping out as you take off. This is a pretty key part of jumping a suspension bike any time, but to get the extra height, you really need to focus on a solid pre-load of your suspension as you come into the lip.

STEP 2 – PULL BACK AND UP OFF THE LIP As you hit the lip, pull back and up on the bars. Think about lifting the front wheel into the air with the aim of having the rear wheel follow. Speed wise, look to go a little slower than you would to hit the jump normally as the extra height should carry you a bit further. Always start out on a small jump with minimal lip and a safe landing so if you come up short, it won’t matter too much.

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STEP 3 – SPOT THE LANDING AND FOLLOW THROUGH As soon as you can, spot the landing and aim to follow through the same motion with your rear wheel. The motion is really similar to a bunny hop off the lip off the jump. Once you are in the air and your front wheel is way up there, aim to lift the rear wheel to follow like you would in a bunny hop. Remember the aim is to land with two wheels at the same time, so the follow through of the rear wheel is critical and this is where the extra height will come from.

STEP 4 – LEVEL OUT As you follow through with the rear wheel, get your weight back and bring the bike up underneath you. As you get better, you can exaggerate the movement more and more, gaining extra height as you go. Bringing the bike up underneath you also helps keep it all a bit safer with your weight back rather than forward.

Remember to keep an eye on the landing at the same time and look to touch down with both wheels evenly.

STEP – 5 GENTLE ON THE LANDING As you touch down, aim to land as smoothly and gently as possible. Kind of like you’re walking on egg shells!

Learning to land gently helps maintain control and will also make things easier as you progress to larger jumps and the landings get progressively harder with the extra height.

Keep practicing, start small and work your way up! It can take a while to learn so don’t be deterred if you don’t get it right straight away.

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FIGHTING FATIGUE WITH FOOD Exhausted? Try these top nutrition tips for fighting fatigue.

M

WORDS ZOE WILSON APD

ost people feel tired at some point during the day. Likely causes include stress, lack of good quality sleep or lifestyle factors like diet or exercise. Fatigue, however, is something a little more serious, particularly for athletes who are training hard and not fuelling well enough. So, if fatigue is negatively impacting training or racing, it’s time to maximise nutrition to boost energy and performance.

COMMON CAUSES OF FATIGUE IN ATHLETES

There are several reasons why fatigue may set in for athletes. Lack of sleep is an obvious one, but other reasons include over-training without enough recovery time, dietary factors, stress, and medical causes like iron deficiency anaemia or sleep apnoea.

First things first, it’s important to rule out any medical causes with a GP, as well as to discuss your training load and racing program with an accredited exercise scientist or certified coach. Assessing sleep habits and other lifestyle factors like stress and making changes where

WATCH IT! A smart watch that tracks metrics like sleep quantity, sleep quality, and fitness and recovery can be a useful tool to help identify symptoms of fatigue. Keep an eye on resting heart rate, heart rate variability and the length and quality of sleep.

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PHOTOS TBS, PIPER ALBRECHT

possible to reduce the impact is also important. From a nutrition point of view, there are many factors can contribute to fatigue and most are easily manipulated to see improvements in fatigue levels: POOR FOOD CHOICES A busy life which includes spending hours on the bike each week can leave little time for grocery shopping and food preparation. Relying on processed foods, grabbing lunch on the run, and living on coffee for an energy boost? It’s time for a rethink. Insufficient whole grains, lean meat and dairy, fruit and vegetables can lead to fatigue due to a lack of energy, protein, and vitamins and minerals like iron or B vitamins to support training. Caffeine can also interfere with sleep patterns, compounding the problem further.

Instead of relying on food you can grab on the go or ordering delivery, make shopping and food prep a priority (even if you use a meal kit delivery service to do the prep for you!). Include a wide range of foods each day (lots of colours means lots of different nutrients) and keep good quality snacks on hand as an additional way to boost nutrient intake.

NOT ENOUGH ENERGY INTAKE If training increases but the amount of food eaten doesn’t, an athlete may experience low energy availability, leaving inadequate energy to support good health and normal bodily function. Fatigue, unintended weight loss and loss of menstruation for women can all be signs of not

SYMPTOMS OF FATIGUE Fatigue isn’t just feeling a little sleepy after lunch or when it’s time for bed.

Symptoms of fatigue that are concerning can include: • Increased resting heart rate • Reduced heart rate variability • Sudden weight loss • Loss of appetite • Increased illness or injury • Loss of enjoyment in training • Training feeling harder than usual • Poor recovery • Sleep disturbances • Changes in mood • Reduced performance

eating enough energy to meet training needs.

Increasing portion size as well as increasing the proportion of good quality protein and carbohydrate at main meals will help to increase energy intake. Having energy-rich food and drinks available before, during and after training, as well as for snacks between meals, can also help to meet additional energy needs and ensure there is enough left over for the body to function at its best.

NOT ENOUGH CARBOHYDRATE INTAKE Carbohydrate fuels exercise and eating insufficient carbohydrate can lead to a depletion of muscle glycogen stores. Low muscle glycogen leads to fatigue, lack of energy to trin, loss of muscle mass and poor recovery.

To replenish muscle glycogen levels, be sure to eat carbohydrate regularly throughout the day at meals and snacks. Also think about targeting carbohydrate intake around training sessions (before, during and after) to fuel sessions appropriately and get the most from training.

DEHYDRATION Dehydration also negatively impacts performance, reduces decision-making (not great when hitting the trails!) and increases fatigue. Ongoing dehydration can also lead to headaches, nausea and poor concentration. Focus on fluid intake during warmer weather and high-intensity or long sessions as this is when fluid requirements increase significantly.

To check hydration status, check the loo – dark

yellow urine? Up fluid intake by drinking with every meal and snack as well as during and after training sessions. A sports drink or electrolyte tablet can help – these are more easily absorbed by the body and can make it easier to drink more, too.

If you’re unsure as to how much or what to eat, see an accredited Sports Dietitian for personalised advice.

NUTRITIONAL STRATEGIES FOR BUSTING FATIGUE Shop weekly and prepare meals and snacks so food is at the ready Eat a range of good quality, unprocessed foods each day. Include a range of wholegrains, protein foods like meat and dairy, and fruit and vegetables.

Eat a carbohydrate food with each meal and snack.

Wholegrain bread, rice, pasta, starchy vegetables fruit and dairy are all good options.

Eat to support training. Go for easy to digest options like a banana, toast or cereal prior to training; a sports drink, specific sports food or rice cakes during sessions longer than an hour; and cereal, sandwich or smoothie after training.

Include iron rich foods every day. Animal products like meat, chicken and fish are the best sources, as well as green leafy veg. A GP can help investigate iron deficiency and recommend supplementation if necessary.

Including a drink with every meal and snack will assist with daily fluid needs.

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TRAINING TRAIL SKILLS FOR MORE SPEED

W

WORDS ANNA BECK

hether you are an XC goat or a gravity gremlin, it’s undeniable that mountain biking in it’s current form is as technical as it has ever been. While we understand the need to prepare our body for the task of undertaking these races, figuring out how and when to fit in skill and trail based technical sessions can be difficult.

This probably doesn’t need to be said for all riders; gravity groms and downhillers in particular are great at playing on their bikes.

For riders that are time-crunched, however, their main riding could be commuting and doing a social trail ride with their mates on the weekend, and dedicated skills practice can fall by the wayside. Sometimes crosscountry or gravity athletes that enjoy the suffering of watt watching and long miles more than the joy of accomplishing that massive drop can be missing out on key elements of performance by ignoring skill development.

So let’s look at ways to incorporate skillbased trail time into your weekly schedule, to make sure you can be the fastest rider you can be: whether that is racing your mates or lining up between the tape!

CARVE OUT TIME FOR JIBS Making time within your weekly training schedule for a dedicated skill development ride can exponentially increase the speed of your skill development. For many of my athletes this means setting the agenda before

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PHOTOS JACK FLETCHER

the ride before getting out there, and either heading out to achieve an improvement in one specific area or adding on 10-20min of dedicated skills park, pump track or carpark skills alongside weekend trail rides with mates.

For those with kids, pump tracks can be a lifesaver. Fun for all ages and a great way to work on your pumping, manualling and jumping skills, a few hours at the pump track can mean you can improve your skills while hanging with the fam: win win!

PICK YOUR FOCUS It’s one thing to go out and say you’re going to do a session working on skills, but heading out with a goal to ‘practice skills’ but no focus on what and where you will practice them can often lead to just trying to rail each trail as hard as you can. While this is fun, this approach is less effective and can entrench bad habits when compared to spending dedicated time on specific skills.

Instead, pick a specific skill to work on (bermed corners, flat corners, rock gardens, step-ups etc) and identify locations where you have options to work on these. Do you keep up with Dave on long straight chundery tech but he drops you like a potato in corners? It may be a sign that turning is a key skill to work on. To start with it may be one berm, then working towards linking corners together with good form and focussing on key components of the skill such as braking to

managing entry speed to exit faster, line choice and set up, body position and feet position and vision. From here, try implementing these cornering skills on a whole trail. Don’t stress if you revert back to old habits, or muck up a few entries to corners: the golden rule of skill development is progress! If you manage to nail 4 corners out of the 6 key moments on a trail but before you were riding all 6 really poorly, that’s a huge improvement.

If you’re ready to do some skills training, but less sure of what optimal execution of a skill should be, check out reputable skill channels online or even better: get professional feedback from a mountain bike skills coach.

USE VIDEO FEEDBACK Sometimes what we are doing and what we feel like we are doing is vastly different.

Think about that time your friend made a video of you doing an epic drop and you look back on it and realised that while it felt huge it was actually 50cm tall. Likewise, our perception of what our body is doing can be wildly inaccurate.

Enter the smartphone. We all have an amazing skill feedback tool that we take on every ride. Simply set up your smartphone using a very high-tech set up of rocks, logs and sticks, hit record and do your thing.

Review the video, fix any glaringly obvious errors thinking critically about what you’re

FUN SKILL SESSIONS TO TRY OUT ROLLIE RUNS Key skills: Trail efficiency by focusing on pumping, more effective braking and line choice Why? Being efficient is so important in all mountain bike disciplines: when we can use the trail effectively for free speed we can often generate far more speed than merely mashing on the pedals then braking hard and inefficiently. Think about how much better you will ride at the end of a long enduro if you have saved the legs and reduced all that pedal mashing.

-Head to the top off the trail that you think you could MAYBE roll all the way down without pedalling.

-Roll down the trail, focusing on maintaining trail speed by pumping the trail, braking less and opening up corners/choosing faster lines: without pedalling.

-If you come to a near stop on a flat or mild climb, count the number of pedal strokes you need to get through the trail and assess why that was: could you manage more speed into that section?

-Try it again: can you get through it without pedalling or at least with fewer pedals?

trying to achieve, and then try again. Take another video and compare, did you improve?

What can you take away from the process?

The beauty of videography is that you have a time stamped record of your progress, and when you get over self consciousness and the awkwardness of watching yourself on video, it’s amazing to see the process of developing skill over months or years. Make this easier by riding with a compliant friend or purchasing a cheap bendy tripod for extra camera stability.

IMPLEMENT RELEVANT TECHNOLOGY We have had watts, heart rate, cadence and a range of other sweet data for cycling fitness, but we haven’t had much other than recording times (thanks Strava!) to track skill development. The problem with Strava is that you can have marginal improvements with bad technique if you just get really brave or really fit.

Enter the BrakeAce, a brake power meter designed across the ditch in New Zealand that

allows you to track your braking activity on a trail or portion of trail. As we know the key job of brakes is to slow you down, limiting braking and using brakes more effectively leads to substantial gains in trail speed.

Having used the Brake Ace for a few months, it was an amazing tool that assessed the intensity and duration of braking events, identified key opportunities for growth, allowing you to try better braking behaviours and see how that impacts overall trail time.

Check out my BrakeAce review online.

For those of you without access to extra tech, there is always Strava and video, but don’t forget about all the other technology we know and love: tubeless tyres, tyre inserts, suspension settings (and ShockWiz!), modifiable geometry: these are all aspects of your bike build that can add or detract from trail speed. Keeping note of your default settings then, for example, changing up a rebound click or two and doing a run, or changing your tyre pressure 2psi (one at a time) is key in understanding your optimal settings for traction and speed on the trail.

SIMULATED COURSE PRACTICE Key skills: Line choice, synthesising a run in a short period of time Why? When we get to events or even new trails, we often have to absorb a lot of new information quickly. By practicing the process of breaking a trail down into key parts, we can learn about what parts will bring us speed, what lines we need to navigate the trails quickly and safely and how to best use our time on the trail.

Course recon is best kept for trail networks you haven’t ridden or are less familiar with, but you can implement this on your local trails by thinking critically about the line choices and decisions you automatically make.

-Head to a new trail, and give yourself a ~45min time limit (ie this should be for one long gravity run or key features in an XC lap).

-Stop and look at key features, taking note of where they’re located (ie: entrance and exit: looking for free speed) and what line options are available, and what is comfortable for you.

-On each feature, commit to trying a line within 5min, then move on: time is of the essence.

-If possible, attempt multiple lines.

-Continue throughout the lap/descent until you have completed the run, then complete a lap with selected lines.

Anna Beck is a Level 2 cycling coach and 2018 XCM National Champion, and coaches a range of athletes. gritcoaching.com.au

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THE PROCEDURE Remove and clean the bearing There are many ways to remove a bearing, highly specialised tools, bearing pullers, blind bearing pullers, punches, presses, you name it. Each brand likes to use their own method but the concept remains the same. Getting a bearing out straight is the aim of the game and hitting out one side of it with a punch, while it can be effective and sometimes the only option, it can damage the bearing seat, make it skew sideways and bind making it more difficult to remove or even worse, collapse the bearing and leave behind the outer race only. Pull or push it out straight and its going to save a bunch of time.

1

HOW TO SERVICE CARTRIDGE BEARINGS WORDS RYAN WALSCH

PHOTOS JORDAN RIDDLE

There are many reasons you may find yourself here and reading this article, but at a guess it's because you’re on the hunt for a noise or rumbling from your bike. It might be a creaking or cracking noise, or an intermittent one after 23 minutes of riding at a particular temperature. But whatever it is, chances are you may have a bearing that’s screaming out for help and most likely some lubrication. In most cases I recommend that if you’ve gone to the trouble to get it out and it feels terrible, pop a new bearing in its place. This service procedure however is for those who cannot get a replacement in time or if the bearing feels ok and it is just a bit dry.

HOW TO IDENTIFY A BEARING ISSUE

Many of the creaking issues we see are caused by moisture and debris ingress into or around bearings of various locations.

Bottom brackets are often to blame however not always the source of the noise. Headset bearings, linkage bearings and hub bearings could also be the cause.

Other than hub and bottom bracket bearings, linkage and headset bearings do not fully rotate, often only rotating a few degrees and under high load. These bearings always seem to become full of crud and can creak and groan if not cleaned and greased. Often freeing them and getting them moving again will resolve the issue, or at least prolong it until a new bearing can be fitted.

TOOLS NEEDED

A grease gun, a Stanley knife with a fresh blade, kerosene, clean rags.

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Remove the seals To remove the seals, we like to use the sharp point of a Stanley knife, carefully insert the blade point under the edge of the seal and lift outward, be careful not the bend the thin steal washer within the seal as this will make it harder to reinstall, damage the seal and make it easy for water and debris to get into the bearing after reinstallation, Do you need to get the bearing out to check if its dry and needs grease? Sometimes no, the seal may be visible when the pivot bolt is removed and a simple check under the seal will tell you how the bearing is doing, better still if in the case of a hub or linkage remove the shock or wheel from the bike and move the bearing, if it spins freely and isn’t rough chances are some fresh grease is all it needs.

2

Cleaning the bearing We have shown how to clean sealed bearings in a jar of Kerosine or distillate, we use a heated ultrasonic cleaner in our workshop normally however not everyone has access to this fantastic bit of wizardry, a jar and degreaser can still be very effective. Alternatively we found some small Ultrasonic cleaners for under $50 which can be used with hot water/degreaser solution.

Soaking the bearing in either of the above cleaners or shaking and agitating the solution will dissolve old grease and debris from the innards of the bearing, if the bearing is in a really bad way or was seized, we sometimes will remove the bearing and give it a spin which will further free up the bearings inner workings.

3

Dry the bearing Wearing ear and eye protection, we use a small amount of compressed air to blast the moisture and debris from the bearing, drying the bearing in the sun or on a dry cloth will also work.

4

5

Re-packing the bearing There really are lots of grease types, but generally there are two main greases we use and would recommend for the two main bearing applications on the bike. Does the bearing in question need to bear load (ie a linkage bearing) or does it spin (a hub or bottom bracket)? For load bearing bearings, typically a full complement bearing is used (no inner cage holds the bearing) which allows for many more bearings to be fitted and carry the load and we would repack these with a thick, high temperature waterproof grease. The thicker consistency doesn’t spin as well but repels moisture and debris evryu well.

The second grease we would use is a finer synthetic grease like Slickoleum, we use it in suspension applications and bearings that spin like hubs, with a lighter and smoother consistency it causes less drag and will spin faster, it’s highly resistant to moisture but not as good as the above.

Inject the grease with a grease gun, or push/smear grease in with applicator or finger, be liberal, it will press in further when the seals are reinstalled.

6

Reinstall the seals Gently press the seals in with your fingers so to not damage them, wipe the excess grease off.

Reinstall the bearings Your bearings are ready to go! Depending on the application and location of the bearing, reinstall the bearing following the manufacturers recommendation, usually with a thin smear of grease to fend off moisture ingress and in turn creaking and noise!

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SYNTHETIC

CARBON

MID-FOOT CLEAT RANGE

Rider: Paul van der Ploeg Photo: Mick Ross/Flow MTB

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