Australian Mountain Bike 210 by Adventure Entertainment

TREK TOP FUEL, SPECIALIZED STUMPJUMPER, GASGAS MXC

MOUNTAIN BIKING THE GREAT WALL OF CHINA

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#210

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PHO T O : NICK WAYGOOD Brook Macdonald party scrubs his way down Dirt Merchant in Whistler, British Colombia 8

PHO T O : NICK WAYGOOD Max French (8yo) drops into a vertical rock slab far above the valley in Whistler Bike Park, British Colombia

P HO T O : CL ANCY K ELLY From the east coast to the top of the e-EDR ranks. The top of stage 4 had riders puzzling, Ryan Gilchrist went on to take out the stage on his way to his first win of the season in Finale Ligure. He currently leads the overall heading into the final round of the season in Loudenvielle. Bring it home Gilly!

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Contents ISSUE #210

FAST TRACK 19 21 29 32 35 37 38 40 41

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

FEATURES 42 THE FUTURE OF CONNECTED BIKING We explore how technology and AI are making your e-bike ride better. 44 A BEGINNER’S GUIDE TO GRAVITY GIRLS Emma explores her new found passion for mountain biking and adventure at Thredbo, with the help of their Gravity Girls coaches 46 QUAD CROWN  SUNNY 80 We wander up to the Sunshine Coast for a warm winter reprieve featuring beach, beers and a bike race. 50 LET’S TALK INSURANCE  WHAT MOUNTAIN BIKERS NEED TO KNOW Margot deep dives into the world of insurance options for mountain bikers. 56 BEYOND THE GREAT WALL Martin Bissig and Tom Öhler travel to China to mountain bike the Great Wall… and ride trails designed and built based around YouTube edits of Whistler.

65 2024 AMB PHOTOGRAPHY AWARDS The 2024 AMB Photography Awards winners are unveiled – who will be our Photographer of the Year?

TESTED 92 Trek Top Fuel 9.8 96 Gas Gas MXC5 100 Specialized Stumpjumper 15 104 Bontrager Sainte-Anne XR Pro 105 Bontrager Gunnispn Pro XR 106 SRAM Eagle Powertrain 108 Campagnolo EKAR GT 110 Campagnolo Zonda 112 Maxxis Aspen ST 113 Sea to Summit Telos TR2 116 TranzX EDO1 Dropper 118 Sea to Summit Sleep System 120 Places That Rock 122 Skills 124 Nutrition 126 Fitness 128 Workshop COVER: Stu Ross aka Bikebot’s category winning image of Arlo Costa at the You Yangs on Bandages of Glory. This image was a standout amongst voters and AMB judges alike. THIS PAGE: Evie Richards drops into the controversial rock-garden at the Crans Montana World Cup. Wet and wild conditions added extra challenge in an already super technical course, Richards motored to 5th. Photo: Bartek Wolinski / Red Bull

Photo Credit: Adrian Tuck Wild Earth Athlete Amie Boyle

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Editorial enquiries anna@adventureentertainment.com Editor Anna Beck Art Director Allan Bender WORDSMITHS Anna Beck, Kath Bicknell, Zoe Binder, Martin Bissig, Mike Blewitt, Ella Bloor, Max Hobson, Adam Kelsall, Margot Meade, Craig Meinicke, Ben Morrison, Chris Panozzo, Jared Rando, Ryan Walsch, Lane Williams, Zoe Wilson, Emma Wilson, Hayden Wright PHOTO GURUS Piper Albrecht, Beardy McBeard, Anna Beck, Dominic Blissett, Mike Blewitt, Cahn Butler, Charlie Edis, Gerard Lagana, Riley McLay, Judah Plester, Isaac Richardson, Jordan Riddle, Stu Ross, Matt Rousu, Jeremy Shepherd, Karl Shepherd, Spurlo Style, Nick Waygood, Anthony Zan ADVERTISING National Advertising Manager Ash Munro ash@adventureentertainment.com +61 402 14 88 66 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 © 2024. 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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WHEELS OF CHANGE WORDS ANNA BECK PHOTO GERARD LAGANA

My first real mountain bike was a white Apollo with Shimano SIS shifters. Prior to this, I had many other kids bikes (see photo evidence), but this was the real deal—26 inches, knobby tyres and a rigid fork that was of the early 90’s era. I could ride a bike, but that step up from the 20 inch BMX beater riding around the backyard to writing a real 26 inch seemed monumental. A pretty big step to make when you’re about six or seven years old. We lived on, what felt like at the time, a big hill. Like many kids, my parents were there to scaffold the way to bicycle freedom. Riding down that big hill, my dad held the back of the seat so I can feel a little bit safe without transition to the big wheels. All of a sudden I was flying! I must’ve been going 20 or 30km an hour. Looking back, dad was in the far distance. I was going it alone. I was pretty mad about this breach of trust and push out of the nest, but I survived. In many ways this is a completed story arc; from kid on bike, wayward teen, finding bikes again in early adulthood and working in and alongside the industry while finding my personal limits behind the bars. This time there’s no blindsiding as I step into the role of editor of AMB. Mike has been holding the seat this issue and by the time this hits the print I will be pedalling solo. This magazine represents a collaboration between editors outgoing and incoming, and in the future you will see some subtle changes, but in it’s essence AMB is about serving you, the reader, luscious content and information. In the future, I look forwards to exploring and showcasing mountain biking in its many amazing forms: from freeride to downhill, bike packing to cross-country. What all these disciplines feature is a love for the outdoors, zest for two wheels and a need for adventure. As an aside (and rant), when I read

comments on World Cup cross country racing in the mud there are always comments about these world class athletes being ‘roadies’, despite the fact that in the corresponding downhill event—also in the mud—there are just as many people having a struggle and slip and slide. Dissing other disciplines isn’t cool. Bikes are bikes, by default they’re awesome. All bikes are cool. That’s what we are about at AMB. For 210 we introduce a new voice and contributor Adam Kelsall aka: coach extraordinaire and mega brain, as I pass the torch to him for the fitness column. We also feature a very weird and wild experience riding bikes in China, and discuss some really important things for every rider to consider regarding insurance for mountain bikers. And of course, it’s the AMB Photo Awards issue, so sit back and enjoy some visual escapism from some of the best photographers in Australia and New Zealand. So dig in, enjoy 210 and remember: just because you wear lycra/ride a downhill bike/ prefer flats or clipless pedals/prefer riding with a motor, doesn’t mean everyone else has to. All bikes are cool, and at one stage we all experienced whizzing down that hill on our first ‘big’ bike on our own. Let’s lift each other up rather than tear each other down, and remember: all bikes are cool. Peace! AB 19

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AUSTRALIANS WHO GET THE MASTERS RAINBOWS! Cross Country: Adrian Jackson (40-44) John Leslie (80-84) Sarah Collis (55-59) Sharon Heap (60-64) Beverley Anderson (65-69) Imogen Smith (40-44)

Downhill: Libby Thomas (60-64) Kellie Meehan (55-59) Fiona Langfeldt (50-54) Mitchell Delfs (35-39)

MASTERS WORLDS David ‘Tinker’ Juarez, heading down under he 2024 UCI masters mountain bike T world Championships was held at the for a warm Queensland summer in tropical iconic Smithfield trails in Cairns from the 15th to 19 May. As a masters, world championships riders must be over the age of 35 to compete and both cross country and downhill disciplines were offered. Cairns is no stranger to high-performance mountain biking, previously hosting the world championships in 1996 and more recently in 2017. In the past few years, Smithfield has become home to the Australian iteration of Crankworx. For those of you who are full of mountain biking in Australia for a while, the start list would throw up some familiar names with the likes of Michael Ronning, Andrew Blair, Chris Jongewaard, Ryan Leutton, Imogen Smith, Sharon Heap and Adrian Jackson lining up in the fight for the rainbows. International names included the likes of mountain biking icons Lee McCormack and

paradise…with a side of flat out racing between the tape. The Smithfield trails were one of the first UCI World Cup trails to include big, burly features at a time when steep climbing and natural technical sections dominated the cross country world cup. Both the downhill and cross country courses offered many technical features, with the difficulty increased by wet weather in the downhill finals. For the cross country race, iconic sections of trail such as Jacobs Ladder that featured in the 2017 World Championships course, was rebuilt specifically for the event. This ensured that riders needed more than fitness to claim the coveted rainbow jersey. UCI Masters World Championships returns to Cairns in 2025, so if you’re over 35 it’s time to get training! 21

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DANCING WITH THE DEVIL

Digital Manager Maxi speaks about his experience cutting deals with the devil at the 2024 Gravel National Championships at the Devils Cardigan

WORDS MAX HOBSON & MARGOT MEADE | PHOTOS BEARDY MCBEARD

n June 2024, Tasmania’s MTB and gravel hotspot known as Derby, became the playground for one of Australia’s premier gravel events, the Devils Cardigan, for the third time. This ‘devilish’ gravel race attracted elite and recreational riders alike from across the nation and once again played host to the Auscycling’s Gravel National Champs (raced over a 106km course). Devils Cardigan also put on a 52km shorter course and both events had multiple racing categories to cater for all experience and fitness levels. Before we go on, did anyone mention the weather? No? Ok, let’s talk about arctic chill, for a bit. Anyone who’s been a regular at these events over the last few years will know all about the frosty early morning temps on the startline and the need to do an extra lap or two to warm up and prepare really well. You won’t get away with a flimsy Queensland winter jersey at this place! This year was no different and there are plenty of photos to prove it (Enter: riders rugged up in cardys and beanies!). But the gravel gods were smiling on everyone this year with no sign of the torrential rain that muddied the

course in 2023, making it a record breaking super fast race. There was an excited vibe all around Derby in the lead up to the race. On the morning of the Devils Cardigan 2024, Derby was buzzing. As everyone anticipated, it was icy cold with frost settling on the trees and heaps of mumbling from everyone about how cold it was. Derby looked like it had a thick blanket of fog thrown over it as a sea of riders warmed up all along the Derby streets - nervous but excited about what lay ahead. Everyone’s race experience would have been a bit different but there were all smiles at the finish line in Branxholm (ok, let’s be honest: some were actually grimacing!). So a Little Rivers ‘Devils Cardigan’ beer was just the thing to revive the tired bodies. Never had a beer tasted so bloody good. With the races all done for another year, it was obvious this was another successful Devils event. Branxhom was jam-packed with riders telling their mates about what happened, like stories of flat tyres, aching sore bodies, lost water bottles and nasty pinchy climbs that lasted forever.

After a bit of a freshen up and presentations at the local hall, everyone flocked to the Dorsett Hotel in Derby for a well-deserved and eagerly anticipated banger of a dinner, chat with mates and another beer (or 3) by the fire. Another Devils done and memories made.

THE LONG COURSE (NATIONAL GRAVEL CHAMPIONSHIPS) If you think you’re going to get it easy by doing the short course then you’re mistaken. Both the long and short courses that make up the Devils Cardigan have long unforgiving climbs, gnarly descents and Instagram-worthy picturesque landscapes. But the National Gravel Champs course is a cut above in terms of grunt, fitness level and good preparation that’s required to finish it. It consists of 106km of rugged terrain with roughly 2300m of vertical ascent and for those who’ve been brave enough to tackle it, it’s no easy feat. The gravel isn’t what riders would normally call ‘champagne gravel’ which is usually smooth ‘road like’ gravel.

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The gravel found in Derby is more like a rocky mountain bike trail in most parts.

THE 2024 ELITE WOMEN’S RACE The women’s elite field had a separate start to the men’s race and they set a solid tempo up the first climb, Mutual Valley. The group of 13 ladies in the women’s elite field dwindled down to just four by the top of Mutual Valley and included reigning champion Justine Barrow, Courtney Shewell, Ella Bloor and Cassia Boglio. These four riders descended down the first descent of the day, named Dead Horse Hill Descent. Cassia Boglio punctured on the rough rocky terrain which left just the 3 women Justine Barrow, Courtney Shewell, Ella Bloor racing into the Ralph Falls climb. Justine felt motivated to set a high tempo on Ralph Falls but was unable to detach the two rivals in the first part of the climb. A couple of men’s elite groups passed the three women, giving Justine and Courtney the opportunity to jump on for part of the climb, however Ella was unable to do so. These two riders rode together into the third climb which was called Unnamed Climb of Hell (frightening no?). Then Justine created a small gap which grew into a sizable lead that she extended over the False Flat section, roughly 70 kms in. The

two then came together again towards the end of False Flat before the descent into Ringarooma. Justine created another gap up the final climb before the Branxholm finish which was quickly shut down by Courtney. The two then rode into the finish straight together where Courtney inched her way past Justine in what was a nail biting sprint finish that crowned Courtney Sherwell as the 2024 Elite Female Gravel National Champion.

THE 2024 ELITE MEN’S RACE The elite men’s race consisted of 47 quality riders from all over Australia. The men started fast and a large group of riders formed on the first climb up Mutual Road. The pace was fast, pushing well into threshold territory for the first 15 minutes. Defending Cardigan wearer Connor Sens had his first unlucky encounter at the top of Mutual Road right after the Mutual Valley climb, where he crashed off the side of the trail. The first of the big descents was called Dead Horse Hill Descent which goes straight into the first feed station. This became a pivotal point of the race because it was where the remaining elite men’s field became strung out forming several smaller groups. It was even causing some pre-race favorites to puncture over the rough and

rocky terrain. The two riders leading the race at this point were Brendan ‘Trekky’ Johnson and Adam Blazevic who rode out of sight up the Ralph Falls Climb, approximately 35km into the race. A smaller group of 10-15 elite men formed on the roads before the second climb, including the eventual 2nd place finisher Mark O’Brien and 3rd place finisher Mark Chong. The group halved in the first 5 mins as the two Marks put the pressure on to chase back the time they lost on the descent. They closed the gap to within 30 seconds, before Johnson decided to take matters into his own hands riding away from Blazevic on the steeper sections of the Ralph Falls Climb. A group of riders who couldn’t match the pace of the chase group formed halfway up the Ralph Falls Climb, this group thinned out towards the summit of Ralph Falls. Johnson extended this gap into a sizeable lead of 1:15 minutes at the top of the final climb where he rode the final 40kms into Branxholm to become the 2024 Elite Male Gravel Cycling National Champion. The Devils Cardigan is one of my favourite races, this year was my second attempt at the cardigan and I can honestly say that this is one of the best run events in Australia. I definitely aim to be back in the future. 23

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GREEN SEASON! It’s that time of year again, the snow is thawing and our Australian alpine winter wonderlands transform into a carpet of lush greenery and ribbons of seductive single track. The month of November is sure to be hot as we see the opening of Australia’s ski resorts-come-mountain bike parks for the 2024/2025 summer season.

THREDBO OPENING WEEKEND 16 NOVEMBER 2024 With 40km of chairlift-accessed gravity trails, Thredbo is an iconic options with a rich history of mountain biking. Their ever growing network features trails to suit the whole family: from the green trails of Easy Rider and Side Winder, to the jank and chunder of the famous Cannonball run, there is something for everyone at Thredbo. Key dates: Cannonball Festival 10-15 February 2025 Other things to do: • Grab a skills lesson with a certified PMBIA instructor • Pump it up at the pump track • Go on an adventure along the Thredbo Valley Track • Hike up to Australia’s highest point! Grab your chairlift pass from www.thredbo.com.au Bike hire and mechanic services also available

FALLS CREEK OPENING WEEKEND 22-24 NOVEMBER 2024 We missed out on Falls Creek for two years due to access issues from a landslip, but absence has made the heart all that fonder for the Alpine trail network, as they open in late November with an eye watering 50km of trails. With an extensive list of both gravity and cross country trails, Falls Creek is a great option for those who love the adrenaline of high speed descents as well as the sting in the legs and lungs from high altitude climbs. Ignition festival takes place on opening weekend, and is a long weekend of shuttles, beers, dinners and partying on the trails. Key Dates: Falls Creek Ignition festival on opening weekend 22-24 Nov 2024 Other events hosted by Falls Creek includes: Rocky Trail Gravity, Vic MTB Championship XCO Series (February), Vic Enduro Tour (March) Falls Creek MTB Interschools and MTB de Femme women’s event. Other things to do: • Enjoy some water sports on the pristine Rocky Valley Lake • Navigate the Falls Creek disc golf course • Hone your skills at the pump track located in the bowl at Falls Creek Shuttle bookings are available at bluedirt.com.au Price: from $85 day for 7 hours of shuttles, bike hire also available!

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MOUNT BULLER OPENING DATE 30 NOVEMBER 2024 Mount Buller is a remote gem of alpine mountain biking Australia, and features many epic backcountry style riding experiences in addition to gravity fuelled action. If you’re full of energy, pack your bags full of food and head out for a big day on the 46km Australian Alpine Epic trail. If you’re more of a downhill shredder, ABOM is an intermediate trail that offers jumps, big turns and enough tech to keep you on your toes. There are several beginner and family friendly trails as well, making Buller another great option for a family holiday. Other things to do: • Saddle up for a horse ride in Alpine country at nearby Mount Stirling • Take a self-guided ‘gnome roam’, a perfect adventure for small people at Mt Buller • Have a coffee at the Village bike cafe, and maybe a sneaky bacon and egg roll as well! • Check out the National Alpine Museum Shuttle bookings are available at bluedirt.com.au Price: from $85 day for 7 hours of shuttles, bike hire also available!

OTHER HIGH COUNTRY RIDING OPTIONS Mystic Mountain Bike Park in Bright has a long pedigree of racing, hosting both downhill and cross-country nationals, and is a mecca of pine-forest trails. Mystic has a bit of something for everyone, and ride passes start at $15/day for an adult on the trails, while a gravity pass that includes unlimited uplifts for a day starts at $110 in peak season. Mystic is open year round! Big Hill Mountain Bike Park is located in Mount Beauty, and features raw, old school tech and jank. If you’re into skinny trails then Mount Beauty is for you! Big Hill features 40km of trails a stone’s throw from Mount Beauty, and for downhillers there is a self-shuttle option to the top of the DH1 track. Mount Beauty is free to ride and open year round, why not stop in on the way up to Falls Creek? Yackandandah Mountain Bike Park aka ‘Yack’ is located 15min drive from Beechworth, and features mainly cross-country and trail riding rather than gravity-driven descending. For those loving an all day ride, check out the Indigo Epic trail, riding from Yackandandah to Beechworth return. What better way to earn that post-ride snack at Gum Tree Pies. If you can’t pick just one trail network, why not select a few and make a an awesome week of epic trail riding in the high country?

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

PEATY’S NEW MONARCH MTB GRIPS! Legend of downhill, Steve Peat has released a new line of his Peaty grips. With two different textures and two different sizes, there will be a Peaty grip out there for everyone. The mushroom texture features extra comfort for all day trail riding, while the Knurl texture prioritises feel and feedback for hot runs between the tape. These grips are available in thin and thick sizing and taper to fit all hands (30-32mm and 32-34mm respectively). What’s more is that they’re made from 80% recycled ocean plastic, a winner for your hands and the planet. RRP $44.95 advancetraders.com.au

FUNN TAIPAN AND TAIPAN S PEDALS FUNN have debuted some fresh budget-friendly pedals. Crafted from glass-fiber reinforced thermoplastic, the Taipan is designed with a generous 105x100mm platform size and a concave body. The Taipan S features a smaller 97x82mm platform for little shredders. They feature robust CrMo steel axles and a slim 14mm-thick body, ensuring both strength and sleekness in design. Each pedal features 4 molded pins

NEW MAXXIS HIGH ROLLER 3 Maxxis’ new tyre is no stranger to the podium, and it’s not yet been released! Piloting Jackson Goldstone to a win in the DH world cup and Ritchie Rude to the top step in EDR Combloux, the High Roller 3 positions itself between the ever popular Assegai and the Shorty. Featuring large, widely spaced centre knobs alongside good side coverage it’s described as an intermediate tyre that allows for traction in both wet and dry conditions. The High Roller 3 features the ultra-sticky MaxxGrip compound to add to it’s traction capability, while the 2x60TPI DH casing adds to the tyre’s durability and ability to mute harsh trail chatter. Available now in 29”x2.4 and 27.5”x2.4, these tyres aren’t for weight weenies at 1400 and 1335g respectively. As big fans of the Assegai, we can’t wait to see how it rides. RRP: $129.95–$144.95 www.lustyindustries.com www.kwtimports.com.au

and 6 alloy pins per side, emphasising grip and traction for that all important shoe/pedal interface. Additionally, for newer shredders the pins feature rounded tips that are designed to be shin-friendly and minimise injury risk. Perfect for the junior shredder or riders looking for a colourful upgrade without the cost, the taipans are available in: black, red, grey, pink, blue, olive green, orange, purple, green, turquoise and brown to match every outfit. RRP $68.14 https://www.kwtimports.com.au/

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ROCKSHOX CHARGER 3.1 DAMPER UPDATE SRAM has announced a new Charger 3.1 update to be specced in 2025 Pike, Lyrik, and ZEB Ultimate and Select+ variants of forks. More than an evolution than a revolution from the Charger 3 released on 2023, the 3.1 features new internals that increase the flow of oil and deliver a wider range of scope for tuning, in order to reduce some of the harshness and lack of sensitivity that some riders felt with the Charger 3. To do this, RockShox have broadened the adjustment range of both high and low-speed compression with a claimed 68% increased oil flow to low-speed compression when set to open. You can purchase the Charger 3.1 aftermarket for $615 that you can use with your existing Pike (120, 130, 140mm), Lyrik (140, 150, 160mm) or ZEB (150, 160, 170, 180, 190mm). All three options available in 27.5” and 29”, with 15x110 Maxle and capacity for up to 2.8” tyres. www.SRAM.com

MERIDA BIG TRAIL One of our favourite low-cost hardtail, the Merida Big Trail, has had a makeover. With a geometry update, size specific dropper posts and three models, the Big Trail is a great option for those looking for a capable and robust bike that doesn’t break the bank. The new Big Trail will be available in three models in Australia: the 300, 500 and 600 which retail at $1599, $2199 and $2999. Ranging from Shimano Cues and a Suntour XCR34 2CR fork on the 300 up to a Shimano Deore drivetrain with XT brakes and RockShox Pike 140mm fork, the Big Trail has a model for those starting out, as well as those looking for a well-specced upgrade from their first bike. Retaining key features such as a double butted aluminium frame, aggressive trail tyres, 140mm fork travel the Big Trail is specced for partying on the trails. Geometry changes include increased reach and slacker head tube angle for optimal shred, paired with a steeper seat tube for more efficient climbing. We will be testing a Big Trail in the coming months so stay tuned for our review! www.merida-bikes.com/en-au

PURE SPORTS NUTRITION: FRESH FLAVOURS AND MIX-AND-MATCH SAMPLE BOX! Pure Sports Nutrition have debuted a sample pack product: a variety of eight flavours of gels including orange, mango, raspberry and caffeine, apple cinnamon, cola and caffeine, pineapple and cherry and caffeine. We tested the range of Pure products in 208, but the sample pack features some new flavours (peach and cherry and caffeine). Featuring a less excessively sweet flavour palette and emphasis on real fruit, carbohydrates and electrolytes, the eight-box sample pack is a great way to test out their flavour range. With 24-26g carbohydrate per pack, they are comparable to most gel options in terms of energy content, however their real fruit juice composition and low viscosity texture is claimed to reduce gastric distress; something we would all like to avoid on the bike! RRP $27.95 www.puresportsnutrition.com 30

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FUELLING THE FUN

WORDS ELLA BLOOR / PHOTO SPURLO STYLE

hether you’re a weekend warrior or a seasoned athlete, fuelling effectively both on and off the bike can drastically improve your performance and enjoyment on two wheels. Over the past season or two, I’ve tackled more challenging events and increased my riding duration, and I’ve come to appreciate nutrition’s critical role in my performance and ability to back up. In recent times, there’s been an increase in discussion more flood of broadly surrounding carbohydrate consumption, and a flood products and information aimed at enhancing fuelling and recovery influx reflects reflects a growing understanding strategies has followed. This influx of how nutrition impacts athletic performance and how this can improve your overall experience. Mountain biking, like any physical activity, demands a delicate balance of fuelling and recovering strategies. Whether you’re preparing for consecutive days of racing, enduring a full day of shuttle runs, or simply aiming to maintain energy for post-ride activities, like mowing the lawn, vacuuming or a day at work, significantly elevate understanding your body’s nutritional needs can significantly your experience to do so. We must acknowledge that each of us is unique, and what works well for one person may not be optimal for specific requirements for another. Discovering your body’s specific carbohydrates, proteins and fats and how to utilise these macronutrients effectively before, during and after a ride can completely revolutionise how you feel. Reflecting on my own journey, I regret not prioritising nutritional Reflecting education sooner. In the past, I often attributed fatigue to simply ‘not having the legs’ without realising that inadequate fuelling was often the culprit. Post-ride, I’d often neglect to refuel, as I’d be hustling to work, uni or onto the next task. I’d miss the critical window to replenish glycogen stores and repair muscles. With greater awareness of how to fuel my body properly, I now recognise that many instances where I ran out of energy or needed to spend an afternoon rotting on the couch were due to inadequate fuelling. Poor fuelling habits not only contribute to ineffective sessions or lost afternoons but can begin to compound into more serious

complications. An imbalance in energy intake, or where caloric intake falls short of the demands we place on our bodies during exercise and Deficiency expenditure, can lead to serious issues like ‘Relative Energy Deficiency in Sport (RED-S). RED-S is a syndrome affecting both males and females, causing hormonal dysregulation, menstrual disturbances, compromised bone health, metabolic adaptions and overall performance impairment. Maintaining adequate carbohydrate and electrolyte balance during longer rides is crucial for sustaining endurance and preventing fatigue. When discussing fuelling on the bike, hydration is often overlooked but fluid intake before, during, and after rides is equally critical. Proper fluid essential for regulating body temperature, preventing dehydration, and maintaining cardiovascular function. Electrolytes, such as sodium, potassium, and chlorides, lost through sweat need replenishing to avoid muscle cramps and fatigue, irrespective of your riding type. In addition to ensuring you’re fuelling enough (or not too much!), the significantly impact how you feel. timing and composition of snacks can significantly When to eat easily digestible carbohydrates versus when to replenish with protein-rich foods. Strategies and supplementation surrounding promoting your immune functionality, as intensive training can sometimes suppress our immune systems. Learning about immuneboosting foods rich in antioxidants, such as fruits, vegetables, and nuts, helps. Regardless of your cycling goals, whether aiming to improve performance, increase endurance, manage weight, or enhance recovery, understanding and optimising your body’s needs is a gamechanger. A wealth of resources is available, from free advice from sports nutrition companies to insights shared by experienced athletes. While my personal experiences are far from professional advice, qualified professionals can further personalise your consulting with qualified nutrition strategies based on your goals and dietary requirements. Ultimately, prioritising education and awareness of how to fuel your body can lead to funner, longer and healthier days on the bike and unlock more potential and sustained success in whatever you’re trying to get out of your time on two wheels. 37

IS IT OKAY FOR THE ONGOING SUCCESS OF OUR MOUNTAIN BIKE TRAILS TO REST ON THE SHOULDERS OF JUST A FEW? WORDS CRAIG MEINICKE

PHOTO RED BULL

ountain Biking has gone through a boom in the last 10 years that doesn’t look to be slowing. We have never been more blessed to have such a diversity of trail riding options, combined with amazing advances to bike technology to get out there and shred. While this has plenty of upsides, we are now entering a new phase where we have lots of trail that requires sustainable management. Some land managers and members of our community recognise the opportunity we have created, and they also see the downside of getting things wrong. One issue we are seeing is that the knowledge of our trail networks and the responsibility for managing them fall to an individual or a small group. We refer to this as ‘key person dependency’, and it is a real issue for legacy trail management. Key person dependency is when the management and maintenance within an organisation or project relies on just a few individuals who take on the burden of the majority of work. In the context of mountain bike trails it is often a small group of dedicated volunteers or club members driving trail development, in committee roles, organising dig days, running events, and cooking the BBQ at the end of a club ride. This situation presents risks to the future and ongoing sustainability of our trail networks and the organisations that support them. These key people often have unique skills, knowledge, and enthusiasm that are difficult to replace. If they decide to step down, move away from the sport, or burn out, they leave a hole in the community and organisation that is often difficult to fill. We see a lot of overachievers in our trail management ranks who have a knack of getting stuff done where others struggle to get traction. Bringing in new people to these ranks is sometimes challenging especially in regional and remote areas. The crux of relying on one or a few people is the lack of legacy to ensure critical organisational and trail knowledge, skills, and responsibilities are effectively transferred from current to future staff and volunteers. The transfer of knowledge often gets neglected due formal governance structures and processes not being in place, making the handover process difficult and lacking in any checks and balances. Many trail managers rely on informal communications and personal relationships to share information, which works well with people who have good working relationships but can be unreliable and results in incomplete outcomes. Without adequate governance, documentation and training, new staff and volunteers struggle to understand the intricacies of how an organisation works, trail management and maintenance, relationships with stakeholders, and established ways of operating. Legacy issues also impact long-term planning. Sustainable trail management requires a vision that often extends beyond the tenure of current volunteers and their land management stakeholders. When

clubs and organisations are overly dependent on a few key individuals, long-term planning gets compromised, with a focus on immediate needs rather than future growth and sustainability, leaving trail networks vulnerable to neglect and long term plans floundering. If a key person drops away, the momentum within an organisation is often lost, and it takes time to get things cranking again.So how can we address key person dependency, spread the workload, and create a repeatable process for bringing new people up to speed on how organisations and trails are managed? One key strategy is to engage a broader base of volunteers to help share the workload and reduce the reliance on key individuals. Successful strategies we have seen include: 1. Outreach and Engagement: Promote volunteer opportunities through social media, community events, and partnerships with local businesses and schools. 2. Training and Support: Provide comprehensive training programs and ongoing support for volunteers. 3. Recognition and Rewards: Acknowledging the contributions of volunteers through awards, public recognition, and small incentives. To address legacy and knowledge transfer issues, formalised governance structures and management processes can include: 4. Documentation: Develop detailed manuals and guides that cover club management, running events, trail development goals and plans, and trail management activities 5. Mentorship Programs: Pairing experienced volunteers with newcomers for hands-on learning and provide a supportive environment for skill development. 6. Succession Planning: Identifying potential future leaders and providing them with the training and experience needed to assume key roles when the current leaders step down. 7. Communication and Collaboration: Sharing resources, expertise, and responsibilities between clubs, local governments, and other stakeholders creates rigour and resilience in our mountain biking and trail management organisations. As we see the trails built over the last decade mature and gain their own character, we need to ensure that we have the resources, structures, and processes put in place so that our clubs and trail assets grow and succeed in the long term. Our most valuable resource is people, and we need to look after our key people, and support the introduction of the next generation of mountain bike managers and trail crews. Getting this right is critical to the long-term sustainability of our clubs and trails, ensuring that the assets we create provide long term opportunities for generations to enjoy. Happy Trails!

Craig Meinicke is the founder of Blue Sky Trails a trail consulting business, and Trail Vision a software business for best practice trail management.

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.

PARLEZ VOUS FRANCAIS? WORDS CHRIS PANOZZO

PHOTO KAROLINA KRASINSKA / RED BULL

t’s been too long between beers since I have started an article by raging on the French. Late nights into early mornings I have been fixated on any form of screen that can beam the city of lights direct into my sports adoring heart. Even if it’s the French that are doing it, I’ll take it. Et pourquoi pas? That’s ‘why not’ in French of course. Or is it? It doesn’t have ‘le’ anywhere in the phrase, and I’ve watched the tour de France a lot to know that ‘le’ comes before anything and everything. This year’s meme-worthy moment of Le Tour surely had to be the camera bike mercifully panning away from one of the riders in the peloton reliving themselves to a boat resting on a trailer. The name of the boat written in blue? ‘Le Boat’ Fantastic. Okay, maybe I secretly love the French with all their cheese and what not. It would be a cold soul that wasn’t impressed how the city of Paris turned it on for the 33rd Olympiad. Stories of the locals vacating their home town turned out to be a fake, with the cycling road race drawing out more fans roadside than Australia has licensed drivers. But it’s a hard pill to swallow every 4 years when again, downhill (DH) has to stop existing as a sport while the Olympics are run and won. 40

Lets be honest, the pill mountain bikers have to take isn’t an oral pill anymore, the excuses as to why downhill isn’t included range from too dangerous, yeah okay maybe, but in the context if we compare our sport to say, equestrian? Hmmm maybe we stop there. Committees point to the sport being too technical and that the reliance on equipment plays too big a role in the outcome, well they obviously haven’t placed an order for a 3D printed carbon road bike to ride around a velodrome once every 4 years, I hear not much tech is involved to produce those, probably really cheap too? Yeah no. Costs quoted to ‘purchase’ a bike for an Aussie track cycling rider? 98K! Okay lets move on, it’s not the French’s fault that DH isn’t in the Olympics, besides I doubt they would have been in with a chance to win a medal if it were (gulp…) So where to from here? Well hopefully there are people in the right places advocating for an inclusion for the future…okay fair point, time to move on proper. World Champs are coming in hot, we can almost smell the beginnings of summer and if I think about it for a second, what else do we really need? Oh yeah, le Bike. www.ambmag.com.au

THE POWER OF NO: A TWO LETTER WORD THAT CAN HELP YOU BUILD CONFIDENCE WO R D S D R K AT H B I C K N E L L

PHOTO RED BULL

ost of the time, confidence is key to riding your mountain bike well. Being confident in your abilities, confident in your equipment, confident in the group, confident on the trail, confident to give something a go. We love confidence and we’re often trying to build more of it. By contrast, not being confident is often seen as the primary reason for being unable to ride something. While confidence is aspirational, every now and then, I meet a rider whose attitude makes me uncomfortable. They’re too confident. Confident well beyond their skill level. So confident they don’t listen to the riders around them, respect the trails, respect the sport, or respect the consequences of their actions. More often than not, these riders are fairly new to mountain biking. They’re still learning to appreciate what it takes to ride different types of trails, and they’re improving quickly. They’re also still learning the subtleties (and not-so-subtleties) of trail etiquette. These are things that, like bike handling skills, also develop with experience. What I admire about these riders is they’ll give anything a go. But in not knowing their limits, or the differences in technicality between one trail and another, or the effort other people in the group are making to keep them safe, they not only put themselves at risk, but they change the whole dynamic of the ride. In a research study on mountaineers, Jacquelyn Allen-Collinson, Lee Crust and Christian Swann found that experienced, high-altitude climbers valued other climbers who knew when to say no: no to pushing through fatigue when it meant they may not have the energy to get to safety later, no to pushing on to the summit no matter what, no to being mentally tough only to get into a situation where the risk wasn’t worth the reward.

It’s not hard to see how this value system applies to mountain biking, far more than we tend to recognise. Just like in climbing, experience teaches us how to pace ourselves for the journey yet to come, how to assess the terrain in relation to our skills, our equipment and how we’re feeling on the day, and what kinds of people we want to head out with for different types of rides. With experience, we also get better at knowing when to say no. Or, what’s more commonly heard on mountain bike trails, a ‘not yet’ or ‘not today’ while working out what skills to keep working on in the meantime. Like climbing, navigating risk is an important element of riding – understanding when and how to push beyond your comfort zone, and when to walk away or work up to something for a little longer. If the risk is high, take a moment to see what measures can be put in place to mitigate those risks. (See the Mind Body Bike column in our last issue for several ways you can do this.) But don’t be an idiot about it. If you find yourself dealing with risk by riding something ten levels above your skillset without taking any steps to work up to it or when everyone around you is wisely advising a course of action different to the one you are taking: check yourself. Check your behaviour and what it means for the riders around you. Get clear on the group’s expectations for what they Learn more about hope to get out of the ride and be the rider using your mind to you want to ride with as well. get more out of If you’re a rider who’s hard on yourself for your time on the bike saying no, maybe give yourself credit for from Kath Bicknell at: doing something that’s more valued than intelligentaction.cc you realised – even by the most experienced riders. That’s a really @Intelligent_Action important form of confidence to keep FB: Intelligent Action developing too.

Allen-Collinson, J., Crust, L., & Swann, C. (2018). ‘Endurance Work’: Embodiment and the Mind–Body Nexus in the Physical Culture of High-Altitude Mountaineering. Sociology, 52(6), 1324-1341. 41

f there is one thing that is certain, it’s that Artificial Intelligence is here and will shape our lives and work in the years to come. If there’s a second thing that’s true, it’s that sustainability is becoming increasingly important in a world that is becoming more aware of the environmental impact of our existence. Bosch is at the forefront of eBike technology and now with the use of AI the Smart System promises to be smarter and more user friendly, while also quelling many of the anxieties of earlier eBbikes and a focus on sustainability and backwards compatibility. Here we discuss some of the key ways that AI is being used to enhance the riding experience as well as Bosch’s commitment to sustainable practices.

AI AND THE EVOLUTION FROM RANGE ANXIETY TO CAREFREE RIDING In issue 209 Mike wrote about managing range anxiety and the features that can mitigate the stress of heading towards an empty battery, Bosch have since announced that an new AI-based “range control” feature that ensures you’re never left in the red or worse: pushing uphill on the way home. While using the Flow App to plan a route, the new range control feature indicates the amount of battery life you will have remaining at the end of your ride. To do this Bosch have incorporated a range of user metrics including the weight of your eBbike, your previous riding history and behaviour during recent rides, and the elevation profile of the route selected. The more you use the system, the more predictable it becomes as it generates a dossier of you, the rider and your cycling behaviour. If you’re not quite sure you want to put your faith in AI then that’s ok; you can select a minimum desired battery life at destination and the smart system will optimise your battery and motor settings to ensure there is life left at the end. For those using their eBikes as 42

commuters through the week, or perhaps for a multi-day bike pack or flash-packing trip, setting the minimum battery could be a lifesaver to reduce the need to carry a charger or spare battery. One part of the Flow App that I love are the three options given when navigating to a selected route: there is a speedy option (Daily), a hilly/dirt based option (eMTB) and a flat, bike path focused route option (Leisure) depending on what you’re feeling like on the day. For navigation itself, you can use your smartphone with the Flow App to get you from A to B with the addition of the Smartphone Grip, or the Bosch Kiox 300 or 500 head unit also has a navigation display if you prefer your phone in your pocket. For the data driven among us, you can upload your ride to Strava, Apple Health or Komoot and the file is available as a GPX or FIT format for those of you looking to upload to other third party training or navigation sites. While one could argue that all this technology can distract from the pure and simple joy of riding a bike, but by reducing the stress of a potential flat battery and trying to self-navigate a route, Bosch’s commitment to connected biking can be freeing and reduce many of the common anxieties around cycling and eBiking.

BLURRING THE LINES BETWEEN THE E AND BIKING There has been dissent by some cycling purists that if you have an eBike, you’re not a real cyclist and that’s simply not the case. We don’t condone gatekeeping at Australian Mountain Bike, but Bosch has also released a new Eco+ feature that further blurs the lines between fully assisted eBiking and that of the acoustic experience. Eco+ is the perfect option for those who enjoy long days out, and want to use minimal assistance either for more rider effort or to prolong your battery life. To do this, the motor remains switched off until the rider reaches a certain threshold (which is set by the user on

the Flow app). This can look like no or minimal support on the flats where the rider is likely already able to tick along at a reasonably high pace with just their physiology, but support is still offered on climbs or through high-power output trails. Once that little bit of tough terrain is over, the motor remains switched off until required again. This feature makes Eco+ a game changer for long days out and riders who want to venture further, without the stress of having to limp home without battery power. For example, if you’re taking your eBike on a long flat tour or rail trail adventure as a bit of a departure from bike park laps, you could generate a solid 20+km/hr on flat trails without excessive output. This would mean that during these sections, the motor is completely turned off until, for example, you reach a high-power hill in which case it activates to give you that extra support before switching off again, saving your legs when it matters and your battery for the extra long adventure.

SUSTAINABILITY AND EBIKING The beauty of eBiking is the capability that you have: you can head to the trails for a fun weekend with your mates, but that motor can also get you to work in a hot Australian summer without the typical commuter sweat patches we are accustomed to when commuting by bike. Incorporating a commute is not only a way to get a ride in before and after work, and have you feeling better for the day, it’s also a way to reduce your carbon footprint more broadly. Plus, by using the Flow app you can select if you want to commute directly, or incorporate some trails into your work commute.

When using an eBike, the electricity consumption results in average CO2 emissions of 3 g CO2/person-kilometer (pkm), depending on the electricity mix. In comparison, a motor vehicle with an internal combustion engine emits about 166 g CO2/pkm, while public transport emits between 58 and 93 g CO2/pkm1

While critics may state that eBiking isn’t environmentally friendly due to the electricity for charge and the motor itself, but the statistics don’t lie: yes eBiking is less carbon efficient than using a non-assisted bike, but it’s significantly less than what most if us will do which is get in our car and drive to work. In fact, with the Flow app you can now compare the CO2 savings of a trip compared to travelling by car. For those of us that live a bit further away from work or childcare, that have perhaps less accessible terrain for an analogue bike, an eBike makes perfect sense as a commuter. As an aside, I can’t wait until my youngest daughter fits a helmet properly; we will be eBiking her daycare commute as soon as possible! But Bosch isn’t just about lip service and greenwashing the industry, it has a three-pillar approach to ensure sustainable practices are maintained throughout production. In addition to CO2 reductions, Bosch also strives to select more efficient manufacturing products in their supply chain and also uses the ‘circular economy’ approach to resume and extend the life of products and reuse raw materials where possible.

GOODBYE INBUILT OBSOLESCENCE Inbuilt obsolescence is something we all deal with, even if we don’t know the term for it. It’s why our phones start getting slow and eventually stop supporting software updates and the reason we have to replace our washing machines, when the ones from thirty years ago are antiquated but still chugging along. The need to replace things drives more consumption and the bike industry is far from immune: we see new industry standards every year! Bosch, however, have committed to software updates to continue the lifespan of the unit, and continuing offering the latest function on your eBike, whether it’s brand new or five years old. This goes against the grain of many companies’ ethos in the modern world, and is just another thing that sets Bosch apart from other mountain bike motor manufacturers. In a world where consumption is rife yet we need to focus on the important things like recycling and reducing our carbon footprint, Bosch is once again at the forefront of sustainable practices for a truly connected cycling experience.

1 4 Federal Environment Agency (2022): „Vergleich der durchschnittlichen Emissionen einzelner Verkehrsmittel des Linien- und Individualverkehrs im Personenverkehr in Deutschland 2022“ (Comparison of the average emissions of individual means of regular and private passenger transport in Germany in 2022), https://www.umweltbundesamt.de/bild/vergleich-der-durchschnittlichen-emissionen-0 (retrieved on 30 April 2024)

A BEGI NN E R’ S G UIDE TO

G R AV I T Y G I R L S AT THREDBO RESORT WORDS EMMA WILSON

kills, what happens when you just don’t have them? I’ve ridden and owned mountain and road bikes my whole life but haven’t ridden on dirt tracks since I was 15, so obviously I was very rusty. Being in my late 40s, with my biggest sporting wins post- school and university life, (like running a full marathon at age 40), I’m a HUGE believer in learning for life and continual skill building and getting out there so I headed to Thredbo during the MTB season. The plan was to take part in a Gravity Girls Session run by Jo Larkin and the Thredbo team. I didn’t know what to expect and didn’t even know what ‘Gravity Girls’ referred to but I was keen and willing to try. “Thredbo Gravity Girls is a mountain bike program aimed at women who want to improve their gravity riding and confidence on the mountain. The women’s only mountain bike day clinic is designed to bring together the female riding community to help them progress their MTB riding skills in a supportive environment with other fun and

PHOTOS THREDBO

encouraging like-minded riders” says Jo Larkin, Thredbo Mountain Bike instructor and key coach for Gravity Girls. First they kitted me out with a helmet, padding and a cool rental bike, although 90% of the group had their own bikes. The group of girls had a chat together to discover what we expected out of the day and received a little safety chat, a stretch session and a run through of the day. Then we hit the Thredbo gondola with our bikes. Lucky for me the guys who work the gondola are super helpful and assisted me to hook up my bike to my gondola cabin. At the top, we headed over to the chairlift and repeated the process to truly reach the top of the downhill session. Then we regrouped on the dirt to get ready to feel the gravity take us to the bottom. Jo explained the focus of the skills program: “The program is suited to all levels of rider with most riders being at an intermediate level looking to boost their gravity skills including dynamic cornering, developing more stability at speed and getting smoother over

all terrain features resulting in increased confidence. Beginner riders to gravity, with a can-do attitude, will enjoy the program thanks to the addition of Upper and Lower Easy Rider trails accessed by the Cruiser Chairlift at Merritts. These trails consist of easier flatter corners linked together by more gentle terrain supporting the beginner gravity rider to gain confidence as the momentum builds!”. The gravity track consisted of a downhill snake-like weave from side to side, with berms and unforgiving obstacles, like rocks and dirt patches. Riding down this track kept us focused and we had plenty of little stops where Jo and the team corrected our stance, grip or pointed out different areas where little improvements could really elevate our experience. There has been a huge growth in women participating in mountain biking over the past 5 years and with that Jo has seen a big increase in ability levels, bikes and gear since launching the gravity program in 2016.

Jo explains, “A lot of women are riding quality bikes, investing in good gear and certainly can ride! Gravity Girls helps take their riding further whether it be smoother or more dynamic cornering, exploring pressure control by using their suspension more effectively or achieving better lines over rock gardens”. If you head up to Eagle’s Nest on the chairlift during the MTB season you’ll notice a criss-cross of trails below, many with large jumps with very accomplished riders flying off the lip of them. “The Merritts area has a number of trails including Upper and Lower Easy Rider Grasshopper, mid all Mountain and Sidewinder to progress gravity skills. The more intermediate and above riders enjoy developing their skills on Paparazzi, Ricochet and Lower all Mountain along with the Kosciuszko Flow Trail and sections of Cannonball. Due to small group sizes, coaches provide individualised coaching to reinforce the skills and techniques being covered on trail. Coaches work on body position, cornering, pressure control, effective braking and rider flow and aim to ride as many suitable trails across the park to help riders gain important mileage while learning new skills” says Jo. I’ve ridden at Thredbo before, along the valley floor and know it’s an absolutely stunning location to be in, among the mountains that seem to breath and pulsate of their own accord and being in an environment that buzzes with enthusiasm and passion. But spending a day with the professional crew that were not only patient (I’m sure I was the worst of the group) waiting, explaining obvious things and taking me to the area at the top of the gondola specifically to practice leaning into turns was an absolute blast. Not to mention eating our picnic lunch next to the babbling Thredbo river, it was magic. It definitely makes me want to try the Easy Rider trail again this upcoming season and bring some friends of my own along. Recommended Gear for the Gravity Girls Day: Full face helmet, full finger gloves, knee pads essential and elbow and chest protection recommended. Comfortable pants or bike shorts, jersey and MTB shoes. Non slip soled sneakers work but proper bike shoes are best. Jo Larkin has been involved in mountain bike instructing since the late 90s and more consistently since 2015 when the sport really started to take off! She is a Level 2 & Air PMBIA Instructor and caters to all levels of rider For upcoming events and workshops, head here to book: www.thredbo.com.au/mtb-school/ gravity-girls-mtb-clinic/

“A L O T O F W O M E N A R E R ID IN G Q U A L IT Y B IK E S, I N V E S T IN G IN G O O D G E A R A N D C E R TA IN L Y C A N RID E ! G R AV IT Y G IR L S HE L P S TA K E T HE IR R ID IN G F U R T HER W HE T HE R IT B E SM O O T HE R O R M O R E D Y N A M IC CO R N E R IN G , E X P L O R IN G P R E SSU R E C O N T R O L B Y U S ING TH E IR SU S P E N S IO N M O R E E F F E C T IV E L Y O R A C HIE V ING B E T T E R L IN E S O V E R R O C K G A R D E N S”. J O L A R K IN

The gravity track consisted of a downhill snake-like weave from side to side, with berms and unforgiving obstacles, like rocks and dirt patches. Riding down this track kept us focused and we had plenty of little stops where Jo and the team corrected our stance, grip or pointed out different areas where little improvements could really elevate our experience.

he weather was freezing. As a Queenslander it was enough for me to get out the ugg boots and beanie. It had cracked single digits and a wintery weekend of temperatures lay ahead for southerners at the Quad Crown Sunny 80 event. But as the sun rose upon three days of epic racing some of the Sunshine Coast’s best trails, the blistering cold gave way for clear blue skies and temperatures of around 20 degrees. Even the Queenslanders had to admit that the weather was pretty primo…and the southerners? They didn’t know what I was complaining about with those single digit temperatures. The premise is simple: ride bikes on cool trails and complete 80km across three days. If you’re a fan of the spandex, you’re welcome to aim for power PR’s and the goal of spending the entire 80km on the limit. If you’re more of a baggies and beers kind of rider, the trails are engaging enough to make the climbs worth it and enjoy the tech on the descents. If you’re an e-biker, Quad Crown even has a category for you. Simply stated, the Quad Crown isn’t for one type of rider, but anyone that enjoys mountain biking. You don’t have to identify as a bike racer or even strictly adhere to one type of mountain biking. If you mountain bike, you’ve already qualified for the start line. While the lycra lads and ladies are pedalling furiously up the front, downing gels and staring at their power numbers, Quad Crown has created a handicap system to ensure that for the majority of riders are racing themselves. The first stage is a time-trial prologue, and from that time-trial Quad Crown generates an expected time for the remainder of the weekend’s racing: a mixture of some kind of alchemy, algebra and black magic. The winner of the Quad Crown is the rider that finishes closest to their expected time. So while you may not love gels and power numbers, you can still be a winner. But to the 2024 Sunny 80, the prologue stage on Friday featured a fast and furious course of around 8km of tight and twisty racing at Caloundra’s Sugarbag Road trail network. Designed by Trailworx, this tiny parcel of land packs a punch and is a must do for the mountain bike tourist on the Sunshine Coast. With predominantly flow trails, jumps and north shore with a smattering of rocky tech, the entire network features around 12km of tightly packed trails. The stage started with the mellow Milky way, before turning into Sugar Rush, Party Mix, Honeycomb and Golden Rough before the ascent up Sour Patch to the finish. While cross country national champion Cameron Ivory was the only person to beat the 20min mark, Brent Rees and Jon Odams tousled for second and third. In the women’s elite race Izzy Flint managed a few seconds on Katherine Hosking, with Em Viotto rounding out the podium. With the cobwebs well and truly blasted from the legs, it was time to relax ahead of a big weekend of racing at the Moffat Beach Brewing Co. The perfect way to relax ahead of a big weekend on the pedals.

DAY 2, STAGE 1: PARKLANDS Billed to be the 2032 Olympic XCO Venue, Parklands is to jank what Sugarbag is to flow. With riders warming up from another arctic start at the Hidden Valley campsite, on-site coffee soothed the frozen northerners, while riders up from down south enjoyed shorts and thongs weather. At 30km in distance, the stage length on paper is similar to Sunday’s stage two, however anyone who has ridden parklands knows to expect lower than usual average speeds. The trails themselves are the epitome of raw; luscious rainforest sections, open sclerophyll forest and rocky outcrops litter the landscape, as the 30km is peppered by slow rocky trails with wheel catching roots, technical creek crossings and a smattering of north-shore. Parklands also features a couple of newer trails that feature a bit more ‘flow’ such as Red Dog, but by and large

the trails are consistently technical. Most riders can ‘get through’ the stage but to actually race these demanding yet exceedingly fun trails takes a whole different skill set. Taking feedback from the inaugural Sunny 80 last year, The Quad Crown event crew had rerouted the course to remove savage hike-a-bike fire roads, enabling better flow through some of the bi-directional trails in the opposite direction. Riders were unanimous in their praise of the update, evidence that he Quad Crown crew are committed to taking on feedback to make their events the best they can possibly be. In the elite mens race it came down to the wire, with Cameron Ivory once again besting John Odams, this time in a sprint to the line in a very speedy 1:42:50, with Cameron Wright Rounding out the podium. In the women’s Izzy Flint staked her claim once again with a commanding win in 2:01:20, several minutes ahead of second’s Katherine Hosking with Em Viotto a few minutes back in third.

DAY 3, SPECIAL STAGE AND STAGE 2 By day three of any stage race, the coffee becomes less optional and more of a minimum barrier to entry, as weary bodies line up on the start line. Warming up is always hard to get motivated for in the later stages of a stage race, but the milder morning temperature saw a small reprieve from the chill as that famous Queensland winter weather warmed up to early 20’s by race start. Day three saw two stages: a 10km bonus ‘special stage’ through the winding, meandering trails of Ferny Forest on the skirt of Ewan Maddock Dam, followed by a taste of gravel with Stage 2. Ferny Forest is not a deceptive name—the 10km almost purely single track loop features more luscious ferns than you can poke a stick at. With the nature of the loop being predominantly single track, it meant that the start was a drag race up the fireroad to jostle for position where passing opportunities were few and far between. This meant that unlike most bike races, we saw an excess of tightly packed sprint finishes down the fireroad, making for exciting bar-to-bar racing in stark contrast to the gaps experienced the day prior. A quick cool down along the road back to the Moolooah Valley Country Club for stage 2, before a top up of caffeine ahead of the final stage. Stage 2 was a spicy affair and proof that the Quad Crown had something for everybody. Meandering through the town of Mooloolah, riders headed through Dularcha national park before heading back through the trails on

the other side of Ewan Maddock dam and finishing again at the Country Club. Flat, fast and furious, the gravel-heavy stage featured only 390m of climbing in 25km making it the perfect final day spin for those coming for a good time, or tight and tactical racing for those chasing a PB. In the end, in drag race fashion the first three elite men finished within 12 seconds of each other, with John Odams taking stage pal mares followed by Cameron Ovory and Cameron Wright in third. For the women, Katherine Hosking got the elusive win for the weekend nearly a minute ahead of Em Viotto in second with Izzy Flint routing out the podium. Overall, Cameron Ivory retained his slim lead over John Adams to take the overall win with Cameron Wright in third, while Izzy Flint manage to retain a six minute lead over Katherine Hosking despite a stage 2 loss with Em Viotto using consistency to her advantage retaining third overall. For the Quad Crown itself though? Hannah Lee-Young and Kirk Pushie dominated the Quad Crown handicap system, with their times being closest to the prediction based on the prelude’s time trial The Sunny 80 is an event to put into your calendar for 2025, featuring some of the best trails in Queensland matched with a beach getaway as temperatures plummet in southern states. You don’t have to be a speed queen or power bro to enjoy it, so what’s stopping you? Net stop on the Quad Crown tour is The Orca, on September 6-8. Surfing the trails of Eden and Tathra, followed by The Big-O at Omeo, November 8-10.

UPCOMING QUAD CROWN RACES THE ORCA Date: September 6-8 2024 Where: Sapphire Coast, Eden and Tathra. NSW: (driving) 3hrs 20 from Canberra, 6 hours from Melbourne or fly into Merimbula airport! The Prelude Stage on the Friday afternoon will again start from the main Gravity Eden Trail Hub and feature a selection of the best 8-10km of the new trails immediately to the rear of the Eden Sports & Recreation Club Stage 1 on the Saturday morning will again be based out of Tathra Stage 2 on Sunday our second stage will again be back within the extensive Gravity Eden trail network but this time starting and finishing from Hotel Australasia in the main street.

THE BIG-O Date: November 8-10 2024 Where: Omeo, VIC (2hr 45 from Albury airport) The Prelude Stage wil feature 10km of sweet trails at Dinner Plain Stages 1 and 2 both take place at Livingstone Creek Reserve in Omeo.

LET’S TALK INSURANCE W H AT M O U N TA I N B I K E R S N E E D T O K N O W WORDS MARGOT MEADE

ountain biking’s popularity has exploded over the last decade with more and more people getting out on the trails, and it’s easy to see why. Off-road riding lets us live a bit wild: gnarly descents for adrenaline junkies, tricky trail features for riders up for a challenge, and for the fitter riders there’s hills for days. But it is these edgy characteristics of mountain biking that make it more prone to accidents and serious injury than many other sports. As mountain biking becomes more popular with increasing numbers of riders on the trail networks, there’s even more chance that things don’t go as planned. So it is worthwhile considering how much risk we are comfortable with and how to plan for the unexpected. The good news is, for the price of a few beers a month you can have some peace of mind while you enjoy everything that mountain biking has to offer. Let’s talk about the types of insurance most relevant to mountain bikers.

TYPES OF INSURANCE COVER There are several types of insurance cover worth exploring if you are a mountain biker, but your choice depends on what sort of riding you do (racing or recreational), what you want to insure against and your budget. Here are the top four insurance must-haves for mountain bikers:

PUBLIC LIABILITY INSURANCE This insurance covers you against the financial sting of claims made against you 50

if you accidentally injure someone while riding or cause loss or damage to their property. Let’s imagine you’re flying down a single track the wrong way: the trail has clear direction signs but you’re new to the trail network and struggling to find your way around. You head around a bend hidden by a swathe of grass trees and crash into a rider, knocking them off their bike and into a tree. The person has multiple injuries and makes a claim against you. If you have a current public liability insurance policy you can then make a claim on your policy for the incident. So for the cost of a couple of beers per month you’re covered, which means less stress if and when things go wrong.

PERSONAL ACCIDENT INSURANCE This insurance covers your non-medicare expenses if you happen to crash and injure yourself while riding. Non-Medicare expenses include things like physiotherapy, private hospital beds, dental and more. It can also cover permanent injuries (up to a certain amount) and even death. Personal accident insurance has multiple benefits and it’s worth checking the various product disclosure statements to compare. If you have private health insurance, you must claim it first and then claim your out of pocket expenses through the personal accident insurance policy.

INCOME PROTECTION Personal accident insurance often has an income protection component which kicks in if you can’t work due to your riding injury. There is usually an excess period and a timeframe the benefit will be paid.

BIKE INSURANCE Bike insurance has your back if your pride and joy is in an accident, stolen, or damaged. Not all insurance policies include it so do your research first. Check out the section on specialist cycling insurance below for more.

CHOOSING THE RIGHT INSURANCE OPTION Ok, so you now know the types of insurance you need, but have no idea where you get it? We hear you. Mountain bike insurance can be confusing at first. Here are some tips. The first place to start is your national sporting body and state based advocacy group membership. AusCycling and state-based advocacy groups include insurance cover with their memberships for active members. We dig a little deeper below.

AUSCYCLING MEMBERSHIP Many of us already have an AusCycling membership so it’s worth checking what insurance is included before forking out for other insurance products. For those who race, AusCycling membership is a must to compete in any sanctioned events. For the rest of us, AusCycling offers several other membership options that include public liability and varying levels of personal accident insurance cover. The personal accident insurance also includes a loss of income benefit and death benefit. The memberships most relevant to mountain bikers are the AusCycling Lifestyle membership for recreational,

social or non-racing cyclists and a Race Off-Road membership for mountain bikers keen to race. Both options offer 24/7 cover when riding in Australia. Make sure you read the exclusions for the insurance cover relevant to your membership.

AusCycling doesn’t cover personal bicycle insurance, so if you’re keen to protect your rig check out our other sections below. The insurance included in each of the AusCycling memberships is summarised below.

Insurance Type

AusCycling Lifestyle Membership

AusCycling Lifestyle Basic Membership

AusCycling Race Off-Road Membership

AusCycling Race All Discipline Membership

Free 4 Week Trial or Event Membership

Covered while racing off road

Yes

Limited

Covered while racing

(off-road only)

Yes

Limited

Public Liability (worldwide excluding USA and Canada)

Yes

Personal Accident (24/7 in Australia)

Yes (exclusions exist)

Yes

Limited

Cost depends on age. Monthly options available

$81 - $134

$129

$81 - $244

$81 - $360

STATE BASED ADVOCACY ORGANISATIONS Another option is to become a member of your local advocacy organisation such as Bicycle Queensland, Bicycle New South Wales, Bicycle South Australia, Bicycle Network in Victoria and Tasmania and WestCycle in Western Australia. Like AusCycling, their memberships (yearly or monthly) include public liability insurance, personal accident and income protection insurance which is comparable with AusCycling’s product. Their memberships also offer other perks such as legal advice, rewards and an incident debriefing service. Bicycle Queensland’s Director of Advocacy, Andrew Demack, says choosing a membership with a state advocacy group “...is a great option to take if supporting your local cycling community is important to you and you are a recreational rider wanting some peace of mind while out and about on the trails”. However, if you’re only after bike insurance or insurance cover while you race, this is not the option for you because the insurance product included with the memberships does not cover personal bicycle insurance (eg: damage, fire or theft) or riders taking part in races. Although, Bicycle Queensland’s Director of Marketing and Communications, Mike Blewitt, let it slip that they are working toward offering an incentive to Bicycle Queensland members wanting bicycle insurance in the coming months. So head over to their website for more details. 51

As an example of insurance in action, Martin and Jacinta were members of Bicycle Queensland for approximately six months when Jacinta had a serious cycling accident. The crash resulted in multiple complex fractures to her femur and nearly 10 operations to keep her limb. During this time Jacinta was off work, and Martin had to take six months’ leave to support her in Brisbane, miles away from their Bundaberg home. This is what they had to say about Bicycle Queensland’s insurance cover: “....the insurance provider were amazing in their support and information….the Bicycle Queensland membership insurance benefit provided amazing support to them during this time, covering Jacinta’s lost income, and other expenses associated with the injury. Martin says at the time of injury he had paid two months of membership, and he believes if they stay members for the rest of their lives, they will never pay the equivalent in membership costs that they received as a benefit of their membership”. Jacinta is now back hitting the trails and has even two long bike-pack style trips of over 350 kilometres in Central West NSW!

YOUR HOME AND CONTENTS INSURANCE A lot of people include their bike on their home and contents insurance policy because it seems to make life easier having insurance on the one policy and renewals are a breeze. But unfortunately, it often doesn’t provide enough cover or the right type of cover for all the risks involved in mountain bike riding. Some home and contents insurance policies will cover a stolen or damaged bike up to a small amount, and some provide public liability cover in the event someone is injured on your property (but not all do). It’s very unlikely you will be covered for personal accident insurance under a home and contents policy. It’s worth considering: if you rely on home and contents to protect your most cherished bike and it’s stolen or damaged, a measly $500 or $1000 won’t even cover the groupset. While you can usually pay an extra fee to add more cover but it becomes expensive and complex to make claims. So check with your insurer to find out what type of cover you currently have and work out if it is enough to give you peace of mind.

SPECIALIST CYCLING INSURANCE There’s a growing number of specialist cycling insurance companies that provide

specific bike and public liability insurance for a reasonable fee. One of the benefits is how easy it is to deal with companies that specialise in bike insurance. It makes communicating during the claims process simpler because they are familiar with bikes and cyclist’s needs. Velosure offers a premium mountain bike specific insurance policy that covers a swag of items like theft, transit cover, accidental damage, malicious damage, racing, road hazard, personal accident cover, bicycle rack cover, third party property damage and bodily injury and optional worldwide cover extension and an optional theft and accidental damage cover for specified custom parts. They also have multi-bike discounts. Cover for a $3000 mountain bike including public liability insurance for $20 million (comparable with AusCycling and the state advocacy insurance cover) is $226 per annum.

PRIVATE HEALTH INSURANCE If you have private health insurance and are involved in a bike riding accident, depending on your policy you may be covered for some medical expenses resulting from the incident. Unfortunately, private health insurance is unlikely to cover you for public liability or bike insurance.

ONE SIZE FITS ALL MOUNTAIN BIKE RIDING INSURANCE As you can see, your insurance choice depends on several personal factors and these may be different for everyone.There is no one type of insurance that covers all risks for every rider. Instead, there are multiple types of cover that together lower the risk. One thing is for certain; the small cost of cycling insurance could be a small price to pay if something serious did happen on the trails.

TIPS FOR A SMOOTH INSURANCE CLAIM PROCESS Sometimes the insurance claims process can be stressful. Here are some tips that might help streamline the procedure if you need to claim on your policy.

1. READ THE PRODUCT DISCLOSURE STATEMENT

3. REPORT INCIDENTS STRAIGHT AWAY

Insurance policies are not all the same. Make sure you are familiar with your insurance policy including the exclusions, limits and scope of the policy. It’s better to know upfront than be disappointed during the claims process to find out your carbon wheels aren’t covered.

Notify your insurer as soon as possible after the incident. Delaying the claims process won’t go down well. Provide all details they request, including the date, time, location, and a description of what happened.

2. DOCUMENT EVERYTHING If you have an accident your insurer will definitely ask you for details so be on the front foot and take clear, dated photos of your bike (or your injuries if it’s a personal accident claim), accessories and the damage straight after it occurs. Keep receipts, maintenance records, and any communication you have with the insurer. You might also need to prove the date of the bike, so find those purchase receipts too and have photos of your serial number.

AN OUNCE OF PREVENTION…. Let’s be honest, not all insurance claims are going to be preventable. If someone really wants your $10 thousand carbon steed they will find a way to take it. But there are some simple things to make it harder for them. Obviously, keeping your bike locked inside and investing in high-quality locks that are difficult to cut through will help deter thieves. Consider taking photos of your bike lock and keep the receipts in case you need to prove to an insurance company you took steps to protect the bike. GPS trackers are tiny and can be installed in an inconspicuous place on the bike and might just help your or the police track it if stolen.

TEXT AND PHOTOS MARTIN BISSIG

“Did you know that you can see the Great Wall of China from the moon?” Tienlin hits us with this cool fact as we carry our bikes over a rocky 10-meter-wide strip. Somehow, we’d pictured the Wall more as, well, a wall, and not so much a loose pile of boulders stacked on top of each other. The grey-brown strip of stone snakes its way over endless rolling hills to the horizon. Giant wind turbines tower on both sides, and occasionally, iron frames hint at the remains of ancient watchtowers. Here, in the Hebei Province along the Chinese Wall, we’re treading new mountain biking territory. At least for us Westerners. Tienlin, our friend and guide from China, knows this area like the back of his hand. No surprise since we’re in his home base, just a two-hour drive northwest of Beijing. The odds of us riding

these trails with him are about 1 in 1.4 billion. Our story starts much earlier, back in 2016. My fascination with China began nearly 20 years ago during several trips through the Middle Kingdom. Back then, armed with a camera but no bike or commissioning editor. The first major story about China I published was in 2016, featured in over 20 magazines. I was following my friend Gerhard Czerner, who had planned and organised the trip, along with another German biker and two riders from the ‘Liteville Enduro Team China’. One of them wasn’t just a gifted rider; his English was also exceptionally good for Chinese standards. His name: Tienlin. Without a local guide or friend (or the right translation app on your smartphone), you’re pretty much lost in China. Thanks to

him, we narrowly escaped arrest by the Chinese military police after unwittingly straying into Tibetan territory. But that’s a story for another time. My second commercial assignment in China came in 2019 from SANFO, a huge outdoor gear chain and a sports event organiser in China. I had the privilege to photograph the world’s largest trail running event, with nearly 10 000 participants. After a pause due to the pandemic, my return in the summer of 2023 was confirmed. Months ahead, I was chatting with SANFO’s social media manager on WeChat, the Chinese version of WhatsApp. Right before my departure, they asked me to bring a copy of the book that Gerhard and I had published about our past adventures. Surprised that our book had made it all the way to China, I asked why I should bring it. “Because of our shared story from Tibet,” was the reply. Now totally baffled, I had to scroll through weeks of chat history to embarrassingly ask, “Sorry, but who are you?” The answer came immediately: “Tienlin, your guide from Tibet!” I was astounded. What were the chances that our former Chinese travel companion now worked in the social media department for the client I was flying out to China for? Exactly, one in 1.4 billion. That’s the population of China.

TOM, PSYCHED FOR CHINA? On a ski day together in the Swiss mountains of Davos in March 2023, I told my friend Tom Öhler about my summer plans to shoot in China. 58

“Can you bike there too?” Tom asked. Heck yeah, you can bike anywhere, especially when you’re Tom Öhler! From the spark of the idea for Tom to join me to confirming his travel plans, it took just three phone calls and four hours. SANFO confirmed on that very day that they’d book Tom as the headline act for the opening and closing ceremonies of the trail running event. The question of who’d be the local Chinese Tom for our biking story was quickly sorted after a chat with Tienlin. Fast forward four months and we’re on a plane to Beijing for a double mission. First, to cover the trail running event (my job) and perform shows (Tom’s gig), and then to hit the trails around Chongli.

WINTER OLYMPICS: SUMMER BIKE ZONE A big plus for our upcoming bike shoot was my familiarity with the region from the 2019 trail running gig…or so I thought. Back then, three years before the Winter Games, everything was still under construction: the athletes’ village, the expressway from Beijing to Chongli, the Nordic winter sports facilities and the high-speed train from the capital. The area around Chongli was a massive, dusty construction site at the time. Only the omnipresent signs with the ‘Beijing 2022’ logo and the Olympic rings indicated the magnitude of the upcoming event. Now, four years later, the place is almost unrecognisable. Where a green landscape stood just a few years

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back, now there are unused hotel complexes, originally built for the Olympic athletes and officials. Many of the oversized construction projects remained unused due to COVID; the Winter Olympics in the Corona winter of 2022 took place virtually without spectators. Over an area spanning a few square kilometers, the Chinese have built complete ski resorts from scratch in recent years. The hotel complexes are more reminiscent of places like Sölden or St. Moritz than what you might imagine an Asian winter destination to be like. But the challenges of seasonal operations seem to be the same everywhere, whether in Europe or here in the Far East. In winter, the place is bustling, and the thousands of hotel beds are filled. But what to do in an area with no natural hiking trails once the artificial snow has melted? Clearly, you turn to mountain biking!

MODERN CITYSCAPE MEETS HISTORIC OLD TOWN During the first part of my assignment—the 3-day shoot of the ‘Chongli Ultra Trailrun’—I got the chance to scout out a big chunk of the area. Landing in Zhangjiakou at the starting grounds for the 200km running category, it hit me right away: this is a must-ride spot for Tom and me. Quick check on the app showed sunrise at 5:05 am. The start and the hook for our mountain bike story was set. The juxtaposition of a bustling metropolis and traditional structures (even if they were replicas) was an essential flavour for biking tales in China. Fast forward four days, it’s a 3:30am alarm and go time. With a driver, guide, Tienlin, Tom, and a couple of bikes in tow, we head out to the mysterious Chinese metropolis. Before sunrise, we reach the massive archway of the Great Wall. How long we can snap photos and

roll video undisturbed depends on the vigilance of security folks monitoring feeds from hundreds of visible and hidden cameras transmitting to some central hub. I knew we had to hustle, capturing as much as we could before causing a stir. Tienlin takes Tom on a historical ride. First with a rundown using a stone info panel, then on two wheels. Tom’s shredding it; pulling manuals, nose-wheelies, and jumps, they cruise through a scene straight out of another era. Yeah, this is biking in China! You find trails worldwide, but riding through a historic cityscape, that’s a must for any biking adventure story. We could’ve kept at it for hours if not for a stern-looking dude in an official uniform making it clear, in a language foreign yet understandable, that our photo session was up. No biggie, three hours and we got the shots. Back to the hotel!

ALPINE CHIC OUTSIDE, FUTURAMA INSIDE Our home base was the Furlong Resort. If not for the Chinese characters on the walls and duck feet on the menu, you’d swear you were in an Alpine tourist spot. From the wall paintings to the geranium pots by the windows - the copiers nailed it with attention to detail. Sure, the buildings were a few floors too tall for our taste, and the church was missing a spire, but the Alpine vibe was all there. We 62

snapped some pics against the familiar backdrop. Then I spot this futuristic escalator diving into the hotel’s belly. It was like being zapped through a time tunnel into the future. Neon lights flashing, club entrance colours changing by the second. Tom pulls off some stunts, his reflection dancing on the shiny stone floor: what a shot! This was something I could never have planned. An hour later, the escalator dumps us back into ‘Fake Austria’.

TAKING A PAGE FROM WHISTLER’S BOOK Back on the surface, everything screams that we’ve dropped into a mountain bike mecca. A pump track right next to the hotel is buzzing with kids ripping laps, full-face helmets and all. The bike rack outside our hotel is crammed with top-shelf gear, the best the biking world has to offer. Ritzy brands like Santa Cruz are side by side with carbon cranks and deluxe brakes. Nothing off-the-rack here. Riders aren’t just pouring cash into their rides; they’re big on custom vibes too. At first, we’re baffled that none of the bikes, some worth a cool 10,000 euros, are locked up. A few days in, and it clicks. Cameras, cameras everywhere. Big Brother’s not just watching; he’s keeping an eagle eye on who’s messing with your wheels. Tom, in his RedBull lid, grabs attention and buddies up fast. Westerners are a rare sight here, let alone an international biking celeb. We get the invite to test the

resort’s trails. Tienlin translates, “Not all the tracks are finished, but the local trail building crew has poured in heaps of work and time.” The gondola hoists us up 400 vertical meters to the mid-station; we pedal the rest from there, that bit’s still under construction. We’d have never found the start of the ‘Black Trail’ without a local assist since it’s not officially open yet. The downhill is wild: steep, loose terrain that drops sharply. Now and then, a tree sprouts right in your flight path or the turns are wicked tight. Lower down, it gets flowier, dotted with neat jumps, singletracks, and a few Northshore features. We’d have never bet on shredding such rad trails here in China. Come evening, I’m curious about where the Chinese trail builders— all hardcore mountain bikers—get the know-how to craft such tracks. “We’ve clocked endless hours on YouTube, Instagram, and TikTok, eyeballing vids from the world’s sickest bike parks, trying to translate that knowledge to our mountain here,” they share. Hitting up Whistler and riding the trails they’ve only seen on screens is their dream. If they pull that off, I’m sure the trails on their home turf will soon rival those of their Western idols.

RIDING ALONG THE GREAT WALL A trail segment I vividly recall from my last shoot lies in Taiwoo. Sure, they’ve carved out new trails here over the past three years: all handcrafted. But what really draws me in is the path cresting the mountain ridge, tracing the Great Wall. We take the cable car up and 64

then traverse over. Beyond the huge letters spelling out the ski area’s name in a Hollywood-esque fashion, we ride singletracks skirting the grand, symbolic wall. Thousands of trail runners had packed down the path just days before. The contrast with the urban Great Wall couldn’t be starker. This is the real deal, the authentic wall, not a touristy version of what one might imagine. It’s genuinely a massive stack of stones. Tienlin and Tom rip down the trails, weaving through rubble until we hit a deserted ghost town with a ski jumping ramp. We’ve landed in the finish area of the winter biathlon competition. Moments ago, we were atop the summit, posing like conquerors by the Chinese flag; now, we’re in ghost-city by a four-lane road devoid of traffic.

FROM ANCIENT PATHS TO NEW INSIGHTS “We plan to organise mountain bike races here in the future,” Tienlin tells us proudly, gesturing towards the hills behind us. “The scene’s just starting out here. Cool that I got to show you my neck of the woods.” We’ve learned heaps these past 10 days. Tons about the culture and history, lots about the Chongli region and its ambition and drive to be a mountain biking hub in China. Loads about the local bike community and their trail-building chops. Heaps about the edibility of duck skulls, pig brains, and duck feet. And a great deal about the Great Wall, or rather, our perception of it. By the way—and this too we’ve gleaned from Wikipedia—you can’t actually see it from the moon.

2024 T

he annual AMB Photo Awards presented by Shimano always manage to uncover pristine talent in the sporting photography realm, and 2024 was no different. With four categories – some that may have made an appearance in previous photo awards, and some fresh additions – the 2024 Award winners took the category themes to a new level. Some photographers set up entire shoots in pitch black conditions, timing flashes and lights to activate at

precise times. Others managed to capture the essence of a cycling event or feeling in a way that really embodies the saying ‘a picture says a thousand words’. After all, isn’t that what most of us chase on a bike? That feeling of ripping down a mountain on the edge of speed and control, the feeling of watching world class athletes in their events, or the immersive awe that's inspired by the expansive night sky during a night ride.

G R AV I T Y WINNER: STU ROSS CAMERA: CANON R5 LENS: CANON 16-35 2.8IIL - @16MM APERTURE: F3.5 SHUTTER SPEED: 1/200 ISO: 100 LIGHTING: GODOX V1 SPEEDLIGHT ON DRONE

‘I had been drooling over flash based drone stuff for a while now, especially the work of JB Liautard who does heaps of stuff for Commencal and does heaps of stuff with drone flashes and drone painting thing sand I have always wanted to try it. ‘So I have been testing it a few times in the shed and it’s worked pretty well just duct taping the flash onto the drone, but the drone doesn’t operate very well when it has the weight on it, it always tries to emergency land or do weird things ‘But it was a bit of a last minute thing, I like to enter these comps as I like to try something new and different. It was literally the first time I have ever gone out and tried to do it in the field and I wen tout with Arlo Costa, a young Geelong rider. We went out to the You Yangs and it was the first time I ever tried it and I reckon it went pretty well. ‘It was a bit weird the way the flash trigger worked with the drone, I think there was some transmission interference, it would trigger sporadically and not really always when I wanted it to. ‘Because we were doing it right on sunset and because I had three drone batteries and it was a long hike for Arlo, we had to go up quite far….so we had maybe 8 shots at it and the flash fired maybe 4 of those times. It worked out pretty well. ‘Because I come from a video background, I love the idea of having a flash that can shoot out heaps of power in a small size. ‘It’s definitely something I want to experiment more with, because it’s just so weird seeing the flash come from above and see the shadow of the rider. And I like the way you can isolate the pools of light right there.’

SECOND: ANTHONY ZAN CAMERA: CANON EOS 5D MARK IV LENS: EF 70-200 F/2.8L IS II USM SHUTTER: 1/1000 SEC APERTURE: F/3.2 ISO: 640

‘It was a long summer here in the south west making conditions super dry for Round 2 of the WA Gravity Enduro. Dusty afternoon light peeping through the giant Karri trees capturing Empire Cycles/Fastcoast team rider Josh Moore leaning into this one on the final stage in Pemberton, Western Australia.’

THIRD: CHARLIE EDIS CAMERA: CANON EOS 5D MIII LENS: CANON EF 70-200MM F2.8/L IS II USM APERTURE: F/2.8 SHUTTER SPEED: 1/1000 ISO: 100 LIGHTING: NATURAL/OUTDOOR (SUNSET)

‘Unknown rider turning on the anti-gravity at the 2024 Maydena Gravity Fest Whip-Off event.’ 68

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XC WOAH! WINNER: RILEY MCLAY CAMERA: SONY A7IV LENS: TAMRON 28-200MM APERTURE: F/8 SHUTTER SPEED: 1/1000 ISO: 640 LIGHTING: SUNRISE

Riley McLay is a newcomer to the AMB Photo Awards, but his debut has resulted in two category wins. The Queenstown, NZ local says of his entries ‘they’re not really a signature style, those two photos (in XC Woah and Outback and Beyond categories) were taken 10-15 minutes apart form each other. I was trying to get something for the XC Woah category and that’s how it lined up.’ ‘It was spontaneous, there was no brief or anything, we just worked with what we had that morning. Thanks to my mate Tom for getting up at 5 in the morning to go up the hill.’ While it’s an XC Woah entry, McLay states that cross country isn’t popular in the region, and instead set out to create the epic silhouette on Coronet peak using wild and natural terrain using an old tramping trail. McLay is breaking through in the photography scene, and says that the assistance from the AMB Photo Awards will assist him with this by helping finance a car (McLay currently gets about on bike or moped) or purchasing some new lenses for his burgeoning career as a photographer. ‘Nothing beats a Sunrise Mission! Tom O’Brien silhouetting above the hills in Queenstown, New Zealand’.

SECOND: PIPER ALBRECHT CAMERA: SONY A7IV LENS: SONY FE 14MM F1.8 GM APERTURE: F/2.0 SHUTTER SPEED: 1/3200 ISO: 400 LIGHTING: AU NATUREL

‘Bjorn Riley of Trek Future Racing leaving everything out there during the XCC race at the Les Gets World Cup in 2023. I think the most beautiful part about shooting XC is the portraits you get around all the racing. There are so many different characters, emotions and moments. Always changing, always evolving, and every now and then, you catch a moment like this…’

THIRD: ISAAC RICHARDSON CAMERA: CANON R50 LENS: 55MM-210MM. SHOT AT 113MM APERTURE: F / 11 SHUTTER SPEED: 1/2000 SEC ISO: 5000 LIGHTING: NATURAL

Flying through trees at Big Hill Mountain Bike Park.’

YOUNG PHOTOGRAPHER OF THE YEAR WINNER: LANE WILLIAMS CAMERA: SONY A7III LENS: SIGMA 24-70MM F2.8 ART (SHOT AT 70MM) APERTURE: F2.8 SHUTTER SPEED: 1/320 ISO: 6400 LIGHTING: TWO FLASHES SYNCED EITHER SIDE OF CHASE SET LOW TO THE GROUND

Lane Williams is a mere 16 years old and has already graced the pages of the AMB Photo Awards twice, winning the Young Photographer of the Year in 2023 and now again in 2024. Hailing from Ulladulla, the South Coast local enjoys riding gravity and rugby, and says that his love of photography was sparked at the age of 13 while travelling around Australia. Now a seasoned photographer, Lane is working in the industry alongside completing grade 11, with his primary creative passion being enjoying the thrills of action photography. Lane used inspiration from the rider in the

winning shot, Chase Minos. Minos is better known for his Slopestyle finesse, the 15 year old taking the Slopestyle world by storm. Minos sent Williams an Instagram photo; a dark and moody aesthetics with a free rider silhouette alongside a text asking ‘would it work?’ Lane wasn’t sure, but he was keen to find out and complete his portfolio submission into the 2024 Photo Awards. Three hours and 600 photos later, the shot was taken. It took Williams, his dad, brother and Minos, plus some trickery with lighting and some well-timed flour-throwing to get the winning shot.

WOMEN WHO RIDE WINNER: JUDAH PLESTER CAMERA: CANON EOS R5 LENS: CANON RF 70-200 F2.8 APERTURE: 2.8 SHUTTER SPEED: 1/2000 ISO: 100 LIGHT: NATURAL

‘The photo was taken during Crankworx earlier this year during the first diamond level event, which was special to be a part of and watch to see the women take the stage and put their best foot forwards. It was a heck of a dramatic event as far as Slopestyle goes, with the men pulling out of that event.’ ‘It was a mixed atmosphere at the event, it felt really awesome, the crowd was excited to see the women compete but it was a little bit of tine of sadness losing some of the overall spectacle with the larger crowd of athletes. But it was so cool to see the people who did turn up getting behind the athletes. It was really cool.’ ‘For me personally, I do a wide range of styles of photography. I love my sporting photography, it’s a huge part of my enjoyment, but I also do commercial things and bits and pieces that tend to pop up. It’s what I really love doing with my time…I love getting onto the bike and out in nature. It’s a huge place of joy.’

‘Caroline Buchanan is shown performing a superman seat grab in the world’s first ever Women’s Diamond level slopestyle competition during Crankworx Rotorua 2024.’

SECOND PLACE: DOMINIC BLISSET CAMERA: CANON EOS-1DX LENS: EF 100-400 MK2 APERTURE: F5.0 SHUTTER SPEED: 1/2000 ISO: 2000 LIGHTING: NATURAL

‘Robin Goomes sailing high above the McGazza Fest crowd.’ Rotorua, NZ

THIRD PLACE: KARL SHEPHERD CAMERA: SONY A7III LENS: SONY FE 70-200MM F4 G OSS APERTURE: F4.5 SHUTTER SPEED: 1/1250S ISO: 160 LIGHTING: NATURAL 76

‘Local Rider Georgia Henness (U19) really found her focus and flow during practice on the Cannonball run at Thredbo. Taking out 3rd position in the finals on her first race with the new Synergy.37 Team.’

O UTBAC K & B E YO N D

WINNER: RILEY MCLAY CAMERA: SONY A7IV LENS: TAMRON 28-200MM APERTURE: F/8 SHUTTER SPEED: 1/1000 ISO: 3200 LIGHTING: SUNRISE

‘Tom O’Brien with his head above the clouds, pedalling deep into the Southern Alps of New Zealand.’ McLay unexpectedly took his entry into the Outback and Beyond category alongside his winning photo for the XC Woah category. Playing it super casual, McLay went out without a plan or vision, chasing good light and his friend Tom for this iconic image of him at Coronet Peak.

SECOND: JEREMY SHEPHARD CAMERA: NIKON D850 LENS: NIKKOR 14-22MM APERTURE: F5 SHUTTER SPEED: 1/800 ISO: 250 LIGHTING: GODOX V1 SPEEDLIGHT ON DRONE ‘Rolling the bike out to the notorious diving board with massive exposure on both sides makes the heart skip a beat. after a long hard suffer fest climb to the summit of Talyeberlup Peak. The mountain stands at 783 meters high.’

THIRD: DANIEL GANGUR CAMERA: SONY A7CII LENS: LAOWA 10MM F2.8 AF APERTURE: F2.8 SHUTTER SPEED: 20SEC ISO: 6400 LIGHTING: 2 X LUME CUBE 2.0 ‘I wanted to capture my bike fully kitted up under the stars as It combines two things I really enjoy, nightscape photography (I write a blog dedicated to the topic, www.nightscapephotographer. com) and bike packing. It’s hard to carry all the gear I would need to get this shot on an actual bikepacking trip so I decided to ride into one of my favorite locations one night, bike loaded up with all the gear I’d usually take on a bikepacking trip along with three tripods, some lighting and camera gear.’ 80

T T A M U S U RO

att is no stranger to the AMB Photo Awards, having featured numerous times before. Those of you who have read the magazine for a while may have seen some of Matt’s idyllic photos highlighting the trails of the Victorian high country alongside our coverage of adventures in the region. Matt, born and bred in Mount Beauty, cut his teeth in photography as a teenager taking photos of BMX racing and nature. At that time in the 90’s, he said, mountain biking was in it’s infancy and 'looked a bit goofy' whereas BMX was 'pretty cool and pretty big at the time'. A family affair, he raced BMX alongside his brother and father who were all highly accomplished racers. He stated it was funny that he didn’t get into mountain biking earlier, considering the mountain bike royalty— Panozzo’s and Van Der Ploeg’s—that existed in the region. But that early love of cycling photography led to him being accepted to university in 2001 to study photography, with his portfolio application consisting solely of his BMX photography. At the time, photography was on the cusp of the digital revolution, 'It was a really good time to learn, nowadays it’s all digital and I feel like we learned how to be patient a lot more than people are now; it is one of those special skills how to frame a photo before you take it because you only have 24 chances to take a photo. I was a poor uni student, to buy a roll of film I had to sacrifice my nutrition—we lived on twominute noodles.' Compared to today, 'at nationals this year I shot something like 18000 photos, if you transfer that into rolls of film…I don’t even know what the number is, something like 200, 300 rolls of film. That would have been thousands of dollars.' University allowed him to learn both film and digital, and Rousu stated that film taught him how to be patient and how to frame a photo before you take it: after all you only get 24 options to take it on a roll of film. Often he sacrificed his nutrition for film, living, like many students do, on two minute noodles to buy more film. Eventually, though, his love of nature honed through hiking through Tasmania after university, and cycling married into a love of mountain biking. After a few years exploring Australia, he packed his life into some panniers and cycled back from Tasmania to Mount Beauty, which he still calls home. From here, In 2010 he bought a 'piece of crap' $400 hardtail clunker and started racing everything: from downhill to cross country and 24 hour solo and even travelling to Nepal for a mountain bike stage race. Eventually he realised he wasn’t going to continue being competitive as a racer, but his photography skills allowed him to keep in touch with the sport. 'I love being out in nature more than anything, being out on the hillside and watching people perform at the highest level is amazing.' His experience in mountain biking and BMX as a racer allowed him to be creative and frame riders in a unique way. 'You’re out in the forest in the middle of nowhere sometimes, and getting the rider to look good can be a real challenge, but knowing how riders will look over a certain feature definitely helps. You can read what riders are capable of and what will look good, sometimes you need to walk past a feature you know isn’t going to give you good results.' He states that at the big events, World Cups and World Championships, being in the media area is 'such a privilege.' His winnings will be going towards heading to Mont Saint Anne World Cup later this year, where he will continue to use his intimate knowledge of the sport to frame the best riders in the world. 81

G R AV I T Y Self Portrait Location: Secret Rider: Matt Rousu Camera: Nikon D850 Lens: Sigma 15mm Fisheye Aperture: f/4 Shutter Speed: 1/4 second ISO: 200 Lighting: 2 Godox Flashes and 13 various lights Remote Trigger with self timer For the 2024 AMB Photo awards, Rousu went all in, treating the awards as an opportunity to plan a creative project 'just like a university assignment'. For his Gravity entry, Rousu went all out in what was a self-portrait, taken at night, on a trail he built fit for purpose. 'I had this location in mind, every time I drove up this road I looked up and saw these tree ferns up this valley. I always wanted to wander up there and see what’s up there.' 'One day after work I was like "I want to go look today because I want to get this photo done and see if this location will work" .' 'I got up there and there were like 10 amazing tree ferns and not much undergrowth. And I was like "this is perfect for what I had in mind", a kind of Jurassic park wonderland photo that was super accessible and wasn’t going to take a lot of work to look good.' 'It was the middle of winter and I didn’t really have much time during the day and I was like "it’s going to be a night shoot" so I had to get all these flashes and lights ready so I had in the final photo something like 12 lights and two flashes, and I had it set up on a timer and I had to take the photo in time with what I was doing.' 'Everything about it was super challenging—going up there, finding the location, digging like a 10 metre trail, clearing out the trail of dead tress and everything—I spent like two days after work clearing it and making it look good. I was like "why do I want to make someone else look good when I can make myself the highlight of the photo" and I’ve never really thought that way when i’ve taken photos…but I was like hey, I am a rider I never get photos of myself, I’m going to try and do this myself.' '“It was a lot more challenging (than using a rider), I spent four nights and 15 hours of shooting time to get that one photo…literally just for these awards.'

OUTBACK A N D BEY O N D Infinity and Beyond Location: Mount Buffalo Rider: Leighann Ngyla Camera: Nikon D850 Lens: Sigma 15mm Fisheye Aperture: f/2.8 Shutter Speed: 30 seconds ISO: 2000 Lighting: 1 Godox Flash

Stellar night shot, ‘Infinity and Beyond’ was initially planned to be at a completely different location. Matt says, 'I actually wanted to go up to Falls Creek, somewhere like Pretty Valley, because I feel like the light pollution at Falls Creek is less.' 'I set out to do a milky way photo: it was July and there was no moon, and I was like: this is a perfect time to do it, the Milky Way is the brightest in Falls in June. But the reason we didn’t go to Falls Creek was because it was cloudy and raining every opportunity we got.' 'The last chance we had was to go up to Mount Buffalo and the gate was closed that leads up to the horn, so we went on a small adventure to get up there—it was about a half hour ride up. And then there was nobody else up there, it was the middle of winter and it was freezing cold.' 'The longer we were up there the better it got because the Milky Way was moving further behind the little hut. So when we first started taking the photo it was good…but I knew it was going to get better so we ended up staying there for about four hours, just playing with composition, playing with the flashes, playing with what Leighton could and could not do.' 'At one stage she was standing on that wall next to the photo, which was super sketchy, on the other side of the wall there is like a 20 metre drop just down the rocks. It was obviously pitch black so the flash would go off and it would blind her and then it was pitch black again, and she had to stand there for 30 seconds to get the star trail.' 'It was super cold and super challenging to do that, but the idea was always Leighton there admiring the stars or riding in the photo somewhere. As soon as the awards were announced and the category was "outback and beyond" I knew it was going to be a star photo and it would be called "infinity and beyond".'

WOMEN Look mum no hands! Location: Thredbo Rider: Tilly Boadle Camera: Nikon D850 Lens: Nikon 70-200mm Aperture: f/3.2 Shutter Speed: 1/1600 second Focal Length: 100mm ISO: 1000

'Tilly was 14 at the time, and I am like…she was sending that big whip off jump in front of that massive crowd. That no hander…she did it a few times throughout the competition and every time her hands were getting like further and further back and they were off the handlebars for longer and longer and it was super impressive.' 'No-one was else doing that well at no-hander jumps as she was, and she was going just as high as the big-dogs who won the whip offs, and the international stars. She was going just as high and her hands were off for longer' 'It was a no-brainer putting this one in, because I feel like it’s not only representing women really well, but the future of women. She’s 14 years old and doing the coolest thing, and I can’t wait to see how far she can take her career if she continues to do it.' 'I think mountain bike is her future. She’s a really cool girl from a really cool family and she’s just so stoked on how anything is progressing.' Rousu selected this photo as it also represents the growth and change within the sport of mountain biking, as women and girls take up the reins and show that they can ride just as well as the guys. 'This year at Cannonball was amazing, all the girls were shredding, and most of them are teenagers. I feel like they’re just super inspired by what’s been done, and what can be done.'

XC W H O A Location: Awaba National Championships Rider: Renee Junga, Grant Allen Camera: Nikon D850 Lens: Nikon 70-200mm Aperture: f/4 Shutter Speed: 1/1000 second Focal Length: 165mm ISO: 320 Matt says of his XC Woah entry,'It’s a pure race photo. I feel like I could put a nice pretty photo of someone riding an XC bike somewhere cool, and I did shoot some pretty cool events…but I’m like it’s gotta be from adaptive, because the adaptive race at nationals this year, it was so good.' 'It was the best event for adaptive that we have seen in this country, period, and I definitely feel like it needed to be represented. The best photo I had of adaptive was of Grant and Renee battling for a lead at that race. It was insane.' 'Grant was on a human powered bike, so he’s just pushing. He’s an olympic athlete so he is super strong.' Allen is a former Red Bull Rampage rider, who attained a spinal cord injury while competing in the event in 2011. Since then, he has represented Australia at the Tokyo 2020 Olympic Games in the men’s H4 event, with an impressive sixth place. 'Whereas Renee, she’s on the e-bike but she’s like blasting past him and I though it was an amazing scene to witness that battle. They battled all the way to the finish line. It was a really cool race and they’re not even racing against each other, they’re in different categories and have different abilities, but that’s all gone out the window and they still battled as hard as they possibly can during that event.' Junga crashed while competing in 4X worlds in Rotorua, 2006 and sustained a C1 and C2 spinal injury. To see her and Grant, both at the pinnacle of the sport prior to their accidents and now back racing at a domestic elite level is testament to their steely athlete mindsets and ability to overcome life-changing obstacles to continue racing bikes. 'They’re the pinnacle of adaptive racing in this country, and they have been for a while, and highlighting that really opens the door so that event can grow and grow, and get better and more inclusive. It’s an amazing scene and I feel like Awaba did a really amazing job this year and hats off to them.'

TESTED There’s a world of choice in bikes and bike parts out there. Our test team put bikes and products through the works. 92 96 100 104 105 106

Trek top Fuel 9.8 Gas Gas MXC 5 Specialized Stumpjumper 15 Bontrager Sainte-Anne XR Pro Bontrager Gunnispn Pro XR SRAM Eagle Powertrain

108 110 112 113 116 118

Campagnolo Ekar GT Campagnolo Zonda Maxxis Aspen ST Sea to Summit Telos TR2 Tranzx ED01 Sea to Summit Sleep System

THE HUB The where, what, how and when of mountain biking, from industry professionals. 120 122 124 126 128

Places That Rock Skills Nutrition Fitness Workshop 91

TREK

TOP FUEL 9.8 GX WORDS MIKE BLEWITT

PHOTOS CAHN BUTLER

ith the predictability befitting a global bike brand, Trek have been overhauling their bikes in a fairly typical cycle. In 2022 we saw the new Fuel EX follow the roost of the Fuel EX-e, and the Supercaliber has recently been updated ahead of the Paris Olympics. In July, Trek released the fourth generation of the current Top Fuel. The Top Fuel returned in 2015 as a 100mm XC 29er, and that is the last iteration of the Top Fuel I rode. The recent additions saw the bike move into a light trail category, but some riders felt it got lost with the last generation Fuel EX. The new 2025 Top Fuel arrives looking very similar on paper and in silhouette, and some have suggested that perhaps the Top Fuel is now what Trek meant it to be back in 2019. I was sent a 9.8 GX AXS model ($8999.99) to review this winter. Having tested both the new Norco Optic and Specialized Epic EVO this year, the 130/120mm 29er Trek looks to sit between the two: unassuming and vanilla, like many Treks are. But the question was – would this bike be polarising and vaguely popular like vanilla Coke, or a

favourite for all like vanilla ice cream? INITIAL IMPRESSIONS The large Top Fuel 9.8 GX AXS I was sent sits around the middle of the range. In Australia, the range starts with the alloy Top Fuel 8 for $5499.99, and runs through to the 9.9 XX AXS model for a stonking $18499.99. The carbon frame on the 9.8 model I have on test is full carbon, and saves around 220g over the previous Top Fuel, which many thought was a bit porky for its intent. A lot of the typical Trek features remain, like their Active Braking Pivot (ABP) where the rear pivot is at the axle, and MinoLink, which is a moderate geometry adjust option built into the lower shock mount. Trek have added a more/less progression option to this mount to make four positions in total, with 14% or 19% progression. So yes, it may suit a coil shock – but if that’s your thinking you’re probably looking at the wrong bike. It will suit customisation, especially considering the bike can be equipped with a 140mm travel fork and

Mike Blewitt RIDING EXPERIENCE: Washed up ex-AMB Editor GENERALLY RIDES: Generally Rides: Factor Lando XC custom build HEIGHT: 178cm WEIGHT: 72kg BIKE TEST TRACK: Brisbane’s best bits

longer stroke 185x55mm shock for 130mm rear travel if you like. And you can even run it as a mullet if you’re into that. Trek have a few other noticeable standouts – such as a threaded bottom bracket for pain free servicing, and a headset that only serves as a headset, not as a port for dropper outer or brake hose. There’s in-tube frame storage with a refined opening and sealing, an accessory mount under the top tube, a single bottle cage and shorter seat tubes and taller head tubes on all five sizes. Interestingly, Trek have also introduced size-specific chainstays to ensure the dynamic and balance of the bike remains the same across sizes. Geometry isn’t a world different, with a 65.5 degree head tube angle and a hair under 76 degrees for the seat tube. Reach is 477mm in large – all these are in the low setting. With a 440mm chainstay it’s about what you’d expect on a bike like this. Trek claim they have added some antisquat for better pedal response, and

the progressiveness of the shock is very similar to the previous model, with the option to increase it for faster flow trails and bigger hit support. It’s a really neat looking bike, and I think the simple graphics really help for that, as does the one piece RSL carbon riser cockpit. I’ve used this one before and I like it. It’s stiff, light, and really wide at 820mm. With the GX AXS T-type group set and Level Bronze 4-piston brakes it’s a nice build – effective and modern. The Bontrager Line Comp alloy wheels have a 30mm internal rim and the 108 point engagement hubs, wrapped in 120tpi Bontrager Gunnison and Montrose tyres, for fast rolling speed and grip. You could really change the character of the bike with meatier rubber – or sliding some lighter carbon wheels in, depending on your preferences. Out of the box I added the supplied sealant, used Trek’s website to get a base setting in the Pike Select+ and Deluxe Ultimate RCT and

threw the bike on the scale – it clocked in at 13.31kg before I added my pedals. It all looked nice – but it wasn’t egging me on to go and ride it. I added a bit more pressure to the fork from what was suggested as it felt way to soft, and headed to the trails. ON THE TRAIL I probably should have been more excited about getting on the new Trek Top Fuel. I held the 2015 era bike in very high regard, and viewed the more recent editions with interest, while feeling the chasm between the Supercaliber and the Top Fuel may be too big. Having ridden many size large Trek bikes over the past few years the fit was spot on – I would certainly cut the bars down if this bike was my own, but I’m not sure Trek Australia would take kindly to me doing that to their $600 bars on this test bike. You should though, when you make it your own.

Pedalling up the ridgeline I wasn’t sure what to expect. It’s no XC rocket like my own bike, but the Top Fuel rolls better than both the Norco Optic and Specialized Epic EVO I rode a lot this year. Tyres will play a big role, but the suspension is very balanced, with very little mush even when out of the saddle. That’s a big plus for me. That is quite different on the front, with the Pike delicately taking out trail chatter like a 120mm XC fork wishes it could. The Pike is a good indicator that the Top Fuel isn’t a long-legged XC bike but something that can be a lot more capable if you need it to be. On my local test trails I certainly felt at ease pushing the Top Fuel faster, finding good support from the rear suspension, and great grip from the new Bontrager tyres on the hero dirt that day. Onto a few other trails I used for bike tests I was happy hitting some of the small gaps, but more wary than I would be if the bike had some meatier rubber through the rocky sections. What I did find when comparing it to how the Epic Evo, which I really liked, was how well it tracked in rockier scenarios, which I think has a lot to do with overall intent. I know

Ben Morrison said the last Top Fuel could be ridden like a short travel enduro bike thanks to frame stiffness and performance. Despite shedding weight, Trek have only improved the capability of the new model – which means the added suspension options will be appreciated. On coming rides I became more and more comfortable on the Top Fuel. The shifting was crisp as expected, and even though I thought the 30t chain ring was under done, it worked really well with sitting and spinning up even some of Brisbane’s steepest climbs. But where I really enjoyed the Top Fuel was on descents. Whether it was on a refurbished trail with lots of smooth features sections to pump through, or rockier and steeper terrain – both were a delight. I’m impressed that Trek have a suspension setup that gives the right amount of support when compressing the bike, without then needing to be ridden hard to come alive. I ended up only using the regular setting and not the more progressive option for the duration of the test, as on the Top Fuel it really suited me. This isn’t to say it works like both an XC bike and a trail bike. That’s just not the case. It is a

heavier bike with a more upright position than a pure XC bike, but out of the box I’d still be happy taking it to a local XC race or something like a Quad Crown weekend. It’s not going to replace a long travel trail bike either. At higher speeds when trying to compress lips or hits that would send me way higher than I would want to go, the Top Fuel does remind you that it is a 120mm travel platform. It just means you use a bit more body language when it gets rowdier, and that’s fine with me. I think you could really extend the capability for aggressive trail riding with a longer stroke shock and fork, plus tyres and probably brakes. The Level brakes are good but don’t have a huge amount of power, despite being a 4-piston brake. I think they’re great for the bike as is, but a bigger rotor would suit the front end if a Top Fuel was going to be an over-build project. Going the other way, I’d happily knock out some longer rides in big hills on the Top Fuel, but you’d want to take a backpack or know you were stopping at towns. With just a single bottle cage you are limited on fluid – in this scenario an Epic EVO would come out trumps.

OUR TAKE Go back nine years and I was seriously considering a Top Fuel as my personal bike. They really did tick a lot of boxes. Since then Trek drove a wedge into their XC and trail bikes, with the Supercaliber becoming a World Cup XC bike while the Top Fuel got longer legs and a light trail outlook. Many owners of the 2015 era Top Fuel wondered where they should look for a replacement – and some looked beyond Trek. Times change, as does riding, and I think this fourth generation Top Fuel should better fill the gap between the updated Supercaliber and the new Fuel EX. In some ways it is the perfect bike for those who miss the last generation Fuel EX. And for others, it will work for riders who liked

the recent Top Fuel but either wanted more capability or less weight. The new model is a better bike than the last Top Fuel in every regard. I was prepared to be underwhelmed by the fourth generation Trek Top Fuel. The documents I was sent before the test bike arrived didn’t make my heart flutter, and building the bike showed a very common sense bike but nothing exciting. And you know what, vanilla is ok. Because the new Trek Top Fuel 9.8 GX AXS really delivered on the trail. It’s super efficient climbing and doesn’t feel like too much bike on even the mellowest trails, while being ready for much more. And most importantly, if anyone truly misses the outgoing Fuel EX then Trek have delivered a perfect bike for you.

RRP $8999.99 WEIGHT 13.31kg (as tested) AVAILABLE SIZES S, M, M/L, L (XL in other models) FRAME MATERIAL OCLV Mountain Carbon FORK RockShox Pike Select+,130mm SHOCK RockShox Deluxe Ultimate RCT, 120mm SHIFTER SRAM GX AXS pod DERAILLEUR SRAM GX AXS T-type CRANK SRAM GX AXS, 170mm, 30t BOTTOM BRACKET SRAM DUB MTB Wide, threaded CHAIN SRAM GX AXS CASSETTE SRAM Eagle XS-1275, T-type, 10-52 12sp WHEEL SET Bontrager Line Comp 30 TYRES Bontrager Gunnison/ Montrose RSL, 120tpi, 29 x 2.4” BRAKES SRAM Level Bronze, 4-piston, 180/180mm COCKPIT Bontrager RSL carbon riser, 820mm SEATPOST Bontrager Line dropper 170mm, (100mm on S) 34.9mm SADDLE Bontrager Verse Short Comp trekbikes.com

Moshy RIDING EXPERIENCE: Far too long racing riding and developing products for all kinds of bikes. GENERALLY RIDES: Pivot Firebird, Cervelo Aspero, Giant Propel HEIGHT: 177cm WEIGHT: 78kg BIKE TEST TRACK: ANU Bike Park, UC Stromlo Forst Park, Poo Pines, Majura Pines

GAS GAS

MCX 5

PHOTOGRAPHER JORDAN RIDDLE MEDIA

TESTER MOSHY

he Gas Gas MXC 5 is a notable entry in the world of e-bikes combining rugged performance with the convenience of SRAM’s Powertrain Motor. As part of the Spanish Motor bikes brand Gas Gas’s entry into the electric Mountain bike market, the MXC range and MXC 5 itself aims to bridge the gap between their traditional gas-powered off-road machines and the evolving and growing electric bike market. The MXC 5 sports a design that reflects its off-road DNA. With its full carbon frame offering super clean lines and size specific rear triangles its clear Gas Gas have done their homework working with the design team at international design agency Kiska to reduce production cost along with waste. What this means for the buyer is an outrageous and long forgotten phrase in cycling: value for money or bang for buck. This is seen in both the Gas Gas MXC and ECC range where the same frame is used with different builds on it to create a varying price point. The MXC and ECC ranges all feature a 96

distinctive Gas Gas red style livery (as a nod to the companies moto roots; a removable protective cover over the top tube), giving it a striking appearance that stands out on the trail as well as a little added protection. This is represented across all sizes with the style being called Swoosh. The build quality is commendable on the MXC 5, with attention to detail evident in the high-end parts spec including a collaboration with in House Moto Suspension brand WP and boutique brand DVO. Using chassis from DVO in the form of an Onyx fork and Topaz shock the team at WP set to work putting their Cone Valve technology into these units and creating the first line of WP e-bike suspension. The Cone Valve technology helps you sit higher I the start of the travel while still offering you small bump absorption which given the added weight of an e-bike is great and handy with setup. We also see a whole array of components from SRAM including GX Eagle Transmission allowing unrivalled shifting under power and in any gear.

This is matched with the very thing that makes The MXC an e-bike, SRAM’s new Powertrain motor putting out 90NM of torque a 250w drive unit with the juice for this coming from the smaller 630wh battery using an increased sell density to reduce volume, weight and help lower the centre of gravity and help create the lively and playful feel of the MCX range. The Powertrain unit its self is pretty special and offers all sorts of customisation including Coast Shift so you can shift any time you want, braking rolling….yep not even pedalling! There is also an auto shift mode that uses rider input to shift much like an automatic car does, we will go in these features and many more on the SRAM Powertrain unit in a dedicated story about it. ON THE TRAIL Rolling on a mixed wheel setup significantly leans into the playful nature of the MXC 5 with a wheelbase of almost 1300mm never did I

feel like the rear wheel was getting hooked up or was days behind me when going around a corner. Gas Gas have really done their homework when it comes to bike handling on the MXC 5 and its really of no surprise as they have been fielding 2 Factory teams on the bigger ECC across the E Enduro World Cups for almost 2 years. With feedback from those riders along with other test riders the MXC range has hit the ground running as the shorter travel, more agile sibling to the ECC. Speaking of travel, the MXC 5 rides like it has more than its listed 140mm travel in the rear and feels very balanced with its 160mm travel fork. Quite a bit of this could be to do with the hand in tuning of the DVO suspension that the WP team had, being able to basically build custom tuned suspension for both the MXC 5

and MXC 6. Balance though the rough stuff is one thing but keeping a balanced front and rear in a flat open corner is another and there are very few bikes out there, especially ones carrying a motor that can offer this with stock suspension. While our MXC 5 has an excellent tyre choice from Maxxis with an Assegai looking after direction and a Minion DHR II taking care of slowing down I think there is more to it than good tyre choice. These tyres have an Exo+ sidewall, and so they’re not super stiff under an e-bike, which can lead to quite a bit of tyre roll when pushed hard under rider and bike. This leads me to believe that this balance in the corners and incredible grip comes from the suspension tuning. It’s because of this that it would be interesting to ride the MXC 4 specced with

Rock Shox suspension to see if you get this same grip and balance in the corners or if it’s down to the more premium DVO/WP collaboration. Despite the above, its not all rainbows and lollipops with the suspension: often something as high end and trick like the Onyx fork and Topaz shock come with many adjustments. With such a range of customisation, referring to the setup guide as a baseline is going to be key otherwise you could end up down a rabbit hole of non-optimal settings which can be a difficult space to get out of! Balance is a notable strength of the MXC 5, be it on the ground or in the air. I have not ridden a bike that wants to level out on take off as much as the Gas Gas; its actually a bit of an odd feeling at first but once are used to that

feeling you think nothing of it. In fact, jumping is such a non e-bike experience on the MXC 5 that you will find yourself looking for gaps and jump along the trail. This is really something to note because the MXC 5 is not a light-weight mid-power e-bike. Yes, it got the smaller 630Wh battery when compared to the ECC but its still over 24kg. Now when you think about it Gas Gas is a motor bike brand first and bicycle brands second, so I am sure when developing this bike the engineers had no issues getting a bike that is significantly lighter than a motor bike to ride the way they wanted. One of the standout features of the MXC 5 is SRAM’s Powertrain system. The bike offers a respectable range with its 630Wh battery and depending on riding conditions and terrain, you can expect around 1.5 to 2 hours of riding time on a full charge, which is pretty inline with other bikes running something similar. In a recent ride I was able to achieve 2300vm (not just fire road climbs) over 36km in just over 2hours and finished up with 8% battery left. I could have really extended this out if I was up to using a mix of Range and Rally modes but if I am honest 2 hours of power on Rally was enough for me and I was pretty pleased with the day and worn out.

The power delivery is natural and have since adjusted the Range mode to offer a bit less power than Rally to help control things a bit better on single track climbs. I have also removed the left-hand pod shifter and just use the AXS button on the top tube to switch modes for a cleaner cockpit. As the MXC 5 does not use an AXS dropper its kind of just in the way having a drop remote there too. Parts wise the only flop were the brakes. Despite the 220mm front and 200mm rear rotor, SRAM’s G2 brakes (now under the Level name with inline leavers used for XC and light trail) just can’t cut it on a bike like this. Gas Gas really missed the mark here and should have maybe put something like a SRAM Code brake on the MXC 5, which is specced on the MXC 6 model (RRP $15199). FINAL THOUGHTS The Gas Gas MXC 5 is a strong contender in the e-bike segment. It excels with its impressive performance, well thought out build quality and modern geometry. While it may not be the cheapest option on the market coming in at $13599 it is still reasonable value, and offers a

RRP $13,599.00 WEIGHT 24.1kg (as tested) AVAILABLE SIZES S,M,L FRAME MATERIAL Carbon Fiber FORK DVO/WP Onyx D1CV SL, Air, 160mm SHOCK DVO/WP Topaz AIR CV, Air, 140mm SHIFTERS SRAM AXS Pod Ultimate Controller DERAILLEUR SRAM GX Eagle Transmission CRANK SRAM GX Eagle Transmission 165mm BOTTOM BRACKET SRAM Eagle Powertrain CHAIN SRAM GX Eagle Transmission CASSETTE SRAM GX Eagle Transmission

compelling mix of power its delivery, handling, and technological innovation for riders seeking an exciting and less of the shelf experience. Any upgrades would be tyre casing, but you can wait until its time to replace the current Exo+ casing tyres and then take your pick of what’s out there. The brakes, depending on how you ride the bike, would be something I would be altering early on and will do as I am considering something from the MXC range for myself. Codes are fantastic and serve me very well

on my Pivot Firebird but considering the modulation you get, small weight penalty (you also have a motor) I will be looking at a set of Maven Slivers and play with rotor size to get the power I need. Whether you’re an experienced in the e-bike world or a newcomer looking to explore the world of more trails the Gas Gas MXC 5 is well worth considering. Its blend of performance and Spanish Flair positions it as a solid choice for those ready to embrace the world of e-bikes and shrug of its stigma with a ride and look that’s sure to turn heads.

E BIKE DRIVE UNIT SRAM Eagle Powertrain Drive Unit, 250 W, 90Nm E BIKE BATTERY SRAM Eagle Powertrain, 630Wh HUBS GASGAS DA210R SPOKES Alloy RIMS Mach 1 TRUCKY 30 TYRES Maxxis Assegai 29/ Maxxis Minion DHR II27.5 BRAKES SRAM G2 RS, 4-piston STEM GASGAS 35 HANDLEBARS GASGAS Riser 35 mm, 780mm, Sweep: 9°, Rise: 20mm SEATPOST GASGAS Pro, 34.9mm, Dropper post SADDLE Selle San Marco GND gasgas.com/bicycles/en-au

Ryan Walsch RIDING EXPERIENCE: Racing, repairing, riding and breaking bikes since forever GENERALLY RIDES: Forbidden Druid V2 Overbuild, Trek e-cargo HEIGHT: 178cm WEIGHT: 74kg BIKE TEST TRACK: Greater Brisbane

SPECIALIZED

STUMPJUMPER 15 EXPERT

PHOTOGRAPHER JORDAN RIDDLE

TESTER RYAN WALSCH

f you’ve been around mountain bikes for a while, or just a moment, it’s likely you have encountered the Specialized brand in some way. Back in 1981, Specialized brought the first production mountain bike to the world and here 43 years later we see the launch of the 15th iteration of that bike, the Stumpjumper. Spending the last 3 years in development, we see many changes to the Stumpjumper platform which is pitched as the ‘one trail bike to rule them all’ with the single biggest innovation on the new model being GENIE. This game-changing air spring technology grants every trail rider’s three wishes: feel and control of a coil spring, better bottom-out prevention than a standard air spring, and a tunable platform for a playful feel. Essentially the GENIE consists of 3 air chambers: the negative chamber, a large positive outer air chamber (which closes off 70% of the way through the travel), and tunable 100

final positive chamber where the spring curve really ramps up resisting bottom out. This more sensitive and active first 70% of travel is coil performance like and has a claimed 57% traction loss when compared to a standard air shock. As the main air piston and GENIE band passes past the GENIE ports, it closes off the outer large volume air chamber and rams all the remaining pressure into the smaller finer chamber or GENIE bottle if you will. The GENIE band situated next to the main air piston also doubles as a large diameter Trelleborg bushing (yes, the Swedish tyre manufacturer) which helps keep the yoke drive shock running smoothly inline. Specialized claims the GENIE 2-staged air spring resulted in a huge 39% fewer severe bottom out events when compared to the standard air spring, which is a welcomed figure as the Stumpjumper’s predecessor was quite linear and notoriously frequented the

bump stop. With so much sensitivity in the initial 70% of the 145mm travel, Specialized provide tuneable bands for the outer chamber which can tune the mid-stroke and provide tokens for the final chamber which can tune the progressiveness of the curve. Volume spacers altering the spring curve for end-stroke or mid-stroke are not new, Trek’s DRCV would be right up there in concept however its function reversed and rather opened a second chamber to make the spring curve more linear rather than close and become more progressive. This GENIE shock would certainly work in many other suspension platforms with a quite linear spring rate or a yoke driven linkage thanks to its now heavily beefed up bushing (GENIE Band) above the main seal head, reducing wear and tear on the

shaft and reducing service intervals and failures. With a ground hugging suspension platform, high anti-squat value and modern geometry, the all new Stumpjumper 15 promises to broaden its coverage of the trail genre, dipping its wheels into the enduro realm and pedalling with the efficiency of a down country bike. When brands a forever spearheading sub genres with new models, we feel this is a smart move consolidating models and we cannot wait to hit the trails. INITIAL IMPRESSIONS Its not often I get sent a unreleased model, let alone one that has been built and setup up for me out of the box, nothing left to chance by the team at Specialized. Of course I can’t help but pull apart, prod and poke the bike and its apparent that Specialized has stepped it up yet again; refined, clean lines, unobtrusive hardware that won’t snag on clothing or retain debris and moisture…it’s the real deal. The Stumpjumper 15 Expert model we have on review is an S4 with a 475mm reach, selected for me based on my preferred range of 460mm to 485mm range at 178cm tall. The S4 is one of 6 sizes across the range but with

such generous stand over many riders could ride one of two frames size based on ride style or preference. The expert model has the pick of the line-up in terms of value for money, its equipped with all the latest and durable fruit, the stuff riders mechanics alike wish companies would just install from the get-go. The expert we have on review features a Grip X2 damped Fox Performance Elite 36 fork upfront with 150mm of travel and a Performance Elite GENIE rear shock out back with 145mm of rear travel. Stopping is taken care of by the most powerful brake I’ve ever used on a bike: the all new SRAM Maven Bronze (which ironically is grey to match the GX Transmission Groupset). Fitting such a powerful brake to a trail bike is a bold statement, testament to Specialized’s intended use of the Stumpjumper 15. Back to the SRAM GX Transmission group-set, we don’t see any cable ports for them’ pesky cable things. There is a fully sleeved port for the rear brake line, an internally sleeved port on the other side of the headtube for an internally routed dropper cable and that’s it: no exit ports out of the mainframe and certainly no ports into the UDH ready swing arms. So unless Shimano is about to drop a wireless Di2 with self

powered rear derailleur it looks like the big S has destined the Stumpjumper 15 for the fully wireless digital age! As our bike was built by the team at Specialized Australia it was dialled out of the box, the carpark test got us thinking the shock was on the soft side. Not a little bit but way too soft and buttery despite the team setting it up for us, and GENIE giving us 30% sag. I felt like I was falling through the travel to bottom out just riding around in the carpark in Birkenstocks. As a result, I upped the pressure from 170psi to 240psi and still thought we could bottom it out. A few back and forward emails a call found we could tune the outer can with bands provided and a polite “well you should just ride it first before you fiddle chat” and we hit the trail to find out. The bottom which I was experiencing turned out to be hitting the GENIE’s head and that the huge air can is so supple and coil-like that at the correct sag of 30%, the bike is incredibly linear like a coil just hugging the ground as it goes along. As the large outer chamber closes the air is crammed into the GENIE’s bottle and ramps up something savage. I don’t think I ever felt the bottom: no audible clunk like the Stumpy of old, but there is a noticeable point where GENIE 101

engages and while Specialized states that’s in the last 30% travel, I felt it most in the last 5-10% travel. With all our fiddling in the workshop and surrounding jib locations, additional setup info from the knowledgeable team at Specialized, a glad-bag of tokens and a shock pump, we hit the locals to see how the all new GENIE equipped Stumpjumper 15 performed in the real world. ON THE TRAIL The Specialized Stumpjumper offers an exceptional ride feel and ergonomics, making it stand out among aggressive trail bikes. Specialized has fine-tuned the bike’s design to ensure a central seating position that feels perfect. The virtual seat tube angle is claimed to be 76.9 degrees, which is quite steep. However, the actual seat tube angle is just over 70 degrees. For a rider standing at 178cm on a size S4, the seat post doesn’t need to be extended too far, keeping the rider’s mass from being too far back over the rear wheel. The S4 and larger models come with a

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premium PNW Loam dropper post that features tool-free travel adjustment. With increased dropper insertion, we were able to use the full 200mm drop, making the bike suitable for a wide range of rider styles, leg lengths, and body types. The cockpit is well-designed with comfortable Deity Lockjaw grips on an in-house 800mm alloy bar, which I trimmed down to a more familiar 780mm. The setup is clean, with no unnecessary clutter, featuring a slick PNW silicon-padded dropper lever and SRAM AXS Pod to round out the controls. Everything is neatly in place, with no rattling, just as you’d expect from an aggressive trail bike.

Specialized’s SWAT (storage, water, air, tools) onboard tools and storage further enhance the package’s neatness. The SWAT 4.0 downtube storage has the best sealing we’ve seen yet, with a snug-fitting surrounding seal that eliminates play and noise, providing ample space to securely stow spares and snacks. Describing how the Stumpjumper handles on the trail can be complex due to the numerous frame adjustments available for tweaking and fine-tuning, but it’s nothing short of brilliant. I experimented with several setups on the bike, with the trail feel being most easily altered by adding or removing outer bands on the GENIE shock. Adjusting the outer bands significantly transforms how the bike handles, and when combined with adjustable geometry, riders can create vastly different ride experiences. With zero or one band in the outer chamber of the GENIE shock, the Stumpjumper becomes a planted, ground-hugging rig that is very forgiving of mistakes and bad line choices, offering a coil-like feel. Slacking out the head tube angle further transforms it into

RRP $11,200 WEIGHT 14.24kg (as tested) AVAILABLE SIZES 6 sizes, S1- S6 or 400mm reach to 530mm reach FRAME MATERIAL FACT 11 carbon fibre mainframe and both stays

a mini downhill bike. On the other hand, adding three or four bands firms up the mid-stroke, turning the bike into a poppy, playful rig that’s agile and eager to jump off anything in its path. The GENIE-equipped Stumpjumper tends to sit into its travel, providing plenty of traction and confidence for the rider. It requires more precise pedal positioning at times, but it’s refreshing to see such versatility in a time when brands are often creating highly Specialized bikes for niche sub-genres. The Stumpjumper 15 stands out for its adaptability and wide-ranging appeal.

OUR TAKE One of the most versatile bikes we have ridden to date, Specialized have overhauled the Stumpjumper and brought the people a bike that can be setup in so many ways. From a fun park bike and jib machine; to a fast, stable and composed trail bike: the numerous geometry adjustments, clever GENIE shock, durable components and hugely powerful brakes make the Stumpjumper 15 a impressive option if you’re looking for a versatile allrounder bike that can take you from backcountry rides to the chairlift.

FORK TYPE FOX FLOAT 36 Performance Elite, GRIP X2 damper, HS and LS rebound and compression adjustment, 15x110mm QR axle, 44mm offset, S1:140mm of travel, S2-S6:150mm of travel SHOCK TYPE 145mm FOX FLOAT Performance Elite with Specialized GENIE Shock Tech, Ride Dynamics Trail Tune, 2-position lever w/3 setting Open mode tuning range, LSR adjustment, S1:210x52.5mm, S2-S6:210x55mm SHIFTERS SRAM AXS POD Controller DERAILLEUR SRAM GX AXS Transmission Derailleur CRANK SRAM GX Transmission 32th S1-S3 165mm, S4-S6 170mm BOTTOM Bracket SRAM DUB BSA English Threaded CHAIN SRAM GX T-Type CASSETTE SRAM GX T-Type 10-52 HUBS DT Swiss 370 Star Ratchet SPOKES SAPIM Force RIMS Roval Alloy 28 hole TYRES Specialized Butcher GRID Trail casing T9 compound 29 x 2.4, Eliminator GRID Trail casing T7 compound 29/27.5 x 2.3 BRAKES SRAM Maven Bronze 200mm HS2 rotors front and rear STEM Alloy Trail Stem 35mm HANDLEBARS Specialized, 6000 series alloy, 6-degree upsweep, 8-degree backsweep. S1-S2: 780 width, 20mm rise: S3-S4: 800 width, 30mm rise: S5-S6: 800 width, 40mm rise SEATPOST PNW Loam Dropper, tool-less travel adjust, Range lever, 34.9, S1: 125mm, S2: 150mm, S3: 170mm, S4-S6: 200mm SADDLE Specialized Bridge Comp

www.specialized.com/au/ 103

BONTRAGER

SAINTE-ANNE XR PRO

Fast rolling and durable

Great braking traction for it’s speed

Lacks much in the way of transition knobs

RRP: $79.99 trekbikes.com

Part of Bontrager’s mountain bike tyre overhaul this year was a new XC tread. The Sainte-Anne bears the name of one of the World Cup’s most iconic venues, known for rocky terrain and a world-class after party. So what will that translate to for a tyre? A CLOSER LOOK I’m pretty familiar with XC tyres, and the Sainte-Anne looks to take cues from Bontrager’s own XR2, a Maxxis Ikon and even a Hutchinson Python. The centre tread isn’t joined, with two sets of two paddles repeated: one is wider, and one is narrower. Both are low tread height to improve rolling speed. The transitions knobs are sparse, with one larger and one smaller, before innie and outie edge knobs with siping, that are flipped when in the alternate position. The overall design will roll fast with good braking and accelerating traction, with slightly more cornering traction and more support than the centre knobs provide alone. The Sainte-Anne is only available in 29 x 2.4” as tested here. This tyre weighed 801g, just about spot on the claimed weight. The 60tpi casing uses a nylon sidewall reinforcement and a dual compound rubber with softer rubber on the shoulders. SETUP I mounted the Sainte-Anne on a Black Inc wheel with 27mm internal. While Bontrager have their own guide on tyre pressures on the packet and online, I used 22psi and didn’t use a tyre insert. The tyre inflated easily with the recommended amount of sealant, and held air as you would expect. Inflated, the tyre measured 57mm. ON THE TRAIL I tested the Sainte-Anne on the rear of my bike with the Gunnison XR Pro on the front. This matched my usual favourite for a faster rear tyre with a grippier front tyre. While neither tyre were setting the world

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alight with low weight or anything fancy, bringing a 60tpi casing has a lot of reliability built into the tyre. Like the Gunnison, the Sainte Anne got to work with just working, and blending into the background of how I was riding. I thought I’d want something wider, given the 2.4” Maxxis I normally ride around over 60mm when measured. But the rounded profile was very predictable, although I do find it difficult to test much of the transition on a rear only application on a hardtail. I suspect this tread design will reward straight speed or being pushed into cornering duties; not for messing around in-between. And as a tread designed for XC racing, that’s fine. Like the Gunnison, I really was impressed with the fine braking control on steep terrain with the Sainte-Anne, where I expected it would falter. VERDICT Sometimes it is better for a product to blend into the background, and that’s what the Bontrager Sainte-Anne has done. If you want to shed some weight and gain compliance, there is an RSL version with a higher thread count 220tpi casing. This also comes in 29 x 2.2”. But as an everyday set of fast XC tyres, the Sainte Anne XR Pro have their place. And for those who want to train on something hard wearing with a lighter casing for race day–Bontrager have you covered. I really liked this tyre as a rear matched to the Gunnison for a set and forget combination. Mike Blewitt

BONTRAGER

GUNNISON PRO XR

Jack of all trades

Good value

Set and forget

Vague on some lean angles

RRP: $79.99 trekbikes.com

When we spoke to Bontrager about sourcing some tyres for our trail and enduro mountain bike tyre test, they did tell us some new tyres were on the way. But as you may have noticed, it’s not just one or two new treads, it is a ground up redesign of the range with new treads and casings. I was sent a Gunnison PRO XR in 29x2.4” to test. This is billed as a trail tyre and Bontrager also sell this tread in 2.6” and 27.5 x x2.4”. A CLOSER LOOK The Gunnison tyres use a 60tpi casing, which should prove to be quite tough for light trail use. The rubber is a dual compound rubber, favouring a firmer rolling rubber in the centre with something softer on the shoulders. The tread pattern is a classic 2-3-2 arrangement, with a bunch of siping on all tread blocks, save for the middle one on the 3 arrangement. The leading edges are ramped for rolling speed but have abrupt back edges to find plenty of traction if the front is pushing into a turn or for braking. The edge knobs are staggered, which helps make for consistent traction through most lean angles on the round profile tyre. My Gunnison Pro XR test sample weighed 897g, 22g over the claimed weight. SETUP I fitted the 2.4” tyre on my Black Inc wheels, which have a 27mm internal width. The inflated to 58.5mm and were easy to inflate with a track pump with the valve core removed. Bontrager have a guide on the inside of the tyre packaging that suggests the amount of sealant required for their tyres, and with a pressure suggestion based on rider weight. The tyres stayed as airtight as any during the test – which isn’t surprising for a 60tpi tyre. I tested these at 20.5psi on my front wheel.

ON THE TRAIL

The conditions I’ve had, or have been riding in, during the test period moved between hero dirt after light amounts of rain, and the typical loose over hard. Based on looks alone, I expected the Gunnison to ride a lot like a Maxxis Rekon, one of my go-to front tyres for light trail, or XC+ use in my area. My first few rides were on the typical loose over very hard hardpack conditions on my local trails, where the Gunnison acted as you’d expect; it rolled quite fast on the front and was predictable this was even better in damper conditions and hero dirt, as you’d expect. I was impressed by the support on offer with the Gunnison – the 60tpi casing ended up being quite robust and actually fairly supple, but nylon reinforcing in the sidewalls meant I had no folding of the tyre despite edging the pressure a bit lower. At times I did find the transition to the edge knobs to not be as predictable as I expected. I think with the innie and outie pattern it is easy to find it less consistent than a tyre with taller, more consistent edge knobs. Those tyres tend to come with other features that mean they don’t roll as fast though. While I had all but convinced myself that the Gunnison was an average light trail tyre perfect for average light trail riding, a recent ride took my down a forest road that I always avoided as it’s very steep. It is a moto favourite, and this time I was tempted to take a look. With loose and dry conditions it was a test of patience and brake control at first, before letting the bike go on the steep moto singletrack. Into a series of steep, rutted sections at a grade over 30% the braking control with the Gunnison tyre was more than I’ve found on other similar tyres, while it also guided me through the faster, rutted areas at other points with confidence that I did not expect. VERDICT The Bontrager Gunnison XR Pro is likely to be a light trail jack of all trades tyre. I am often swapping tyres around on wheels to get the best fit for a coming race or ride. But finding a pairing that works for 90% of your riding is far more efficient on time, tyre consumption, and even tubeless sealant! A tyre like the Gunnison XR Pro could be that tyre for those riding light trail or even expecting more grip and confidence on their XC bike. Mike Blewitt 105

SRAM

EAGLE POWERTRAIN

The Eagle has landed at the e-Bike party

Super integrated approach with SRAM drivetrains

Coast Shift!

Limited availability on bikes in Australia right now

SRAM.com

Eagle Powertrain is SRAM’s entry to the world of e-bike motors came late last year, but due to brand and industry availability this is one of the first available in Australia (currently offered on Transition and Gas Gas bikes down under). We were able to spend a chunk of time on the Eagle Powertrain on the new Gas Gas MXC 5, which has been a delight. While the unit does stick out as being quite bulky compared to some the newer offerings in the e-bike market, it does have some very unique features making the Eagle Powertrain stand out in a increasingly busy e-bike motor market. Eagle Powertrain makes sense for SRAM: it’s fully integrated with their Transmission drivetrain which marries up it’s power delivery with it’s capacity to shift under load. Based on the Brose’s Drive S Mag motor (which some of you may know from Specialized e-bikes) the unit is very much a SRAM creation in terms of software. Powertrain boasts the same technology as the Brose Drive S Mag with the power transmitted by a belt drive and dual-sprag clutch system, with updates to remove some of the critical issues encountered in Brose’s earlier units. These updates ensure no resistance is felt when pedalling without the motor’s assistance, and you can still pedal relatively easily in the event of an empty battery or once you have moved

beyond the maximum speed assistance. Like the Brose S Mag, the Powertrain drive unit puts out 90 Nm of torque and weighs 2.98 kg. With its peak power of 680 watts, this makes the Powertrain more powerful than the ever-popular Bosch Performance Line CX with its 600 watt max. BATTERIES AND RANGE EXTENDERS

There are two different battery options to power the motor; the smaller 630 Wh weighs in at 3.1kg, and access is via the underside of the down tube. There’s a screw under the battery cover that must be loosened before you can take out the battery with safeguarding metal clips that hold the battery in place, preventing it from just dropping out of the frame once you’ve loosened the screw (you will need to give it a little pull to pop it loose and then take it out, bit more of an action of purpose than accident). The larger 720 Wh version can either slide out of the bottom end of the down tube or be permanently integrated. At 4.1kg, it weighs just under a kilo more than the smaller compact-size version. It’s up to the bike brands and their concepts to decide which battery they choose whether permanently integrated or removable. For the long-distance riders amongst you, SRAM also offer a 250 Wh range extender that looks and is mounted like a water bottle, using the specific range extend mount. SRAM have designed a bottle cage that clips onto the bracket of the range extender, so you don’t have to remove the bracket every time you want to carry a water bottle instead of the range extender. Something to note though before you buy a range extender is that the motor can only tap into range extender when you’ve got it set to the Range support mode, as Rally mode only draws its energy from the main battery to preserve battery integrity. More on the Range and Rally modes below. TECHNOLOGY, MODES AND APPS

SRAM developed their own software that should help to mitigate load peaks and further reduce strain on the belt system. With a large investment, experience and brains trust all things bike, the SRAM software (helping with the above drive issues) leverages their experience with batteries, electronic controls, and app integration; all of which have been developed for the Powertrain from the ground up. 106

The two drive modes are Range and Rally. SRAM’s idea is that riders focus on one of two things: maximising range for long adventures, or having a more powerful, high-speed ride. These two options came about during testing and from feedback given by their ‘Black Box’ riders, where they were mostly using an eco-style mode or full power mode and not really using an in between setting. Personally, I tend to agree…but I may be from a small group who is on board with two modes. Perhaps this is because I have spent quite some time on the Powertrain system. While there are only two modes compared to the seemingly endless options of other motors, SRAM allow you to tune these modes around power and assistance to the rider. Simply find the unit on the SRAM app, head to Eagle Powertrain, and then into Ride Mode tuning. From here, you can configure maximum motor support, assistance and adjust the level of assistance for each mode. You can also assess battery life of all SRAM components and set desired preferences for controls. On the trail, you can shuttle between modes using a pod shifter or the integrated top-tube display. What you choose here may also depend on your Reverb AXS dropper and how much you end up relying on SRAM’s automatic shifting feature… AUTOMATIC SHIFTING & COAST SHIFT

FURTHER INTEGRATION: HAMMERHEAD

Those of you out there wanting additional information or data and are lucky enough to own a new generation Hammerhead Karoo head unit you can use ANT+ LEV E-Bike support on a Hammerhead to get a range of handy and cool data fields related to your Powertrain. A useful tile for those looking to ride on Rally mode most of the time is rider vs motor power; it is a good judge of how you are physically burning up your energy and building fatigue in your legs. Being able to keep less fatigue in your legs when pushing around an e-bike should lead to being less tired and help you ride more trails faster and have more fun. If your legs are gone the descending will not be as fun or fast, and becomes more difficult if you have tight technical sections when you’re muscling a 20kg bike around. If you are that way inclined, you can also use this to see how much more efficient the Clips vs Flats debate is and if its fast or fun you want. FINAL THOUGHTS

For me, a system like SRAM’s Powertrain makes a lot of sense especially as a current SRAM Transmission user. The way it all works together with other AXS ecosystem components is brilliant, insanely adjustable (still usable) and hard to fault. The downside to all the awesomeness is you need Transmission to get the full benefits of Powertrain, but it has set a bit of a benchmark for me on how I would want a race drive system setup: plus the coast shift is just the best thing ever and you can’t change my mind. Ben Morrison

Photos: Jordan Riddle

Both SRAM and Shimano released their automatic shifting in 2023 in order to optimise e-bike drivetrain function. SRAM states that auto-shift allows the rider to concentrate fully on the trail without having to worry about shifting gears. You can actually remove your shifter altogether: a wild concept. As a digitally controlled system, SRAM will continuously be providing software updates along with the evolution of SRAM Transmission, meaning that auto-shift is constantly

evolving and improving and users aren’t going to be left behind. SRAM say the average rider performs around 200 gear shifts per hour, but SRAM auto-shift currently performs around 700 gear shifts per hour depending on the terrain, to ensure optimal cadence and efficiency. However, it can’t shift while stationary since the motor can only turn the chainring if the rear wheel is also turning, allowing the cassette to turn. In the default setting, the algorithm assumes 85 RPM to be the ideal cadence and selects the gear accordingly. Something you may notice on Powertrain bikes is that the derailleur isn’t always powered by a separate AXS battery, instead its plugged directly into the main battery. This does mean that you can only shift gears when the system is switched on, which could be is annoying when working on your bike, if you want no assistance or you’re completely flat of battery. You can use the pods to move the desired cadence up or down in three steps while riding. However, you can always shift manually, even when you’ve got auto-shift activated (unless you’re riding without shifter pods or have them calibrated to a different function). Doing so overrides the algorithm and deactivates it for about 5 seconds. I think if you find yourself doing this auto-shift may not be for you. It is not for me, just yet. The coast-shift function is one of the best features and is very Honda-esque of early 2000’s downhill racing. Allowing you shifting without having to pedal is always available, even if the auto-shift function is deactivated and its brilliant. There isn’t much to add to this other than it does exactly as it says, works great and I want it on my analogue bike. Knowing you can be in the right gear coming through a section into a climb or as a trail opens up and not needing to pedal is a novelty that doesn’t wear off.

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CAMPAGNOLO

EKAR GT: A 13SP MECHANICAL GRAVEL GROUPSET QUELLO È BELLO

Shifter ergonomics are on point

Braking power excellent

Offers good alternative option to red and blue brands

Gaps in small gears large when climbing

RRP $2549

cassette at 2800g), featuring chainring sizes down to 36T and cassette options up to 10-48T. That represents a 480% range - up from 467% of the EKAR groupset, still a bit behind that of Eagle 10-52T and GRX’s 10-51T. Moving onto the cranks, they feature steel semi axles with aluminium arms, and swapping between chainrings is as easy as unbolting and replacing: they are available in 36, 28, 40, 42 and 44T and 170, 172.5 and 175mm lengths in understated black on black. Historically, Campagnolo is known for the thumb shifter and the Ekar GT ergo power brake/shift levers do not disappoint; featuring reach adjustment, increased hood texture for off-road grip, and the capacity to dump up to three gears at a time if faced with a sudden, savage berg. The drivetrain is disc-only and can be specced with 140 or 160mm rotors. It must be noted that the Ekar GT requires a campagnolo N3W freehub, or compatible wheelset. We were provided with a set of Campagnolo Zonda wheels to test the groupset with. WHAT MAKES IT DIFFERENT? Well, primarily it’s a 13-speed groupset which was one more gear than the two major manufacturers at the time of test*. The ergo power levers offer an alternative hood

Photos Cahn Butler

www.fesports.com.au

Campagnolo is a brand you may not have heard of. In fact, I am not sure if it would have been printed in the pages of AMB before. The Italian componentry manufacturer boasts an amazing 42 Tour de France wins, more than the other two big manufacturers. But you’re reading this in Australian Mountain Bike magazine, so I am guessing many of you have little interest in tiny, hungry men hurting themselves in the French countryside for the better part of a month. Enter stage right the Campagnolo Ekar GT gravel groupset. Named after mountain peak ‘Cima Ekar’ in province of Vicenza, Italy, the GT (Gran Turismo) groupset offers a wide range of mechanical gearing options for everyday adventures, with alloy components at a lower price point than EKAR. All bikes are cool and the rise of gravel and bike packing has opened up opportunities for even the most rusted-on downhiller to explore in new ways. Campagnolo EKAR (not GT) was the world’s first 1x13 gravel specific groupset, released in 2020. Featuring a lot of carbon, this 2385g groupset was targeted towards racer types, and the easiest gearing available was 38T chainring with a 10-44 cassette. Comparatively, the Ekar GT is slightly more portly at 2700g (on par with Shimano GRX’s ‘unstoppable’ mullet drivetrain with a 10-51T

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shape and shifting option which, in my opinion, suits smaller hands better than the other options on the market. While other brands can offer a wider range of gearing due to broader cassettes, EKAR GT is available with a chainring as small as 36T which could be perfect if you’re solely a hill-seeker. Being a 13-speed groupset, the EKAR GT cassette requires Campagnolo’s specific N3W free hub body standard, which is available on Campagnolo’s own gravel Zonda wheels (which is what we tested the EKAR GT on). For those who are looking at a build and considering other wheel sets, there are N3W freehub body options available for brands such as 3T, DT Swiss, Hunt, Industry 9 and Zipp. Most wheel sets will be compatible with an adaptor, excluding Shimano wheel sets. While it may seem a pain to be looking at a different free hub body standard, the neat thing about the N3W is that it’s backwards compatible with all Campagnolo 10-13 speed cassettes: that’s nearly 20 years of components. HOW DOES IT PERFORM? I wasn’t hitting any super records on the first ride out on the EKAR GT, a leisurely 80km/3hr ride of 80% road and 20% gravel/doubletrack was enough to get a first impression. It had been a while since I had ridden a Campagnolo-equipped bike, but It only took a few minutes before shifting felt natural and I immediately felt at home with the Ergopower levers. The hoods were smaller and shorter than my existing GRX hoods and while there is a small bump at the base of the hood, it was perfectly positioned to hug the palm of my hand without being obtrusive. On a small bike, the impact of elongated hoods can be immense; if you are already running a short-ish stem and a shallow reach bar, long hoods can be difficult to accomodate. Perhaps this is less of an issue of proportionality if you’re on a large frame or above, but its certainly something that can be difficult to accomodate in a bike fit when you’re trying to optimise biomechanics, comfort and handling. On my local landscape of short, sharp hills, we found ourselves using the full range of the 10-48T ‘adventure’ cassette, a feature specific to EKAR GT (comparatively, EKAR’s widest cassette is 10-44T, and smallest chainring is 38T). We selected a 40T chainring to keep apples as close to apples with my existing gravel groupset, with a pair of 170mm cranks. For tech nerds and the biomechanic-savvy, the Q-factor of the EKAR GT is 151mm: slightly wider than that of the EKAR 145.5 but on par with Shimano’s GRX. While the lower range of gearing can be comparable a 51T cassette and a 38T chainring with GRX, what sets the EKAR GT apart is the configuration: single cog increases between the top five gears, followed by two gears with a two cog step, then two with a three cog step, one five cog steps and three six cog steps. Essentially, the wide-range ‘adventure’ cassette is a little business at the top, party at the bottom. This whole business-party situation is facilitated by the longer cage of the EKAR GT’s derailleur, which is compatible with the narrowest ‘endurance’ 9-36T cassette up to the ‘adventure’ model we tested. The derailleur also features a simple clutch mechanism that’s activated by gently pulling

the derailleur back it lock in place, which is unlocked with a small retraction and button to release. This makes for a realistic and enjoyable road-like feel on the flats and very shallow climbs; I felt like goddess Athena powering along to battle. It also meant that up some longer, steeper and more consistent climbs you could find yourself wishing you had a gear in the middle of what was on offer. After a few hundred more kilometres we can report that shifting required a bit of finesse to keep true, and we did find some lagging shifts from the upper to lower part of the cassette. While we could adjust this and it seemed fine, it’s something to note and address early to ensure you’re not stuck in mid-shift mayhem. We did experience some brake shudder and some movement of the pads within the caliper, however brake performance was unaffected and daresay impressive. I wasn’t sure whether it was a case of ‘it’s not a bug it’s a feature’ as we were very impressed with the stopping power. Rotors are available in 140 and 160mm, and we experienced no drag or rotor scrape when out of the saddle. THOUGHTS AND FEELINGS We weren’t sure what to expect with the EKAR GT, so many years of the big two had us intrigued and excited for something new and different. Ironically what we loved about the groupset was also what we struggled with: the business/party cassette and this is where your specific riding needs come into account. We loved the fast business end with 1 and 2-cog jumps for motoring along, we loved the large range of the 13-speed adventure cassette but we also felt that the gaps at the lower end of the cassette could send you searching for a gear that doesn’t exist, especially for undulating rides with a variety of hills. Spinners may also be disappointed, as the EKAR GT offerings are limited to 170, 172.5 and 175mm chainrings, we hope they offer a 165mm in the future as this is becoming an increasingly popular crank length. The Ergopower shifters and ergonomics were molto bene, but if there is one drawback it’s the plastic feel of the thumb shift. It’s unlikely to cause a wear or damage issue, being located on the inside of the bar, but we felt a nice lightweight alloy would give a nicer feel. We also felt that the ergonomics of the thumb shifter lacked a little in the drops. Overall, if I was in the market for a new gravel groupset I would definitely consider the EKAR GT: a skerrick lighter than GRX around the same price, with great ergonomics that absolutely hums in the right conditions. For riders that need a wider range of gears, the 10-48T cassette does give you that range but just be aware that when climbing sometimes I wished there was a gear that didn’t exist. This may be mitigated by selecting a narrower EKAR GT cassette option with a 36 or 38T chainring, for example. Or perhaps just being a little less pedantic about optimal climbing cadences than I am. A big part of the pull of Campagnolo is the history and premium allure of the brand; but if you’ve ridden Campagnolo before then I’m probably preaching to the chorus. Anna Beck 109

Photos: Cahn Butler

CAMPAGNOLO

ZONDA GT

Stiff

Catch a lot of wind for a 30mm wheelset

Reasonable price for Campagnolo products

On the weightier side if you’re looking for super light options

Some may dislike the cup and cone bearings

RRP $1179

www.fesports.com.au

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Campagnolo launched the Zonda GT wheelset alongside the EKAR GT, as a more affordable alloy option as a step down from their carbon Levante (1485g) option. Both wheel sets feature a mid-sized, 29.5mm lightly-milled rim depth, but the Zonda GT is slightly more portly at 1690g: far from ultra light but not excessively beefy for the price point. Aesthetically, the black anodised finish slots right in and looks at home alongside the EKAR GT drivetrain: after all they are designed as a pidgeon pairing. Campagnolo are always one to put their unique spin on things and the Zonda is a nod to their ancestry, featuring their unique Mega-G3 spoke pattern that is iconic to the brand. This looks like 8 sets of 3 spokes originating from alternating sides of the hub. The combination of the spoke pattern alongside the Mega-G3 hub, which has an overrides flange to assist with ‘torsional forces’, leads to a claimed increased stiffness. Campagnolo also use ‘rim dynamic balance’, offsetting the weight of the valve by augmenting the rim on the opposing side for better balance. As we were completing the Campagnolo groupset test, we ran these with the N3W free hub, but they are available with Shimano and XDR options for those looking for a gravel wheelset without a full drivetrain commitment. Their two-way fit allows you to run either tubeless tyres or tubes depending on preference, making tubeless set up a breeze. It’s almost as if predominantly road-based manufacturers have been stealing technology from mountain biking. With a 23mm internal width they have the capacity for skinny rubber or fatter gravel tyres. These were tested with a pair of Pirelli Cinturato gravel mixed terrain in 700x40. What was immediately noticeable was their stiffness, and how aero a 30mm rim depth could be,

something I didn’t forsee prior to riding these. I enjoyed this extra speed in flatter, windy conditions; a tail or cross-tail wind really boosted speed (and morale). But as with all things, it comes at a cost; I did notice more feedback and chatter than we have been used to with our existing shallower rims. While this can be muted a little with tyre selection including size and pressure, their vertical stiffness remained noticeable. While I didn’t notice any lateral flex with these wheels, it remains to be seen if a heavier rider would experience this. Married up with the EKAR GT drivetrain, they hummed along beautifully on faster, flatter rides. But when things turned upwards we did notice their weight, requiring extra effort to get up to and maintain speed when climbing. The price does reflect the product: $1179 isn’t excessive for a gravel wheelset, especially with the Campagnolo brand attached to it. When compared to a similar wheelset, the Easton EA70AX (1760g) that retail at $899, they are on the slightly higher end of a premium alloy gravel wheelset. But that reflects the nature of the premium brand of Campagnolo more broadly: you don’t go to the car dealership with funds for a Ford Focus and expect to get a Porsche Macan. Not that there is anything wrong with either of these, they’re just different levels of product. If you are looking at an aesthetically clean-looking premium alloy wheelset at a reasonable weight then definitely consider the Zonda GT: whether it’s as part of a full Campagnolo package with the EKAR drivetrain, or married up with the other big two components manufacturers, they were an enjoyable ride in fast conditions, as long as you’re not solely chasing watts per kilogram. Anna Beck

FOR ALL BIKE SALES • SERVICE • REPAIRS • HIRE Bike Shed Dunsborough is proud to be supporting Stage 4 of the iconic Cape to Cape Mountain Bike Race.

17-20 OCT 2024

Photos: Mike Blewitt

MAXXIS

ASPEN ST 170TPI

Fast and light! While still being predictable

MaxxSpeed is wearing well and rolls fast

Casing choices

A specialist tyre

Not as light as some

RRP: FROM $99.95

From: KWT Imports

The Maxxis Aspen ST has been hiding in plain sight for over two years, being shod on bikes zipping around the World Cup and top level races. The Aspen ST is a race-day tread, aiming for even less rolling resistance than the current Maxxis Aspen. The Aspen ST has taken a knife to that tread. A lot of the centre tread is gone, replaced with a file tread pattern reminiscent of a cyclocross tyre. Maxxis have also released their 170tpi (or Team Spec) casing again. Threads per inch, or tpi, has an impact on the weight and compliance of a tyre. Typically, a 120tpi tyre has a more supple feel than a 60tpi tyre. With a higher thread count, the tighter weave has less gaps for rubber to fill and usually a finer thread. So they weigh less, and can deform more for greater compliance and grip. The 170tpi casing has been pro only until now, and that is why you will see the Team Spec badge on the sidewalls. The 170tpi models I had on test weighed 604g for the 29 x 2.25” Aspen ST, and 700g for the 29 x 2.4” Aspen ST. They inflated to 58mm and 61mm on 25mm and 30mm rims respectively. The OG Aspen is also available in the 170tpi casing, and the Aspen ST models are also available in 120tpi casing. SETUP OF THE MAXXIS ASPEN ST After cutting the tyres off the backing plate, I threw the packaging right into the recycling. It is great to see Maxxis move towards recycleable packaging with minimal ink. The tyres feel supple in the hand, noticeably more so than a 120tpi casing XC tyre like the Maxxis Severes I was removing. I did need a compressor to set the tyres up, but they held air like any other Maxxis tyre. The tread has a very round profile although the edge knobs do sit more inboard than something like a Rekon Race. The edge knobs have some sipes with a design is about putting lots of fine edges onto hardpacked terrain.

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The weight is a great saving for the fast kids of XCO and marathon racing - but the 2.4” Aspen ST in 170tpi is a similar weight to than a Pirelli Scorpion XC RC in 29 x 2.4” (699g) which are a class leader for grip and support. The Aspen ST also aims for low rolling resistance thanks to the minimal tread. ON THE TRAIL In a word, these were fast. I ran them without liners to reduce any rolling resistance, and even used the Aspen ST on my FS bike in a gravel race, they really were fast. But with a generous contact patch their grip was pretty good in hardpack conditions. In looser and softer (dry) terrain I was still impressed, and I think that is to do with so much small, fine tread. There were consistently a lot of edges on the ground. While I had some wet clay in testing, I didn’t have any wet conditions with lots of roots and wet rocks – but I’m unlikely to have tested the Aspen ST in those conditions, Maxxis don’t pitch the Aspen ST for this use. The braking traction on the Aspen ST was good but not something where you could just haul on the levers, you did need progressive braking – anything abrupt would often cause skidding. Similarly, trying to rail an off-camber corner on loose over hard is not their strong point. Give them consistent input and terrain and you’re good to go, but rapid changes of direction or force on a loose surface is not a best use case. VERDICT I took these off once I had enough time testing them – as I want the Aspen ST as a race tyre when it counts. They’re not an everyday tyre, but the 170tpi Aspen ST is wildly fast and will give more zip to your bike when needed. I’d pair it with an Aspen on the front for more cornering grip, or bump to 120tpi if you’re heavier or know you ride hard when racing. Either way, these are a very rapid set of tyres for the marathon and cross-country specialist. Mike Blewitt

SEA TO SUMMIT

TELOS TR2 BIKEPACKING TENT

Bikepacking specific design

Low weight with lots of room

Fully featured

Included luggage system may not suit all users

RRP: $1099.99 seatosummit.com.au

In the world of multi-day trips in the great outdoors, one of the biggest decisions you need to make is around how you are going to sleep. This involves some weighty consideration around relative comfort, weight, pack size, budget, weather and even flexibility. Between multi-day adventures on foot or by bike I’ve slept in just about every option: huts (can be full, or old and gross), bivy bags (ever had that buried alive nightmare?), snow shelves (draughty), tarps (hello mosquitos), fly only tent setups (still here, mosquitoes?), snow caves (shouldn’t have built it under a helipad), piles of hay next to a station, plush hotels, rank hotels, hostels and of course – a variety of tents. When it comes to bikepacking, or multi-day bike trips in an era before the bikepacking term was used, I’ve erred towards minimalism. If I’m there to ride, I’d rather carry less and ride more. That’s lead me to use high country huts, hotels, flies – and only once did I use a tent. It was very cramped, weighed just under 2kg, and was still a bit awkward to carry. With the boom in bikepacking and adventures on two wheels, it is no surprise that the outdoor gear market has exploded with bikepacking specific gear. Thanks to countless hikers, climbers and backcountry ski bums searching for super light equipment over decades, many brands have been taking existing, high quality designs and refining them to suit the bikepacking market. The Sea to

Summit Telos Bikepacking TR2 is one such product, based on the popular Telos backpacking tent. A CLOSER LOOK The Telos Bikepacking TR2 comes in two roll top bags that can be attached to your bike thanks to the straps and webbing. One bag holds the tent body and the other has the fly, poles and pegs. The poles have been shortened compared to the original Telos unit, meaning they pack to a shorter length: a huge bonus for fitting around the dimensions of a bike. The Telos is a 3 season tent, meaning it has a mesh inner with a seam-sealed bath tub floor, and the fly goes low enough to the ground for wind protection – but not so low to prevent snow blowing in during a blizzard. Here in Australia, this is just about perfect unless you plan to ride a fat bike from Jindabyne to Khancoban via the Schlink Pass in the middle of winter. There are 8 super light pegs included and 4 ultralight guy ropes. The tent comes with a repair kit and instructions printed onto the bag – although it is pretty self explanatory if you’ve ever put a tent up before. I weighed this tent at 2142g with all the straps and repair kits included, not far off the claimed 1914g claimed when you look at what you’ll actually carry. 113

PITCHING THE TENT The Telos TR2 doesn’t come with a footprint, but Sea to Summit do make one. I’d recommend investing in one so the light weight floor has a longer life. This is a free standing tent but it is suggesting you peg out the corners of the tent inner to start. The pole is one unit that clips together with the internal shock cord, and there is a cross-member in the middle that arches upwards slightly. The ends are colour-coded where they clip to the tent so it’s easy to get it setup, and then clip the inner to the pole. The fly is best attached at the ridge pole first, then attached to each corner, and pegged out for the vestibules. The little cinch cords mean you can make it nice and taut, plus there are the guy lines you can attach. There is a door each side, a large zipped vent in the fly, and two large vestibules. The cross-member pole (or Tension Ridge) does wonders for increasing not only the height of the door for entry, but also the head room in the tent – it is far roomier than you would expect for a light tent with a modest footprint. Inside there is a generous mesh pocket on each side, and lash points to attach some of the accessories Sea to Summit make – including their light tube diffuser which is part of the packaging. IN USE

VERDICT

Sea to Summit have modified a highly popular tent to make it better for bikepackers. There is a lot to love about the design that creates a lot of room from a light package, while delivering great comfort, versatility and suitability for an Australian market. I really like the design being split into two highly functional bags ready to be mounted on your bike, however those are the only things where I had minor niggles. They must be removed to repack the tent, and repacking them feels harder than needed. But the tent itself is a winner, and if you already have your luggage system worked out, you’ll love the shorter poles that fit in more bags. Weight weenies may cringe as there are some incredible tents around that are far lighter; but this one is fully featured with luggage included, and it can be stripped back to close to 1500g if you use your own luggage. I’m impressed. MIke Blewitt

Photos: Mike Blewitt

The Telos TR2 has a novel approach to packing, with the tent being packed into two bags that can strap onto your frame or fork with provided straps and webbing. The bags seemed really robust, with roll top closures and generous strap lengths, which add a lot of versatility for where you mount them. The design has poles that pack up shorter to work with the bags – or other bikepacking luggage. I opted to mount them around my fork legs, but you could easily split the load with your bikepacking buddy, using one of your frame tubes or even a rear rack like those from Talfin or Aeroe. I did need to wrench down quite a lot on the rubber straps, as when I first fitted the bags ‘snug’ they did wander south – especially noticeable on a Fox Step Cast fork where the lowers are stepped in. I just got used to cinching them up tighter, which was better on any fork in the end. For a tent under 2kg I was impressed by the room not just inside, but in the vestibules as well. Thanks to what Sea to Summit call the Tension Ridge, the tent has extra extra head room as noted. But this isn’t just handy for sitting up, it also means the door height is a bit higher, and it also makes the vestibule more useful as well, creating more internal space than if the fly was not far from the mesh inner. I think this is crucial for having enough room to store things that you don’t want in your tent, but you don’t want them left out either.

At over 2m long, My 178cm heigh had no issues pushing against either end. It is still a snug 2 person tent but with two people in mummy sleeping bags, there is enough room. Not all light tents have two doors and two vestibules, so that is fantastic for comfort, especially given the cross breeze you can get for warmer weather. This is pretty palatial for one person, but if you’re quite tall and need a lot of room I suspect you may prefer to use this solo. In that case, then you may also prefer some other light weight, single person tents – however I doubt you’d ever get the same head height or relative ease of ingress and egress. The first night I used the tent was very still and as you’d expect I had a great night’s sleep. The second time I used it the winter westerlies were blowing. So while I still wasn’t getting a chance to see if it was a great tent for hot summer weather, I did add the detachable guy ropes. This attach via toggles on each end, and are very easy to use and set up. There’s a little pocket for them on the peg bag – and enough alloy pegs included to use them. I attached two at each end to a central peg but you can have each to their own peg depending how you need to stabilise the tent. With options to use the inner alone or even take the inner down under the fly to keep it dry, this is a versatile tent. I only had one thing I disliked, and that was packing it. Packing a tent is always a chore but I really struggled getting this one split between the two bags. Most tent bags are very light and have a bit of give. The rugged bike luggage bags do not, and with the tent materials being so light and slippery I found even when rolling them tightly, it was difficult to get the tent packed away neatly enough to use the roll down top properly. It all worked, but pack down took far longer than I hoped.

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www.seatosummit.com.au

TRANZX

ED01 ELECTRONIC DROPPER POST

Quick and easy install

Clutter free cockpit

Value wireless option

Reliable performance and battery life

Expensive compared to cable posts

Return speed

Diameters: 30.9mm, 31.6mm (tested) Travel: 150mm, 170mm (tested) Weight: Post 690g, Lever 68g (including batteries)

RRP: $999.95 kwtimports.com.au

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INTRODUCTION Wireless components are at the bleeding edge of mountain bike technology. While synonymous with SRAM’s AXS groupset, there are a handful of other brands who have thrown their hat into the ring, developing electronic dropper posts, shifters and suspension. TranzX is the latest to join the fray with their wireless seatpost, named the ED01. As an outspoken holdout to the entire idea of batteries on mountain bikes, I feel well placed to give this post an honest review; primarily though my ability to not be enamoured by the lack of a cable running from the dropper lever and down into my frame.

The lever itself is plastic, and when actuated presses a small button that is retained by a spring. Lever feel is quite different to what I am used to, given there is no ‘throw’ as you would expect when pulling a cable. Instead, it feels more like the indicator in your car. That being, it is either “on” or “off”, with no in-between. As a combined set including batteries, the post and lever came in at just over 750 grams: compared to the Fox Transfer post and Shimano lever it replaced this is around 100 grams heavier. Negligible, yes, but I did expect a cable free dropper post system to at least weigh the same as the cable actuated system that came before it. TransX covers the ED01 with a 2 year warranty.

CONSTRUCTION & TECHNOLOGY

INSTALLATION

Similar to the offerings available from Magura and Rockshox, this dropper relies on a top mounted battery to power a small motor which actuates an air cartridge within the post. The battery itself is novel to the ED01, and is shipped with a charger which is powered by a USB-C outlet. As the actuator for the post is top mounted and the air valve is located on the bottom of the post, making for quick and easy pressure checks and adjustments. The cartridge (and most of the other individual components) is available as a replacement part through KWT if required, and is easily replaceable when following the servicing manuals provided by TranzX. Similar to posts from OneUp and PNG, you can perform a quick dust wiper service by merely unscrewing it, cleaning the surfaces and dripping in some lube. The lever body runs off a CR2032 battery, which powers a bluetooth transmitter that sends signals to the post.

This is where wireless componentry really starts to come into its own. Installing a new dropper post and internally routing the cable can be a tedious, near frustrating process for a mediocre mechanic such as myself. Guiding the cables through the ports, cutting them to length, ensuring there is enough tension for proper actuation— quite the process. The ED01 install on the other hand was an absolute breeze. After checking the air pressure was set to the recommended 300psi, all I needed to do was slap the post in my frame to the desired height, and then mount up the lever on my handlebars. Admittedly installing the seat was a little finicky, however I would put most of this down to it being my first time installing a seat on a post with this two bolt mounting type. Once everything was torqued to spec, I had to merely pair the post to the lever: a 30 second process which is confirmed by a green flashing light on the lever body. Within minutes, I

had the ED01 installed on my bike and was ready to get out for a ride. ON THE TRAIL I typically run my dropper posts with about as much cable tension as they can handle without self actuating, to ensure I can drop and raise them as quickly as is mechanically possible. Similarly, I also run them with as much air pressure as is recommended by the manufacturer to keep return speed as fast and as audible as it can be. In comparison, the actuation and return speed of the ED01 was a touch slower than I was used to, even at max pressure. The post also seemed to have a bit of lag when first actuating it at the beginning of a ride or after not using it for a while during a ride, both of which were minor niggles that I eventually learned to live with. No ‘knock’ can be heard when the post reaches full height, a likely side effect of the return speed and also something I missed from my mechanical posts during testing. These minor gripes aside, I found the ED01 very easy to live with. As you’d expect, it goes up and down with a level of smoothness which is comparable to other sealed cartridge units like the OneUp Dropper, but lacking in comparison to high-end mechanical posts such as the BikeYoke Revive. Lateral play was minimal and not noticeable on the bike, nor was there any vertical play in the post when sitting on it. The novelty of pressing a bar mounted lever and hearing a little “bleep bleep” of the motor actuating on the post did not and is yet to wear off, to the point where I am still riding around and blipping the lever to my hearts content just so I can listen to those funny little sounds. I also had no issues with water ingress when washing my bike

post-ride. TranzX do recommend that you always keep the battery installed and avoid pressure-washing the post head directly to ensure no such issues occur. VALUE This dropper post kit sits right in the middle ground of what your money can get you in either mechanical or electronic components. With a price tag of just under $1k, it offers fantastic value in comparison to the Rockshox Reverb AXS which comes in with a RRP of around $1500. While the Reverb does have better lever feel and a more robust post head, I would not say those advantages alone are worth an extra $500. Alternatively, you can get a OneUp Dropper post and lever for around $500, nearly half what the ED01 costs. In comparison, the OneUp has better actuation and return speed performance, but is cable actuated meaning installation and maintenance is more difficult. OUR TAKE

The TranzX ED01 was a dependable companion during the few months I had it mounted up on my bike. For those who are set on investing in a wireless dropper post, it offers fantastic value in comparison to the market leading Rockshox Reverb AXS. Further to this, it is also going to be available in a 200mm drop variant through the end of 2024, a full 30mm more travel than what is available from Rockshox. That being said, it is still hundreds of dollars more expensive and heavier than cable actuated dropper posts with similar performance. The question lies within, how much value do you put on ease of install and a clutter free cockpit? Hayden Wright 117

SEA TO SUMMIT

SLEEP SYSTEM

Great design and materials throughout their range

Multiple options across most items – including for men and women

System design – it all works together if needed to

No major concerns at all

seatosummit.com.au

While social media can be awash of people getting ‘out there’ and pushing their limits when bikepacking, having minimal sleep in uncomfortable settings – for the vast majority of us getting a good night’s sleep is the main ingredient to have a great ride the following day. A comfortable sleep system doesn’t need to be heavy and bulky, which is demonstrated by Sea to Summit with their range of Spark sleeping bags, Ether Light insulated sleeping mats, super light pillows and sleeping bag liners. The right sleep system will depend on your range of use and relative comfort requirements – Sea to Summit sent out this combination to suit light but comfortable bikepacking sojourns. SPARK DOWN SLEEPING BAG -1C - $649.99 This range of down sleeping bags uses premium 850+ loft down, in a mummy bag design with half zip. With superlight materials, premium down and a pared back design, the -1 degree bag is under 493g weight. It packs super small in the compression bag, and takes up half the room of my old 650+ loft Alpkit Pipedream bag which has been my go to.

The Spark range has the features you’d expect from high end gear, with a waterproof hood and foot section for falling asleep against tent walls, varied baffles and larger foot box for better warmth and a half zip for lower weight and pack size. The -1 degree temperature rating is against an ISO standard. The hood is easy to cinch up or open when in use, which isn’t the same for all sleeping bags. Same with the zipper, with easy internal access to zip up tight. The light material was a durable water repellency, but is also soft to the touch. It is very thin though, so I’d recommend caution if sleeping under a tarp or in exposed areas without shelter. I’m well accustomed to using a mummy style bag but those who aren’t will not like this bag, as you cannot zip it open to be more like a quilt, given the half zip. I tested it in a very cold few weeks in winter and was right on the comfort limit. I’ve become aware I sleep colder than I used to, and the 4 degree night time temperatures during testing were fine – but I didn’t even think about unzipping. This is a high quality bag that will keep you warm for most 3-season use in Australia. However, there are warmer models and different cuts and designs from the Sea to Summit range for those who need more warmth, more flexibility, or even lower weight. ETHER LIGHT XT INSULATED MAT - $329.99 Straight up - this is the nicest sleeping pad I have ever used. I still have a three-quarter Thermorest from 1996 that I use, plus their RidgeRest foam mat. I also bought the uninsulated (but light!) Sea to Summit Ultra Light mat about five years ago which has been my go-to for bikepacking. It has minimal insulation, so the R3.2 rating of the Ether Light XT Insulated was much more welcome for winter testing. Even in Queensland. The Sea to Summit mats use their own bag as a pump, called the Airstream Pumpsack – essentially you capture air in the bag and roll it down into the one way valve on the mat. You can just breathe into it but that adds condensation inside – not ideal in the long run. The textured top is quieter than the Ultra Light, and more comfortable as well. The insulation comes via two different materials to reflect your heat back, and to stop

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the cold from the ground. The mat inflates to about 10cm thick, and I found it comfortable in the Queensland winter conditions I tested it in. A nice addition is the stick on velcro tabs to keep Sea to Summit’s pillows in place – way better than losing it half a dozen times each night. While it is easy to roll, pack and store – it’s not as compact as the lightest mats, packing to about the size of a water bottle and weighing 470g. However, I had a far better night’s sleep than I have on other mats I own. There are also women’s models available, with a different size and higher insulation rating. This is bulkier and a bit heavier than the Ultra Light model, but I’ve had far better sleeping thanks to some insulation, but also the fact it doesn’t sound like I’m sleeping on a plastic bag.

AEROS ULTRALIGHT PILLOW - $54.99 I have never taken an actual pillow hiking or bikepacking. Not in any time in the Scouts movement, through Duke of Edinburgh, bikepacking trips, hiking trips, backcountry ski trips – nothing. However, the logic that a rolled up jacket is comfortable is flawed. It compresses and feels like a brick, moves out of the way, and creates poor rest. Enter an inflatable pillow. While a goon bag/box wine insert may work, it will slip and slide, make noise and likely smell like a hangover. The Aeros Ultralight is a little bigger than a kiwi fruit and way more comfortable. I used it with the Ether Light mat and the velcro tabs – it stayed put! At 60g and a low pack size I’m convinced, this was a big part of very comfortable nights out with this sleep system.

REACTOR EXTREME LINER - $134.99 This one is interesting, as with open feet (that can be closed off) and a wider opening upper you end up with a lot of variability. Enough so that I can see taking only this liner on a summer trip in Queensland. The Thermolite Pro material means it can bump up the warmth of a bag by 15%. Again, using it in the middle of a cold snap in Queensland meant I was toasty warm, easily sleeping through chilly and blustery conditions. I’d see this as an option to bolster an exisiting bag for a wider comfort window, but really a lighter liner is likely more versatile for most. It hasn’t been the season to test it on its own, but I can see how the Reactor Extreme Liner would be a great partner to a quilt or for solo use on warm nights. Mike Blewitt

Photos: Mike Blewitt

SILK BLEND LINER - $179.99 A silk liner exists to add comfort and life to a sleeping bag. Most sleeping bags aren’t designed to be washed very often, so a liner is a sound investment. I used this with the Spark, and found it very comfortable, unlike some silk liners I have used in the past. The Thermolite material does add a touch of warmth, and for packing I packed the bag with this in it – removing it post trip to wash. The mummy design with the hood is a smart inclusion, beating some generic cuts that are on the market. 119

Places that rock FINCH HATTON QUEENSLAND

If you’re from a southern state, chances are your mental image of Queensland’s mountain bike trails features a pocket in the south east, then tumbleweeds, then Cairns. The reality, however, is that like the rest of Australia small towns are starting to wise up to mountain biking’s tourism appeal. Enter Finch Hatton, west of Mackay. A trail network (and definitely not a small bird in a bowler hat) that has been described by trail connoisseurs as in the “top three mainland trail networks in Australia”. That’s big kudos from reformed Maydena park rats. While it’s not a central destination—getting to the trails is a 55 minute drive from Mackay airport— it’s certainly one to remember. In its current state, the World Trail designed network has developed the trail network reaching 250m elevation, with views to expand the

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network during stage two, up to a massive 650m. There are currently 16 trails open; 7 green, 6 blue and 3 black trails that prioritise flow time and airtime. Stage two features a whopping 82km of flow and gravity trails, as well as a 40km wilderness trail from nearby town of Eungella to Finch Hatton. But what does it ride like? If epic-scale flow and airtime are your thing, you’re going to have a hoot. A range of trails from green-rated family friendly trails to full-commitment gaps throughout the black diamond trails means that there are trails for everyone. The most advanced rider can have a blast on the easier trails by pumping up the airtime with optional lines and sends, while newer riders have scope to progress their air time on the blue and black terrain. While stage one is wholly flow, stage two will feature more gravity tech trails

for the rock garden lovers among us. To get to the top of the network, a family friendly climb track called G’Day G’Day offers a cruisy reverse-gradient climb around 15-20 minutes that’s been engineered to feel friendly regardless of your fitness. For those who don’t adhere to the ‘earn your turns’ mantra, there is a shuttle service departing the main trailhead with options for full and half day shuttles. One thing to note about Finch Hatton is that the trails actually ride better when wet; useful for the monsoonal weather of central Queensland, though the trails have been built to be ridable year-round. Wet season usually starts around December and lasts through to March or April, so while you may be able to ride the trails through this time, the weather is unpredictable and largely wet, so heading up between April and September would be the ticket: temperatures start to climb again towards the end of spring! CHECK OUT! The Tasty Fig trail showcases the best of the network, a 1.1km blue rated flow

trail with killer berms, rollers, and enough jump lines to keep the big hitters happy. CAFES AND LOCAL ATTRACTIONS

The town of Finch Hatton features a cafe, local shop and a pub that produced the best pie one of our riders had ever had! TRAIL HEAD FEATURES

The trail had at Finch Hatton has left nothing wanting, featuring a top-tier pump track, rest area and barbecue, bike racks, amenities, water fountain and bike wash. MOBILE PHONE RECEPTION

While we found that Telstra service was reasonably reliable, other carriers can have patchy reception in the area. It’s recommended that riders carry an EPIRB or PLB, especially as the trail network develops and diversifies with stage 2 of the trail network.

•••••

TECHNICALITY

•••••

FITNESS LEVEL

••••• XCOUNTRY

••••• TRAIL

••••• ALL/MTN

••••• DOWNHILL

••••• JUMP

finchhattonmtb.com.au

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HOW TO – FUFANU WORDS JARED RANDO

PHOTOS JORDAN RIDDLE

elcome to the long lost world of jibbing! The fufanu is an old school BMX trick from way back which essentially involves a rear wheel stall to a hop-180 (or as close as you can get) out. Normally you’d see it on a mini ramp coping or elevated ledge from some sort of lip, but in the MTB dirt realm it’s a fun move to get accustomed with on steeper dirt banks and jump lips. Personally, I love a quick fufanu when checking out a jump lip to turn around quickly in a narrow space to get back up the hill or sometimes it’s just fun to do when I see a steep bank. Once you have it mastered its super fun and a great exercise in bike handling. It’s definitely a more advanced move and best learned on a dirt jumper hardtail or similar with the seat way down and on flat pedals as you’ll be jumping off quite a bit as you learn. My background with the fufanu started over 20 years ago ripping around skate parks and the streets on a hardtail, but it’s still something I love to do on the trail bike any time I get out and the opportunity arises. It’s definitely a move which takes a while to master and you’ll spend more time off the bike than on it as you learn, but remember practice makes perfect! If you have a dirt jumper rig or even a BMX to start out that’s definitely the way to go before you transition to what we’d consider a mountain bike in this day and age. For the young crew out there (or young at heart), here’s some tips to give it a go and have some fun. Start out on a mellow dirt bank like you see here to begin with, and progress to steeper settings from there. Here’s how to get it done.

STEP 1 – SPOT YOUR LANDING WITH PINPOINT ACCURACY As you roll up to the lip, coping or whatever it is you’re aiming for, you need to pick your landing spot with absolute accuracy. There are two reasons for this – this first is to make sure you don’t slip out if it’s something like a ledge or coping, and the other is for balance. I find that the more I focus on the spot, the easier it is to balance when the rear wheel hit’s it.

STEP 2 – GET YOUR WEIGHT BACK AND KEEP IT BACK This is perhaps the most unnatural feeling of this move, but as you go up and begin to hop onto your chosen spot, you need to get your weight back and keep it back. This means arms and legs extended and your backside hanging out way back beyond the balance point to help bring your bike back. Your bike needs to follow your body and if your body goes over the balance point of the “stall” point you will have no chance at all of getting it back.

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STEP 3 – TURN YOUR BARS AND HIPS ON THE STALL As you hit the “stall” point, you immediately want to turn your bars and hips back towards the way you came from. Getting the bike to do what’s effectively a 180 in the air once you hop back in takes a whole bunch of effort and leading with your hips and front wheel is the key here. The sooner you can do this the better and as you pause on the stall you should already be looking back down. STEP 4 – USE YOUR LEGS TO PUSH OUT As you hit the top and begin to pivot, you’ll need to squat into the stall so you can use your legs to pop out. You’re aiming to actually get the bike airborne to complete the 180 out. The momentum from your legs hips and bars being turned will get you there. From this point it’s all about an explosive pop and twist to get back down going the right way.

STEP 5 – POP AND TWIST Once you’re all loaded up, you’ll want to pop up and twist out. Effectively you’re looking to complete a mini 180 in the air to get you heading the right way out. This is where you really need to put in a huge combined effort with your head, arms, hips and legs to get the bike around in a short time. The more you pop, the easier it is and the harder you look back, the more your body and bike will follow. STEP 6 – KEEP YOUR WHEEL AND HEAD TURNED ON LANDING As you hit the ground, keep your wheel and head turned back as you touch down. While I’ve talked about doing a 180 throughout this piece, the reality is that getting a true 180 is a bloody hard task and quite often you’ll come up short (like I have here!). Keeping your wheel turned and head back down will help whip the bike around so you can roll out. From thereon it’s all about practice! The steeper the bank, the easier it becomes, as it helps throw you back down the bank so don’t be afraid to progress to steeper banks as you begin to feel comfortable as this will ultimately help you out in mastering the fufanu. 123

SMART REPLACEMENTS FOR A POST-RIDE BURGER AND BEER Elevate your recovery with these simple swaps.

WORDS ZOE WILSON APD

REPLACE YOUR BURGER WITH…

1. STEAK AND SALAD SANDWICH A steak sandwich can be a powerhouse of nutrition! Steak provides high-quality protein essential for muscle repair and is lower in saturated fat than a burger, while the bread offers carbohydrates to replenish glycogen stores. Throw in some mixed greens and slices of tomato to add fibre, vitamins, and minerals and maybe even some sliced beetroot for some performance-boosting nitrates. This dish is not only tasty but also helps maintain stable energy levels and supports overall recovery. Just go easy on the sauces and skip the chips!

While a big plate of burger and chips is delicious, there are smarter options to help with recovery and refuel for the next session.

2. SWEET POTATO & BLACK BEAN BURRITO For a hearty and satisfying meal, try a sweet potato and black bean burrito. Sweet potatoes

fter a thrilling day on the trails, nothing feels more rewarding than kicking back with a hearty burger and a cold beer. However, as delicious and satisfying as these post-ride staples are, they might not be the best choices for optimal recovery. Thankfully, there are plenty of smart alternatives that can help you refuel and rejuvenate your body more effectively, while still being delicious and enjoyable. Here are some top picks to consider next time you return from your latest adventure.

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are rich in carbohydrates and antioxidants, which aid in muscle recovery and reduce inflammation. Black beans provide protein, fibre, and essential minerals like iron and magnesium. Wrap it all up in a whole-grain tortilla and add toppings like avocado, salsa, and a sprinkle of cheese for a balanced and delicious post-ride meal. 3. GRILLED CHICKEN BURGER Again, there is nothing wrong with the burger, per se. But trimming down the saturated fat by swapping the burger for grilled chicken, going easy on the sauces, and skipping the chips are a great way to still get the burger experience with a bigger nutrition punch per bite. If you’re desperate for the chips, too, why not bake them at home yourself!

4. SALMON WITH BROWN RICE AND STEAMED VEGETABLES On a slightly different tact… For a gourmet post-ride meal, consider grilled salmon with brown rice and steamed vegetables. Salmon is rich in omega-3 fatty acids, which help reduce inflammation and support joint health. Brown rice offers complex carbohydrates and fibre, aiding in sustained energy release. Steamed vegetables like broccoli, carrots, and capsicum add a spectrum of vitamins and minerals, making this dish a well-rounded and nourishing option. 5. A BIG BOWL OF SPAG BOL AND SALAD For a warm and comforting option, a big bowl of spag bol is hard to beat. Pack your sauce full of lean mince and some hidden veg or even lentils and serve with pasta for a fantastic dose of protein, carbohydrates, and fibre. Add a baby spinach-based salad with an olive-oil based dressing for an extra boost of iron, antioxidants, and healthy fats. Yum! REPLACE YOUR BEER WITH… While a cold beer might be tempting, there are smarter drink choices that can help you hydrate and recover more effectively. In fact,

alcohol inhibits recovery as it can act as a diuretic and dehydrate you, as well as causes inflammation, both of which inhibit recovery times. Instead, choose something that will help rehydrate and assist the body with recovery. 1. NONALCOHOLIC BEER Yep, that’s right! If you’re really after the beer, going for non-alcoholic option is a rehydrating option that helps refuel without inflaming your muscles further. How good! 2. A BERRY SMOOTHIE A fruit smoothie is an excellent way to jumpstart muscle recovery. If made with dairy, you’ll get a hit of protein, and fresh or frozen berries gives a good dose of antioxidants to help reduce inflammation. Add a banana for some extra carbohydrates to re-fill glycogen stores. 3. COCONUT WATER Coconut water is nature’s sports drink, providing electrolytes like potassium and magnesium to help rehydrate after a hard ride. Its natural sweetness makes it a refreshing alternative to sugary soft drink or alcoholic beverages.

4. KOMBUCHA Kombucha is a fermented drink that offers probiotics, which are beneficial for gut health and can help to support the immune system, meaning you can train more consistently. It’s slightly fizzy and comes in various flavours, making it a great, healthy alternative to beer. 5. GOOD OLDFASHIONED WATER! Don’t forget about water either! Make sure you’re rehydrating consistently throughout the day to replenish the fluid lost through sweat. When you go to the loo, check – if your urine is darker than a pale straw colour, you’ll need to drink some more! THE BOTTOM LINE Swapping out the traditional burger and beer for these smart alternatives can significantly enhance your recovery, health and ultimately your performance on the bike. These options not only provide the necessary nutrients to repair and rebuild muscles but also offer a wide range of flavours and textures to satisfy post-ride cravings. Next time you hit the trails, consider one of these options to make sure you’re ready for the next adventure. 125

VO2MAX: WHAT’S IT ALL ABOUT?

ustralian mountain biking history and urban myth is heavy with stories of superstars having enormous measures of VO2max. Back in the day two time World Cup cross country overall series winner Cadel Evans blew the doors off the AIS met cart (device used to measure VO2max) with his hot air balloon sized lungs. Surprisingly, weirdly (and sadly probably never to occur again unless it becomes an Olympic sport) Downhillers were even invited to the AIS to test their physiology. Legends of the sport Mick Ronning and Scott Sharples shocked many in the testing lab with their impressive VO2max numbers. Gossip floated around the Suntour national MTB series that they 'weren’t far off the XC riders VO2 numbers'. This article contacted then head coach Damien Grundy for the actual VO2max measures of the riders but Damien remained tight lipped and Cadel, Mick and Scott’s numbers remain a mystery. WHAT IS VO2MAX? Over one hundred years ago pioneering scientists Hill & Lupton conducted seminal studies that still hold influence in sports science today. Hill studied runners running around his back yard and observed that the faster they ran the more oxygen they needed until a plateau in oxygen uptake occurred, not because the runner 'didn’t need oxygen' but 'because he couldn’t get it.' They could keep running or even increase 126

WORDS ADAM KELSALL

their running intensity but the actual measures of oxygen they were utilising was not increasing—they had plateaued—and it is this plateau that defines VO2 max. Currently, particularly in laboratory tests the occurrence of the Vo2 plateau is crossed checked against Heart Rate plateaus, lactate levels above 8mmol mmol·L−1 and Rate of Perceived Exertion above 17 out of 20 to establish that a true VO2max plateau has occurred (Milet et al, 2023). VO2max is described in two ways: absolute and relative. Absolute VO2max is the measure of the total amount of oxygen (O2) you can get into the body in a minute (L/min), relative is the amount of you can get in relative to your body weight in a minute (mL/kg/min). Taller, more muscular riders tend to have a higher absolute VO2max, think Sam Gaze, Greg Minnar, Anika Langvad. Less tall and less muscular riders – Tom Pidcock, Jackson Goldstone, Mona Mitterwallner may have lower absolute measurement of VO2max but when measured relative to body mass the measure of VO2max may be greater per kilogram. This equals big powerful riders having an advantage on flat or rolling terrain, while diminutive riders reign on sustained climbs. CAN VO2MAX BE TRAINED? A bit. This is where ye old trope of choosing your parents well comes into play. Training consistently over years improves the size of

the hearts left ventricle and stoke volume so with every pump of the heart more blood and with it O2 is transported to the muscles. Training also increases the amount and of mitochondria and density of capillaries in the muscle which increases uptake of O2 from the blood into the muscle which can then be utilised to create ATP to power the body. All this adds up to a consensus that VO2 can be improved by about 5–15% (Couzens, year unknown). The limiter to VO2max training adaptations is the size of your lungs and thoracic cavity they can grow into, both of which you inherit from your old folks, mostly your Mum! DOES VO2MAX PREDICT MTB PERFORMANCE? Well…sort of. It depends which discipline of MTB and also goes into a bigger argument about VO2 as a predictor of athletic performance in sports. It seems that to perform well in sports, particularly endurance sports VO2 only forms one part of a three-part physiological equation (the mental aspect plays a role in performance as as well but this article will focus mostly on physiology). The three big rocks of sports performance seem to be VO2max (slightly trainable), high lactate threshold (highly trainable) and to be really efficient (highly trainable) across the terrain you intend to move across (Joyner, M. J., & Coyle, E. F. 2008). While it’s been identified that a huge VO2max

can be helpful for predicting sport performance it’s not a the whole picture. The cyclist with the largest measured VO2 max Norwegian Oskar Svendson with a whopping 96.7 ml/kg/min! For reference Cadel is rumoured to be mid to high 80s. You would assume that Svendson would dominate cycling for years to come. With a great start winning the 2012 time trial at road worlds, he never really made the cut as an U23 rider and abandoned the sport two years later. Many theorised Svendson’s departure was due to his lack of efficiency; because he had such a high VO2max he burned too many matches attacking and using his power all the time. Regardless, it is a great example of VO2max being a predictor of cycling success but not a the only factor. Amongst the athletes I coach for XCO those with the highest VO2max measures aren’t necessarily achieving the best performance in comparison to athletes with lower measures of VO2max and great trail skills (efficiency) achieving better performances. Gravity athletes I coach its seems to be the fitter they are the better their performances and also the more they train the more their results seem to improve, but this is anecdotal for now: I need to get them in the lab and start testing their VO2max to compare it to race results to get a more scientific take on this. Overall it seems that being good across all three rocks – (VO2max, high lactate threshold, efficiency) creates the best potential for performance while being elite in one but lacking in another seems to lead to lesser performance. WHAT ROLE DOES VO2MAX PLAY IN MOUNTAIN BIKING, AN OVERVIEW

Looking at the above chart we can see the body has a bunch of energy systems, some are extremely powerful and create a lot of energy (y-axis) but only for a very short duration (x-axis) eg ATP – PC will enable the muscles of the human body to power from motionless to extremely fast in a few seconds think at the start of a pump track race. Other energy systems burn less powerfully for longer duration: the Glycogen system can create energy for a couple of minutes and this would be the predominant energy system in a downhill race. And then even less energy (y-axis) but theoretically lasting infinitely is the aerobic system (VO2max) – think and XCO or XCM event; these use the glycolytic system for

short powerful efforts, but the hardest working system is their aerobic energy system. One common misunderstanding is that the body is using only one energy system in isolation: this is never the case. It’s always using a mix of aerobic, lactic (especially for provision of energy to the heart and brain) and glycolytic to enable the body to meet the demands of the event being raced. VO2MAX ROLE IN XCO/XCM MOUNTAIN BIKE RACING? To meet the energy demands of long distance, long duration XCO (90mins) and XCM (3hrs+) A rider with a higher VO2max uses a larger mix of the infinite supplies of aerobic energy topped up with small amounts of glycogen. A rider with a lower VO2max on the same course has access to smaller amounts of aerobic energy supply and is forced to utilise larger amounts of finite glycogen to cover the same course. Glycogen depletes sooner leaving that rider less able to do the powerful efforts (hills!) as quickly. They can still ride but it will be at a lower intensity and will struggle when higher intensity (more hills!) is demanded of their bodies, this is what XC riders refer to as bonking, or being cooked. Of course once glycogen is used it can be replenished through correct nutrition however the advantage of having a higher measure of VO2max in this discipline of racing can be seen in the way it saves glycogen for powerful efforts over a longer period. VO2MAX ROLE IN DH AND ENDURO MOUNTAIN BIKE RACING? The chart above shows that for the first 2mins the predominant energy system utilised to meet the energy demands of a DH/Gravity race is ATP-PC, glycogen and lactate. Most DH and enduro runs are 3mins+ so it is vital for DH and enduro riders to have a strong aerobic/VO2 system so when the race run

gets past the initial 2mins of glycolytic power they have plenty of energy provision available from the aerobic system. Think back to Ronning and Sharples, both mixed DH with XC racing so had mammoth VO2max, hence no problem tapping into the aerobic system during the brutal final minutes of a DH race and maybe one of the reasons they were so good. On top of the DH/Gravity race demands are the pre-race demands for energy including– track walks, multiple laps in track practice and qualification runs all which repeat the process of depleting the more powerful energy systems and relying on aerobic/VO2 system. Being aerobically fitter/higher VO2 aids in recovery between all of these things! The role of a high measure of VO2max is definitely underestimated in DH and Gravity racing. HOW SHOULD YOU TRAIN VO2 FOR XC AND GRAVITY RACING? That’ll be in the next issue, stay tuned! References Joyner, M. J., & Coyle, E. F. (2008). Endurance exercise performance: the physiology of champions. Journal of Physiology, 586(1), 35-44. https://doi.org/10.1113/jphysiol.2007.143834 Millet, G. P., Burtscher J., Bourdillon, N., Manferdelli G., Burtscher, M and Sandbakk, O. (2023) The VO2max Legacy of Hill and Lupton (1923)—100 Years On. International Journal of Sports Physiology and Performance, 18, 13621365. https://doi.org/10.1123/ijspp.2023-0229 Couzens, A (unknown) How ‘Trainable’ Is VO2 Max Really? – A Case Study. Simplifaster website. https://simplifaster.com/articles/how-trainableis-vo2-max/ Adam Kelsall is a UCI Level 2 Coach & Bachelor Sports Science (Honours) and coaches XCO, DH, bike-packers and sadly a handful of triathletes. He can be contacted via @adzapples on Instagram or follow @heroDirtCycling on X

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THE PLUG OR BACON STRIP

REPAIRING A DAMAGED TUBELESS TYRE WORDS XXXXXXX

PHOTOS XXXXXXX

Rubber is an expensive and naturally sourced resource that is under increasing demand year on year. We love throwing on a fresh set of tyres for a race, or the confidence-inspiring feel of a freshie up front in the dry dusty local trails while trying to stay upright. In the off season or through the cooler, wetter months I’ll happy run my tyres down as traction is less of an issue; particularly the rear as its kind of fun to let the back slip about, and it’s a good way to gain confidence in the turns at a reduced speed. As tyres wear down, their casing becomes less robust, unable to withstand general trail abrasion and inevitably get punctured or gashed. Here are some tips on repairing your tyre, in particular if it has a heap of life left and was prematurely taken out by a poorly taken line or surprise sniper rock. The type of repair job required really depends on the size of the puncture: the larger or longer the hole the more effort required to get that tyre to seal again.

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Plugs and bacon strips are ideal for smaller holes and often able to be carried out trailside, sometimes even before the tyre becomes fully deflated and can save time re-inflating. On the bike I always have a plug and driver easily accessible; one in my fanny pack’s hip pocket and on my personal bike in the bar-end. Both are loaded and ready to go within seconds of hearing air escaping. While a clean and dirt-free hole in a tyre is usually easier the repair, plugs and bacon strips (made up of strands of fibre and sticky adhesive) will stick to pretty much anything. Double them over and force it through the hole and leave a small amount exposed externally. Lastly trim the excess off flush with the surrounding knobs so it doesn’t run on your fork or frame and pull out under braking or accelerating. I’ve had plugs survive in a set of old test tyres for years. Once in place, these can potentially see out the life of the tyre. On the trail, bigger holes may require multiple strips to stop the leak. In a pinch I’ve used a small bit of stick and 4 plugs, once plugged rotate to the bottom and let the remaining sealant in the tyre glue your creative masterpiece in place.

SEWING THE TYRE In extreme cases a tyre’s casing can be cut by something sharp (like the rocks of my local, Stromlo) and become so badly damaged that the casing is cut right through. The only way to repair this is the sew it back together and patch it from the inside making it airtight again. We would only recommend this if the tyre actually has life left in it, as its never going to be as strong or provide the same impact resistance in this area. Thoroughly clean the area, using a heavy duty needle or tapestry needle (or whatever you can get your hands on) sew the opposing sides of the cut together, being sure not to over tighten and bunch up the two layers. Firm enough to make them meet and not overlap. A thimble can be used to push the needle through if the casing is quite tough. Liberally apply rubber cement on the inside of the tyre and patch and let them touch dry. Apply patch to inside of the tyre and let cure. Re-install the tyre and when inflated rotate the sewn and patched area to the bottom so the sealant can seal an small pin holes (which should be covered by the patch) and get back onto the trails.

THE MUSHROOM PLUG The Mushroom plug is a tubeless specific tyre repair option that consists of a rubber mushroom shaped plug that tapers at one and with a metal tip which is used to poke through the hole or slit in the tyre then grab hold of with a pair of pliers and pull taught, thus securing the hole. To use a mushroom plug, apply a liberal amount of rubber cement to the head and stalk and allow to touch dry. While waiting for cement to dry, clean/scrub inside of tyre at point of repair removing any old sealant or contaminants. A clean cloth and some isopropanol or brake cleaner can be a sure fire way to ensure the plug sticks. Insert metal tip through hole of tyre and pull firmly until the head of the mushroom plug is glued to the inside of the tyre. Give the plug a few minutes and then re-install and inflate the tyre, rotating the plug to the bottom again so the sealant can work its magic from the inside. I keep a small and large mushroom in my trail kit for those big ride ending flats, the air will almost always esxcape rapidly and you might as well find a spot to sit and get it sorted, which is always better than a long walk. 129

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