Australian Mountain Bike 211

R YA N G I L C H R I S T TA L K S A B O U T H I S B E S T Y E A R Y E T

RIPPING IN THE CAPITAL EXPLORING THE CENTENARY TRAIL

BOSCH SX ROCKSHOX PIKE ULTIMATE TREK SLASH+ MARIN ALPINE TRAIL E2

AUS $13.95 • NZ $13.95

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9 312796 000081

WHAT’S YOUR MOTIVATION? WHY UNDERSTANDING MOTIVATION COULD BE YOUR KEY TO BETTER RIDING

ride

A MINI STAGE RACE BUILT FOR THE WEEKEND WARRIOR

explore

THE HUNTER VALLEY REGION

compete WITH OUR UNIQUE HANDICAP SYSTEM

repeat

ALL OVER ONE FUN WEEKEND!

FROM THE CREATORS OF PORT TO PORT MTB March 7 - 9

NEWCASTLE & LAKE MACQUARIE

WHICH ONE

WILL YOU DO? SUNSHINE COAST, QLD

JUNE 6 - 8 EDEN, NSW

SEPT 12 - 14 WILD MERSEY, TAS

MORE!

FIN

D

O

UT

OCT 31 - NOV 2 HIGH COUNTRY, VIC

MARCH 6 - 8, 2026

GET ROWDY ON R EPEAT Calling all heavy hitters, bike park senders and big mountain brawlers, this one’s for you.

Say hello to the eONE-EIGHT Y and goodbye to the shuttle queue; this e-MTB is ready to ride the biggest lines and burliest trails on repeat all day long - thanks to big batteries and Bosch CX power. With 180mm travel and mixed wheel sizes, it's going to get wild.

LEARN MORE

T H E

N E W

eONE- E IGH T Y

Distributed by Advance Traders Australia

BOOSTED POWER MEETS BAL ANCED HANDLING Introducing a new breed of e-mountain bike, combining the poise of an unassisted bike and the power of a Bosch SX drive unit to help you ride further and faster.

With a lightweight full carbon frame, 160 mm of balanced travel and a build that blends hard-hitting performance with low weight, the eONE-SIX T Y SL blurs the line between conventional and assisted riding.

T H E

N E W

eONE-S I X T Y

S L

MERIDA.com.au

LEARN MORE

PHOTO : MAT T ROUSU Troy Brosnan whips through the trees on his way to his first win in three years at the final UCI Downhill World Series race in Mont Sainte Anne, Canada.

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PHOTO : MAT T ROUSU The chaos, speed and colour of an Elite UCI Cross Country race.

Australian Rebecca Henderson is in the mix, ultimately finishing 11th at Mont Sainte Anne, Canada.

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PHOTO: CHRISTIAN PONDELLA / RED BULL Robin Goomes backflipped her way to a historic win in the first ever women’s Red Bull Rampage event. The Kiwi took her place in freeride history books, completing two backflips on the way down steep slopes of Zion National Park, Utah.

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Contents ISSUE #211

FAST TRACK 19 20 28 30 32 33 34 36 38

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

FEATURES 40 THE NEW BOSCH SX DRIVE UNIT: YOU BUT BETTER We put Bosch's new lightweight drive unit to the test.

44 MOTIV(E)ATION. Clancy Kelly explains how understanding our motivations is key to better riding.

48 A YEAR OF FIRSTS WITH RYAN GILCHRIST We discuss Ryan’s breakout year: from E-EDR stage wins, to falling off the side of a mountain, and winning King of Crankworx.

58 DIRT ROAD TO THE BLACK PEARL We sacrifice AMB contributor Moshy to the cross-country gods! We walk through his preparation and choices ahead of the Quad Crown Black Pearl.

64 AN ODE TO THE CENTENNO Annie Arnott takes us on a lap of Canberra on the Centenery Trail.

70 GROUP TEST: 7 HARDHITTING BIKES UNDER $4600

TESTED 94 Trek Slash+ 9.9 98 Marin Alpine Trail E2 102 Merida Big Trail 600 107 Time Speciale 10 108 RockShox Pike Ultimate 111 Trek Wavecel 112 Goodyear Wranglers 114 Pirelli Scorpion Race S 116 MSR Hubba Hubba Bikepack 118 Maxxis HighRoller 3 120 Skills 122 Nutrition 124 Fitness 126 Workshop

COVER: Ryan Walsh rips through Majura pine forest on the Marin Alpine Trail E2.

THIS PAGE: Dawid Godziek gives us all a physics refresher with his world-first ride on a moving train. A video we will watch for years to come! Photo: Bartek Wolinski / Red Bull

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ADVENTURE LIKE WE DO!

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Photo Credit: Paul McEvoy @irishpaulo Steph Devery @stephdevery in Namibia

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Editorial enquiries anna@adventureentertainment.com Editor Anna Beck Art Director Allan Bender WORDSMITHS Annie Arnott, Anna Beck, Kath Bicknell, Mike Blewitt, Ella Bloor, Max Hobson, Clancy Kelly, Adam Kelsall, Chris Maierhofer, Craig Meinicke, Ben Morrison, Chris Panozzo, Jared Rando, Bam da Silva, Ryan Walsch, Zoe Wilson, Hayden Wright.

PHOTO GURUS Piper Albrecht, Anna Beck, Dominic Blissett, Mike Blewitt, Ella Bloor, Shannon Gurnyi, Clancy Kelly, Gerard Lagana, Jordan Riddle, Matt Rousu, Nick Waygood, Next Level/KI Photomedia, Bartok Wolinski.

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

TRUST THE PROCESS 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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Life can be divided into two main states: coasting and progressing. Neither is inherently good nor bad; one allows recovery and regrouping, and the other presses forward to new horizons.

Coasting and progressing can also coincide in different aspects of your life. For a long while my bike time, skills and fitness have been coasting (some may say freewheeling backwards), while at home and in the workspace, new challenges whiz by at a speed I can only dream of on two wheels.

The joys of having a teenager and baby are unparalleled in highs and lows!

One day, you’re racing enduro; the next, you’re riding an e-bike with a baby seat to daycare.

The thing about progress is that it can happen incrementally, often without realising it. You practice the downhill trail, and steadily, you take seconds off your Strava time. Big things – the first time hitting that huge jump – are easy to see. The small changes to your body position, cornering technique and mental game together slice seconds off your run time...but are more difficult to track.

Trusting the process can be difficult as it’s seldom linear. Who hasn’t had a day on a difficult trail you can usually nail with finesse,

but on that particular day, you’re in full ‘kook mode’.

Part of the process is being kind to yourself, knowing your limits, and understanding your motivation for riding. In this issue, we chatted to Clancy Kelly about the psychology of riding, and how understanding your motivation and steady progress can yield better results than a haphazard approach.

We also catch up with shredder Annie Arnott for an iconic lap of Canberra on the Centenary Trail, and find out how Ryan Gilchrist’s race process has managed to win so much in 2024.

For those of you curious about participating in an event, we follow regular contributor Ben ‘Moshy’ Morrison’s progress as he is our sacrificial AMB guinea pig while preparing for the Quad Crown Black Pearl in March.

Of course, as usual, we have an abundance of bike and product reviews I can’t wait to share with you, including our trail bike group test featuring 7 bikes under $4600. It’s a perfect place to start if you’re considering a new trail bike. Even better, share it with a friend to get them started on the trails!

So what are you waiting for? Dig in, find your motivation and enjoy the trails!

AB

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MEIER-SMITH AND DE NOOYER REIGN SUPREME IN COLLIE! Riders descended upon the Western Australian town of Collie for Gravity Enduro National Champs on the 17th–20th October. Backing up from a hard day’s racing at the Oceania Championships on Wednesday prior, riders lined up again to see who would don the green and gold stripes for the year ahead.

In the women’s race it was two for two, with Queenslander Elle de Nooyer backing up her impressive win in the Oceania Championships with a National title. De Nooyer also won the Under-21 category. The win marks an impressive comeback for the rider, who sustained serious injuries in a 2022 crash, requiring extensive rehabilitation.

Former national champion Jess Hoskin rode to second, finishing only 1.84 seconds behind De Nooyer, with Lacey Adams in third.

For the men, Luke Meier-Smith also took both championship titles. No stranger to the podium, the Downhill national champion adds another championship title to his name, dominating the race by winning all stages. Young guns Bailey Christie and Cooper Northey, both Under-21 riders, rounded out the podium.

Downhill national champion Ellie Smith powered her way to the win in the elite e-bike category, and Jordyn Prochyra won the elite men’s e-bike race.

QUAD CROWN ORCA WRAPPED! The Quad Crown Orca hit the shores of Tathra on September 6th. With an iconic three-day format, riders sprinted around the trails of Eden on the Friday afternoon’s prelude, followed by stage one at Tathra and stage two back at Eden.

In true Quad Crown fashion, the only thing better than the sweet single track of Eden and Tathra were the cold beers at the finish line!

Fresh from a season in the US racing the Life Time Grand Prix, Brendan Johnston made the trek to the coast for the Quad Crown Orca, and took the overall leader's yellow jersey. Canberra powerhouse Katherine Hosking took the elite women’s jersey.

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QUAD CROWN BLACK PEARL COMING SOON! The Quad Crown Black Pearl is next up on March 7–9, sampling some of Newcastle and surrounds’ best trails with a prelude on Friday at Glenrock, followed by stage 1 at Awaba (home of the 2024 AusCycling National Championships), and stage 2 back to Glenrock, with a more extensive look around the beachside trail network.

The previous iteration of the Quad Crown Black Pearl was held in November 2023, making for spicy racing in some searing temperatures. Moving the event to March ensures riders get to experience the adventure of new trails and the exhilaration of racing without the searing heat.

Quad Crown events are all about enjoying new shredding trails with like minded riders. They offer elite, age group and e-bike categories.

Both stages are around 40km in length, so there is more than enough time after racing to kick back and relax to enjoy your weekend mountain-biking mini-break!

For more information head to quadcrownmtb.com.au

NSW STATE CROSS-COUNTRY SERIES RETURNS Photos: Shannon Gernyi

After a long hiatus, 2024 saw the return of the NSW State Cross-Country series. In a joint effort between AusCycling and NSW mountain bike clubs, the series featured four rounds at Kirrikee, Tamworth, Condoo and Mt Majura.

Coach Lynne Vaughn was key in establishing the series, and says “after successfully running the state champs for NSW with over 200 athletes in 2022 and 2023, we could see that people wanted this kind of racing. Clubs could take a round on a date that runs

alongside their established cross-country events, drawing more participants and offering more competition”.

State-based racing is integral for the development of the next generation of cross-country riders, and the series allowed for many of the AusCycling Junior Academy participants the chance to compete in a series of races to hone their skills and fitness. Not just for juniors, the series featured all age categories. For more information head to auscycling.org.au

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eOne-Sixty SL 10k Silk Anaconda Green $16 999 -Fox Float 36 Factory and Float X Factory -SRAM Maven Ultimate Brakes -SRAM XX Eagle Transmission drivetrain -Approximate weight 19.5kg

NEW MERIDA EONE-SIXTY SL Merida marks a new addition to the lightweight e-bike market with the drop of the new eOne-Sixty SL. Sporting the Bosch Performance Line SX drive unit, the carbon-framed, 160mm travel bike offers an all-mountain experience in a lightweight package.

The eOne-Sixty SL represents a shift towards an enduro-focussed geometry and handling, and Bosch Performance Line SX unit means the bike is around 3.5kg lighter than Merida’s lightest full-support e-bike.

For fans of the mullet, the eOne-Sixty SL can be run as a full 29" or 29”/27.5” mullet set up, via a flip chip integrated into the seat stays. The eOne-Sixty SL retains some key features of the One-Sixty including flex stay technology and an overhauled sizing range. Similar to the new Big trail reviewed in this issue, the frame has been created with an extremely short seat tube, allowing a low standover and ability to run a long dropper post.

As a lightweight e-bike, climbing position

is important, and the eOne-Sixty SL features all the right numbers: a slack 64 degree head tube angle married up with a steep 78.5 degree seat tube angle, making longer riders and hill-lovers comfortable on the ascents, while maintaining stability and capability on the descent.

The Bosch Performance Line SX sneaks seamlessly into the eOne-Sixty’s lines, with a non-removable, integrated 400Wh Compact PowerTube, that can be boosted with thePowerMore 250 Wh range extender battery in the bottle cage mount. The eOne0Sixty SL uses Bosch’s integrated Smart Controller in the top tube alongside the Wireless Mini Remote on the handlebar for a sleek look, plus the option of a Purion 400 display. For a deeper dive into how the Bosch Performance Line SX unit rides, check out our review in this issue.

The eOne-Sixty SL will be released in three models, in a single colour way per model, with five sizes from XShort to XLong.

eOne-Sixty SL 8000 Gunmetal Grey $11 999 -RockShox Lyric Select+ and Super Deluxe Select+ -SRAM DB8 Stealth brakes -SRAM GX Eagle Transmission drivetrain -Approximate weight 20.3kg

eOne-Sixty SL 6000 Silk River Clay $9 499 -Marzocchi Z1 and bomber -Shimano Deore brakes -Shimano Deore drivetrain -Approximate weight 20.8kg

NEW MERIDA EONE-EIGHTY For those of you not sold on the lightweight e-bike boom, or simply needing an extra aggressive option for huge hits and gnarly runs, Merida has also released the new eOne-Eighty. Keeping it a Bosch affair, the eOne-Eighty is the longest travel e-bike Merida has released. The bike features the Bosch Performance Line CX motor, 180mm travel and a 6061-alloy, mullet-only frame.

The new CX drive unit features a whopping 800Wh battery,and is compatible with the PowerMore 250Wh range extender. Perfect for a truly epic day out on the trails.

The eOne-Eighty is offered in three sizes from Short to XLong and in three models, in a single colour way per model.

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Photos: Rapid Ascent

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OTWAY ODYSSEY AND GREAT OTWAY GRAVEL GRIND The Otway Odyssey celebrates it's 19th edition on February 22nd and 23rd, 2025. One of the most prestigious mountain biking events on the calendar, the race weekend features a 100km, 50km and 30km mountain bike event on Saturday and 97km and 49km gravel events on Sunday.

Known as a very challenging marathon race, the Otway Odyssey 100km marathon features around 2000m of elevation and descending. Some of the best single track in Victoria has lured the best in the sport to come and take on the challenge.

Brendan Johnson, Daniel McConnell, Peta Mullens, Samara Sheppard and Rebecca Henderson are amongst the talent that can be found ripping through the pointy end of the event on race day. Rebecca Henderson calls the Otway Odyssey the “highlight of my summer” and keeps returning to the race as it “really is the most prestigious marathon in the country”.

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If you’re less inclined to enjoy a 6hr+ day on the trails, the 50km and 30km events offer a solid challenge. The shorter events are also a great way to get the family out on bikes, with many parents supporting their aspiring bike-grom through the 30km event.

To make it a full weekend celebration of cycling, consider backing up the big day at the Otway Odyssey with another day of Gravel delights with the 49km or 97km Great Otway Gravel Grind (GOGG).

2024 GOGG race winner, Samara Sheppard describes the race, “It’s beautiful out on course; a lovely journey through the Otways; then my favourite part being the downhill towards Wye River which is really stunning”.

You can find more information at otwayodyssey.com.au and thegogg.com.au

Date: Saturday 22 February and Sunday 23 February 2025 Course Options: • Odyssey 100km • Shorty 50km • Rookie 30km – including the Odyssey Angels • Pioneer 10km • Grommets Ride • Gravel Grind Big Ring 97km • Gravel Grind Small Ring 49km Location: Forrest, Otway National Park, Victoria Event Expo: A massive bike, food and entertainment expo at Forrest Football Ground

FORREST, VIC //100KM // 50km // 30KM // 10KM 22-23 FEB 2025 OTWAYODYSSEY.COM.AU

// 97KM // 49km 23 FEB 2025 THEGOGG.COM.AU

WHERE

LEGEND S ARE F

ORGED

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PLANNING AN UNREAL SUMMER OF MOUNTAIN BIKING AT THREDBO Thredbo MTB Park is the ultimate mountain biking holiday destination, and this summer, Thredbo has upped the stakes in the quest for the ultimate holiday. New trails, fresh jump lines and the new Alpine Coaster all await you when you head to Thredbo for the best summer on the bike!

Thredbo is Australia’s only lift-accessed MTB Park, and there’s something truly unique about jumping on the chairlift or the gondola with your bike, enjoying stunning views on the way up the mountain and then riding back down. No more smelly shuttle buses; the chairlifts are quick, comfortable and efficient. This means more ride time each day!

Over 40 kilometres of pure gravity trails for all abilities are nestled in the hills of Mt Kosciuszko.

Thredbo makes significant improvements to the trails every year to ensure that every season is better than the last.

This season, riders can get excited about an all-new Revolver trail off the Kosciuszko Chairlift, a new jumps trail coming to the Cruiser area, and upgrades to the existing network. This includes a major realignment of the Kosciuszko Flow Trail on the lower slopes, a new section added to Dream Catcher (formerly All-Mountain), and a revamp of Grasshopper with more flow and jumps.

PLANNING YOUR RIDE Once you’re ready to go, check out the interactive map on the Thredbo App to pick your first trail.

Beginning with the green Easy Rider trail for beginners and taking you all the way through to the black Cannonball Downhill trail for advanced riders.

Thredbo’s trail map is designed to be progressed through as you build skills and confidence. Check out the trail progression matrix on the map and

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follow the trails from the easiest to the most challenging!

NEWER AND INTERMEDIATE RIDERS For beginner and intermediate riders, jump on the Merritts Gondola and head to the Cruiser area on day one. The Cruiser area has some of the most popular trails in the park, including Paparazzi, Pegasus & Grasshopper.

Paparazzi has become a favourite amongst riders thanks to its scenic and slightly challenging terrain.

True to its name, it also has some great photo opportunities! From the Cruiser area you can also access some of the best-flowing trails in the park, including Ricochet & Sidewinder, which will take you the whole way back to the village.

ADVANCED RIDERS AND DOWNHILL WARRIORS Advanced riders willl find more challenging terrain off the Kosciuszko Chairlift, with the famous Cannonball Downhill taking centre stage. For those looking for something a little tamer, the Kosciuszko Flow Trail provides the adrenaline rush of high-speed gravity. However, Flow is a much more approachable intermediate trail that is free of the more technical sections. New for this summer is Revolver; a steep and fast intermediate-flow trail that has some big rock rolls and jumps that will keep riders on their toes.

For those looking for more of a backcountry adventure, Panorama is a black technical line that traverses over the main range to the Gunbarrel & Cruiser areas. Panorama has some really technical rock sections and advanced features with insane views along the way.

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NAIL YOUR LINES WITH SKILL INSTRUCTION

DON’T FORGET CANNONBALL! Thredbo’s Cannonball Festival is an iconic fixture of the Australian mountain biking scene and a bucket list event for all enthusiast riders! Whether you’re competing or spectating, the electric atmosphere created by the community during this week of on-and-off track celebrations is an incredible experience.

The Cannonball MTB Festival is returning in 2025 from February 10 – 15.

See the full events calendar at thredbo.com. au/events.

Thredbo also offers an MTB School with a team of certified PMBIA instructors. Whether you’re getting started with an intro session, refining your skills in an MTB Fundamentals clinic on the beginner trails, or advancing through our MTB Progression clinics and Private Lessons, there’s a clinic to suit every kind of rider. For the girls, the one-day Gravity Girls Clinics are an awesome way to find a new riding crew, offering a supportive environment that’s all about skill progression and uplifting each other.

SCHOOL HOLIDAY FUN

Hot tip? Book a private MTB clinic with up to 3 people starting from only $219!

OFF-BIKE ADVENTURES Thredbo also has a huge stack of other mountain adventures to try while you’re there, making Thredbo the perfect escape for an active family.

Check out the brand-new Alpine Coaster – the first one in the Southern Hemisphere, a hike to Australia’s highest peak – Mt Kosciuszko, a round of golf on Australia’s highest golf course and fly fishing in the Thredbo River.

Upgrade your MTB lift pass to an adventure pass to enjoy an Alpine Coaster ride, golf, tennis and Leisure Centre access from only $10 extra for kids aged 3-7 and $20 extra for everyone aged 8 years and over

VILLAGE VIBES Conveniently located at the base of the mountain, jump straight off your bike to explore everything Thredbo Village has to offer. With a wide range of shops, restaurants and bars, you’ll find many great spots for a pre-ride coffee or to enjoy a pizza and a beer to unwind after a big day of riding.

Thredbo features a range of bike retailers, perfect for picking up those knee pads you forgot to bring or even hiring a downhill bike.

If a day on the hill isn’t enough, you can workout at the Leisure Centre, kick back in the sun on the Local Pub deck, grab a quick salad roll from The Bakery or head to Cascades Restaurant for a gourmet feed.

For kids aged 5 – 13, make sure to book them in for a 2-day Gravity Groms program at Thredbo MTB School. With beginner, intermediate and advanced rider levels, they’ll make new friends while advancing their skills in a safe and fun environment. The best part?

Mum and Dad can spend two whole days of quality time riding together!

During school holidays, Thredbo’s Kids Adventure Festivals offer families a huge lineup of free events and entertainment every day with festive celebrations, arts & crafts, cooking classes, face painting, sports sessions, movie nights and more. The perfect way to cap off a big day of riding!

Thredbo Rental offers 20" & 24" dual suspension bike options for kids to rent, but be sure to book in advance during peak periods like school holidays to avoid missing out.

Plan your mountain biking holiday now at thredbo.com.au

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

TUBOLIGHT DIAMANA HD Tubolight is a brand that prides themselves on fighting the scourge of poor traction with the Diamana range of tyre inserts.

The dimpled upper surface and wave-like shaping combined with narrowing lateral air channels, create a Venturi effect: moving air from the larger outer portion of the tyre, to the smaller inner portion closest to the rim bed. A reverse Venturi effect ensures that air is temporarily held in the inner portion closest to the rim bed, slowing the rebound of air within the tyre maintaining more consistent contact with the ground. This delivers a smoother ride, improved vibration

dampening and reduced rider fatigue.

The new Diamana HD is designed for trail and enduro riders, its medium density compound offers great protection and tyre support while still maintaining a low weight at 145g per insert. Made from high density closed cell EVA foam, the Diamana HD’s will provide years of expected life span before requiring replacement even after heavy use.

They fit tyres 29”x2.3–2.6” and are sold as a pair. They are also guaranteed absorption free with all major sealants on the market and specific valves are not required. fesports.com.au $199.99

PRO MSN 1.3 ENDURO SADDLE The PRO MSN 1.3 Enduro saddle is a short-length saddle designed specifically for Enduro mountain bikers and technical trail riders. It features a lightweight carbon reinforced base with robust stainless steel rails and durable polyurethane padding. The short-nosed design ensures that it remains out the way especially when your seatpost is dropped. The rounded stainless steel rails make it easy to attach to any dropper or

KENNY DECADE MIPS The Kenny Decade is a helmet designed and developed for BMX and Downhill. The helmet features 14 vents for airflow, and a fully removable and washable interior.

With a size range from XXS (51cm) to XXL (64cm), the Decade is the helmet that prioritises full coverage over weight, and is suitable for those who dabble in freeride and big-hit disciplines.

The Kenny Decade weighs in at 1020g, and is perfect for the aspiring downhiller. The Decade is available in a range of colours including the incredible ‘Candy Purple’.

RRP: 329.95 www.kwtimports.com.au 28

conventional seatpost.

The saddle design provides a neutral pedalling position, and it offers a little more robustness and a more anatomical curve than their popular PRO Stealth range.

The PRO MSN 1.3 Enduro saddle is available in 142mm and 152mm widths and weighs in at 255g and 275g respectively.

RRP $235 pro-bikegear.com

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BLUEGRASS VANGUARD The Bluegrass Vanguard has been repped at the highest level, adorning the melons of Martin Maes and the Orbea Fox Enduro team.

The lightweight Vanguard features a MIPS slip liner to reduce harm from rotational impacts and boasts a five-star rating from Virginia Tech and is targeted to trail, enduro and e-bike riders.

The helmet includes two sizes of adjustable C-shaped cheek pads, removable mud grill, fidlock buckle and a goggle-friendly design.

24 vents make the helmet cool and breezy for a hot Australian summer of shredding!

Available in sizes small, medium and large, from 52cm–61cm and weighing in at 700g for size small.

BOSCH PERFORMANCE LINE CX Bosch have released their fifth generation of the Performance Line CX drive unit. With 85nm torque, 600w peak support, and a host of battery options, the new Performance Line CX system promises to be the best full powered drive unit we have seen from Bosch yet!

At 2.8kg, the new Performance Line CX drive unit is around 100g lighter than the previous generation of CX due to the new magnesium casing.

The new CX unit features extended boost, walk assistant and hill start assist. Bosch state that the new unit has increased sensor input sensitivity and reduced unit noise.

Bosch has also launched the new PowerTube 600 and 800 batteries together with the launch of the PowerMore 250 Range Extender, meaning you can spend all day on the trails without worrying running out of battery.

RRP $489.95 www.met-helmets.com/en/bluegrass/

PEATY'S HOLDFAST TRAIL TOOL WRAP The new Peaty’s Holdfast Trail Tool Wrap is the ultimate flexible storage solution, designed to carry your trail essentials on any bike while keeping them clean and giving fast access in trailside emergencies. In the age of baggy shorts and technical tee’s, we love a well designed storage solution!

The Peaty’s Holdfast promises no rattle or slip, unlike other strap-based tool carriers, and is waterproof with double welded seams in case you encounter an

www.bosch-ebike.com/au unexpected summer storm. Not convinced? The Holdfast also features an integrated waterproof zip pocket to keep essentials dry.

Easy to attach, the Holdfast means you can keep your spares in one spot and swap between bikes as needed. Brilliant!

Black is available now, with other colours landing early 2025.

RRP $64.95 peatys.co.uk

100% ARMATIC GOGGLES The new 100% ARmatic goggles promise to “break new ground” in goggle innovation. Using 3D molded lens technology, ARmatic ensures visual acuity along with a revolutionary quick-release lens-changing system that’s integrated into the frame.

They sport an impact-resistant, Ultra HD lens retained with 6-point molded locking tabs and a push to lock and lift system, for quick lens changes. The plush 3D molded face

foam adds to the comfort of the ARmatic goggles, and also assists with sweat management. For those using tear-offs, they are compatible with the 100% Armega range of lenses and racing tear-offs, sold separately.

Best of all, they come in a wide range of colors and lens options, from pink to neon yellow and everybody’s stealth favorite, black. $149.99 fesports.com.au 29

GET A PAIR OF

DABOMB GRIPS (RRP $30)

WHEN YOU SUBSCRIBE OR RENEW TO AMB FOR 1 YEAR (OR MORE) FOR JUST A ONE-TIME PAYMENT OF $49.95, YOU’LL GET A PAIR OF DABOMB GRIPS WORTH $30, PLUS 4 ISSUES OF THE MAGAZINE WORTH $55.80, FOR A TOTAL VALUE OF $85.80! SAVE $35.85! FIRST 100 SUBSCRIBERS ONLY! We have two different grips from DaBomb for issue #211 of AMB. You can receive DaBomb Particle and Holy Sh-t Grips upon subscribing to Australian Mountain Bike Magazine. The Particle grip’s diamond knurl pattern improves grips and gives superior comfort. It included the single lock-on clamp, and also reinforced soft ends that provide much more protection from crashes or impacts.

The Holy Sh-t is the ultimate grip that improved the function and ergonomics. Half-flange blocks your hand not your thumb, also combined with a vertical pattern that is perfect for controlling the shift lever smoothly. Its check pattern with knurl pattern bottom provides perfect tackiness and skidproof.

Grips will be selected at random.

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XC/XCM AND THE REST

32

19 January

Victorian MTB Championship Series 6

Falls Creek, VIC

bighillevents.com.au

19 January

Coastal MTB Series 3

Nambucca, NSW

jacksridge.com.au

26-27 January

AusCycling National Series XC 3/4

Glenorchy, TAS

auscycling.org.au

2 February

Summer Sprints 1

Redlands, QLD

ratscc.com.au

7-9 February

Snowies MTB Festival

Thredbo, NSW

in2adventure.com.au

16 February

Summer Sprints 2

Redlands, QLD

ratscc.com.au

15-16 February

Victorian MTB Championship Series 7/8

Bendigo, VIC

bighillevents.com.au

28 February

Rocky Trail Academy

Red Hill, VIC

rockytrailacademy.com

28 Feb-2 March

AusCycling National Series XCC/XC 5/6

Stromlo, ACT

auscycling.org.au

1-2 March

Tenterfield Gravel and Granite

Tenterfield, NSW

thesaddlersmtbclub.com.au

2 March

Summer Sprints 3

Underwood, QLD

ratscc.com.au

7-9 March

Quad Crown Black Pearl

Newcastle, NSW

quadcrownmtb.com.au

12-16 March

GWM Mountain Bike National Champs

Mt Buller, VIC

auscycling.org.au

15 March

Goodness Gravel Orange

Orange, NSW

goodnessgravel.com

21 March

Rocky Trail Academy

Nerang, QLD

rockytrailacademy.com

28 March

Rocky Trail Academy

Narooma, NSW

rockytrailacademy.com

GRAVITY 11-12 January

AusCycling DH National Series 1

Toowoomba, QLD

auscycling.org.au

18-19 January

Tasmanian Enduro Series 2

Queenstown, TAS

auscycling.org.au

18-19 January

Victorian DH Series 3

Shepparton, VIC

vdhs.com.au

31 January-1 Feb

AusCycling DH National Series 2

Maydena, TAS

auscycling.org.au

1-2 February

Victorian DH Series 4

Mt Beauty, VIC

vdhs.com.au

7-8 February

Redbull Hardline

Maydena, TAS

redbull.com

8-9 February

Victorian Enduro State Champs

Falls Creek, VIC

auscycling.org.au

10-15 Feb

Cannonball Festival

Thredbo, NSW

thredbo.com.au

22-23 Feb

Fox Superflow

Awaba, NSW

rockytrailsuperflow.com

23 February

Renegade Gravity Enduro 1

Kooralbyn, QLD

ontheedgeevents.com.au

22-23 February

Victorian DH Series 5

Mt Baw Baw, VIC

vdhs.com.au

1-2 March

AusCycling DH National Series 3

Stromlo, ACT

auscycling.org.au

1-2 March

Fox Superflow

Red Hill, VIC

rockytrailsuperflow.com

1-2 March

Tasmanian Enduro State Champs

Hobart, TAS

auscycling.org.au

3-7 March

Boost Mobile Australian MTB Interschools

Thredbo, NSW

thredbo.com.au

12-16 March

GWM Mountain Bike National Champs

Mt Buller, VIC

auscycling.org.au

16 March

Outlaw DH 1

Kooralbyn, QLD

ontheedgeevents.com.au

22-23 March

Victorian DH Series 6

Mansfield, VIC

vdhs.com.au

22-23 March

WA Gravity Enduro 1

WA TBC

wagravityenduro.org

22-23 March

Fox Superflow

Nerang, QLD

rockytrailsuperflow.com

22-23 March

Tasmania Enduro Series 4

Maydena, TAS

auscycling.org.au

29-30 March

AusCycling DH National Series 4

Orange, NSW

auscycling.org.au

29-30 March

Fox Superflow

Narooma, NSW

rockytrailsuperflow.com

29-30 March

WA DH State Series 1/2

Denmark, WA

auscycling.org.au

5-6 April

Fox Superflow

Falls Creek, VIC

rockytrailsuperflow.com

6 April

SA Gravity Enduro Club Series 1

SA TBC

auscycling.org.au

6 April

Outlaw DH 2

Toowoomba, QLD

ontheedgeevents.com.au

12-13 April

WA Gravity Enduro 2

WA TBC

auscycling.org.au

12-13 April

Inside Line DH State Series

SA TBC

auscycling.org.au

WHY N+1 ACTUALLY MAKES SENSE

W

WORDS ELLA BLOOR

e all joke about the notion of N+1, the tongue-in-cheek formula that says no matter how many bikes you own, there is always room for one more that's slightly different from the one already hanging in your garage. While often used humorously, it does carry some truth, and I believe there is genuine value in owning more than one type of bike.

There are many arguments for why one bike can’t do it all. Different terrains, skill focuses, and even the technology and capabilities of various bikes all contribute to the idea that each type of bike serves a unique purpose. A lightweight hardtail might be perfect for crosscountry riding or bike packing, but the average rider probably wouldn’t have the best experience on aggressive enduro descents with it. On the other hand, a full-suspension bike with significant travel might give you the confidence to attack technical descents, but climbing back up could feel like trying to pedal a squishy, Lazy-Boy recliner—comfortable, yes, but not efficient.

Mountain biking is a blanket term covering a wide range of disciplines, each with its own bike specialisation. You don’t have to look far to see that even the best mountain bikers in the world don’t stick to just one type of bike for training. Whether they’re crosscountry racers, downhill specialists, or trail riders, they all spend time on different bikes, allowing them to develop a broader skill set.

Cross-country bikes, for instance, are designed for building endurance and efficiency over long distances. They are lightweight and nimble, perfect for long climbs and flowing singletrack. However, put a cross-country bike in a downhill scenario, and you will likely feel out of your depth. That’s where downhill or enduro bikes come in—they’re built to handle steep, technical descents, with geometry and suspension designed for maximum control and stability. Gravel bikes are another example of specialisation; they offer a hybrid between mountain and road bikes, making them ideal for mixed terrain and long-distance adventure rides. However, they will always feel somewhat out of their depth on technical single trails.

Then there’s the trail bike, which sits somewhere in the middle—a ‘jack of all trades’ that can handle a variety of terrain but may not be perfect for any one discipline. Trail bikes are great for riders who want versatility and don’t want to specialise too much in one particular riding style. They can climb decently well, descend with stability, and perform on a wide range of trails. However, the trade-off is that while they’re competent across the board, they might not excel as much as a bike specifically designed for cross-country or downhill riding.

In recent years, e-bikes have also become a significant player in the mountain biking world. E-bikes have surged in popularity because they make mountain biking more accessible to a wider range of riders. The pedal assist helps you tackle challenging climbs with less effort, allowing you to cover more ground and explore trails that might have been too difficult otherwise. For experienced riders, e-bikes can extend their riding range and let them focus more on the technical aspects of descending without being overly fatigued from the climb.

With each discipline and bike type, there can still be an element of self-imposed stigma attached to each specialised bike. For instance, I recently stayed with a family whose husband insisted he couldn’t bring himself to buy an e-bike before he turned sixty, even though he struggled to maintain consistent fitness due to the demands of his corporate career. If he let go of that stigma, an e-bike could open up a whole new world of enjoyment for him—both physically and socially.

The same goes for owning a cross-country bike: just because you ride one doesn’t mean you have to conform to the stereotype of wearing lycra or obsessing over Strava segments and weight savings.

For new riders, navigating the world of bike choices can be overwhelming. With so many different types of geometry, suspension, and materials available, figuring out the “perfect” bike for you can be daunting. Every bike shop will offer a slightly different opinion, and it’s easy to get caught up in decision fatigue as you try to make the “perfect” choice. But here’s some foresight: you’ll probably end up owning more than one bike.

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THE IMPORTANCE OF BUILDING PROGRESSIVE TRAILS

A

WORDS CRAIG MEINICKE

PHOTO NEXT LEVEL/KI PHOTOMEDIA

s the mountain biking community grows, so does the demand for well-designed trail networks that cater to riders of all skill levels. One of the often overlooked aspects of sustainable trail design is incorporating opportunities for riders to develop their skills within trail networks safely, with adequate challenge. This not only enhances the overall riding experience for a wider cross-section of riders but also fosters long-term engagement in the sport while promoting safety and building confidence among riders.

Enhancing Rider Development Mountain biking requires diverse skills, from balance and bike handling to bike control in the air and navigating technical features. By designing trails and trail networks with built-in skill progression, riders can steadily develop their skills at their own pace and in a safe and controlled environment.

Trails and trail networks that provide entry-level features, such as smooth turns and gentle inclines, allow basic techniques to be learned.

Gradually introducing more technical elements like rock gardens, jumps, and drops allows riders to grow their confidence and technique progressively.

This progression is essential for beginner riders. A well-designed trail network ensures that as their skills improve, new challenges always push their limits without overwhelming them. This keeps riders engaged and motivated to continue improving their abilities.

Encouraging Rider Retention and Engagement Mountain biking is not just a sport but a lifestyle that draws people back to the trails repeatedly. When trail networks provide a clear path for progression, riders of all levels can find something that suits their current ability while giving them a goal to strive for. This engagement is critical for rider retention. Without trails that offer varying difficulty levels, riders may become bored or frustrated, either feeling that the trails are too easy or too advanced for their skill set.

Progression in a trail network gives riders an immediate sense of accomplishment when they master a new feature or ride a more challenging trail. This sense of achievement boosts rider satisfaction and encourages them to explore and develop new skills and techniques. Trail networks that cater to progression are likelier to see repeat visits and cultivate a loyal rider base.

Building Safer Riding Environments

One key benefit of incorporating skills progression into trail design is that it helps create a safer riding environment. When trails are laid out to guide riders through increasingly challenging features as they develop their skills, it reduces the likelihood of riders attempting trails beyond their ability. Riders can test their limits in a safer, controlled manner rather than risking injury by tackling technical features prematurely.

Catering to Diverse Rider Groups Mountain biking attracts a wide range of participants, from families and children to hardcore riders and increasingly older riders who are entering mountain biking as an alternative to road riding or another sport. A well-designed trail network that offers progression ensures there is something for everyone.

Providing a diversity of trails encourages new riders to take up the sport and allows families and groups of mixed abilities to ride together.

This inclusivity strengthens the local mountain biking community and creates a welcoming environment for riders of all ages and skill levels.

Promoting Longevity and Sustainability of Trail Networks Incorporating rider skills progression into trail networks also promotes sustainability. As riders improve and seek out more challenging trails, well-designed networks reduce the need for illegal trail building or modifications to existing trails that can damage the environment. When riders know they can access increasingly challenging features within a designated trail network, they are less likely to create unofficial trails, leading to erosion, habitat destruction, safety hazards, and issues with land managers.

Additionally, progression-based trail networks encourage riders to return to the same location as they continue improving, ensuring a steady traffic flow through the trails. This can generate funds for maintenance and expansion, helping to ensure the longevity of the trail system. Well-maintained, sustainable trails with skills progression are also more likely to attract support from volunteers, land managers, sponsors, funding bodies, and the wider mountain biking community, creating a cycle of trail development and preservation.

In today’s growing mountain biking landscape, creating trail networks that cater to all abilities while offering opportunities for progression is a fundamental element of a thriving, sustainable riding community.

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.

34

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TIME ISN’T SUBJECTIVE WORDS CHRIS PANOZZO

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PHOTO KAROLINA KRASINSKA / RED BULL

s much as my fiancée would like me to believe otherwise, time isn’t subjective. For those of us that race against the clock, the concept of time as an absolute is ingrained as part of our character, manifesting itself as much off the bike as on it.

Then there are those athletes who compete outside the constraints of time, who live to race against their fellow competitors up close and personal, who know that regardless of time it is the person who is in front that takes the glory, whether that margin is 0.1 of a second or 2 minutes. That same mentality is applied throughout nature, and you can argue it’s the same instinct that would kick in if you were being chased by a bear. I know all of us would be thinking the same thing if we were on a group ride and came across a hungry bear: who cares how fast against the clock I am, as long as I’m faster than those around me!

How do those that race against the clock know if they are going fast enough? They can’t look over their shoulder to see if they are getting further away from that hungry bear that chases them. For those that haven’t raced a gravity event, the first time can feel just like this! At times you’re constantly second guessing yourself; am I going fast enough, am I going too slow, do I need to let off the brakes?

Only a few will truly figure it out, they have the confidence, experience and injuries to know what they are capable of, not what 36

they tell themselves they are capable of. What a sport it is where there are so many variables, and yet the slightest mistake over 4 minutes of heart-beating action means the difference between first, or becoming bear food.

You can often stand trackside and see those that are riding their own race, and those that are being chased by their own imaginary bear inside their head. Both are equally entertaining for obvious reasons and neither should feel the need to change their racing style. Downhill is much more than a results-based sport, something the cycling community and the sport as a whole often forgets...then remembers, then forgets again.

Occasionally you get the double-whammy of someone who knows what they are capable of, yet they shift any thoughts of sanity to the back of their mind and embrace the need to outrun that god damn bear again.

That moment for me in 2024 was watching Amaury Pierron pull off his finals run during the DH World Cup in Les Gets. The speed he showed against the clock, and even though not on course at the same time, the visible speed difference compared to others in conditions that would have been just as easy to race a canoe in marked it out as something special. But don’t take my word for it, just look at the time! www.ambmag.com.au

DESIGNING TRAILS FOR A PEAK EXPERIENCE – PHYSICALLY, MENTALLY AND SOCIALLY WO R D S D R K AT H B I C K N E L L

T

PHOTO RED BULL

he first 70km of purpose-built trails officially opened in August at Mogo, on the NSW South Coast, with a total of 135km planned in total. The hype surrounding the Mogo Trails is huge and my early experience confirms they deliver. But this article isn’t (only) about that.

Hitting the trails with a group, zeroing in on one feature then the next, holding good speed despite never having seen the trail before…I couldn’t stop wondering: what goes into creating an experience like that? One that delivers in terms of the physical experience of riding, but also the mental experience?

Juliane and Martin Wisata run Rocky Trail Destination, who are the principal contractors for the Mogo Trails project. They bring years of experience to the project from running events under the Rocky Trail Entertainment banner.

Martin says there are two types of trends they’ve been keeping an eye on during the planning stages for the project: social and technological. E-bikes and kids on bikes have a huge impact on both types of trends, he explains.

While the tech side of e-bikes is obvious, Martin reminds me that socially "riders of different physical and riding abilities can now spend the day together as the climbs are effectively neutralised". He also speaks about innovations in kids’ bikes and the huge increase in incredibly capable younger riders hitting the trails.

"The challenge in trail design was to build descents where the entire group can all have fun and meet again at the bottom. We believe we have achieved that at the Mogo Trails by creating multiple hubs where trails start and finish."

Multiple descents allow riders to pick the level of technical challenge they’re seeking and eliminate the need to find a trail that suits everyone. Climbing back up via a gentle gradient with many twists and turns is where a lot of the chatting happens.

Beyond the design of the area as a whole, I was struck by how each trail has a different character. Built by Next Level MTB, they’re feature-filled keeping your mind tuned in, and while they never stay in a straight line for too long, they give the feeling of taking you somewhere. Gone are the days of riding as many corners as you can

fit in a small amount of space. Like the Narooma trail network 45 minutes further south, the area covered by the trails is huge.

"The Next Level crew are not just trail builders but artists in my view," says Martin. "Water management has always been the number one topic when it comes to trail design. But they put equal emphasis on rider-speed management. This has a huge impact on trail erosion, safety and fun." High lines into corners, for example, deliver riders from one feature into the next without the need for panic-braking as they spot the ideal line too late and madly scrape off all their speed.

"The trail manages the speed, not the rider's brakes," says Martin.

Martin’s a pretty excitable guy but the most excited I saw him was when he was talking about the lack of braking ruts after the trails had been open for a few weeks.

"The entire project group agreed to invest more into the trail construction in order to save on trail maintenance dollars later on. This means we plan a lot of rock armouring, water management and also make sure that wherever braking ruts are likely to form features are put in place that naturally slow the riders down." It’s a clever tactic – one that means riders feel more flow in the short term while linking each feature together, and also in the longer term as the trails stay in better condition.

The logic behind Mogo’s mojo makes sense when it’s spelt out, and it speaks to trends happening in trail building across the country. What surprised me is how, when done well, the huge amount of effort that has gone on behind the scenes almost feels invisible. The trails flow, the social experience expands, euphoria bursts out of riders as though they’re a Learn more about well-shaken soda can. using your mind to Next time you have a ‘peak experience’ on get more out of the trails, take a moment to think about the your time on the bike work that went into it. How does the trail do from Kath Bicknell at: the thinking for you? How does the place intelligentaction.cc impact your experience? How do you see future social and technological trends @Intelligent_Action shaping what an ideal day on a bike feels FB: Intelligent Action like for you?

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.

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THERMOS.COM.AU

BOSCH PERFORMANCE LINE SX IT’S LIKE RIDING YOUR REGULAR BIKE…JUST BETTER. WORDS ANNA BECK

T

he last time I rode a lightweight eBike was when I was pregnant. Tired, out of breath and wanting to ride my bike up climbs that required more out of me than I was able to give, I realised that perhaps eBikes may have finally found a place in my life. However, at this time I felt that lightweight bikes were a little…anaemic. While they could pack a punch with turbo mode, the low and moderate support modes left me a little bit wanting in terms of the support level, engagement and battery life.

Moving on a year and a bit, I remain eBike curious, but conversely have found full-powered eBikes to be a bit too big in terms of travel and ‘pow’ for my local trails and the experience I am seeking. A pedaller at heart, the Bosch Performance Line SX drive unit is one that – on paper – fits the bill, delivering a mountain biking experience with all the support you need, when you need it. I tested the drive unit aboard a Canyon Neuron ON:Fly CF 7. From bike parks to secret squirrel trails and daycare drop-offs, we did it all.

A CLOSER LOOK But firstly, why the SX drive unit? The Bosch SX drive unit is designed as a model that prioritises the pedalling experience, shaving weight off their more torque-driven CX line drive unit.

The reduced bulk of the SX unit delivers slick lines reminiscent of an acoustic bike aesthetic. The slimline magnesium casing results in a 2kg unit weight; a reduction of nearly a kilogram compared with the new generation CX at 2.8kg. The smaller, slimmer casing results in a narrower Q factor (the width between cranks), allowing for a natural pedalling action similar to an analogue mountain bike.

In terms of battery life, the Bosch Performance Line SX drive unit is paired with the 2kg, integrated 400-watt hour 40

PHOTOS GERARD LAGANA

CompactTube 400 Battery. The CompactTube is the highest energy density of all Bosch batteries and boasts 50% charge in 1.5hrs and 100% in 3.5hrs, making it perfect to also use on your commute or on an overnight flashpack. The lightweight package of the SX drive unit allows the bike to retain the feel and manoeuvrability of an acoustic trail bike with the power of an eBike. For reference, the bike we tested weighed under 20kg with pedals.

A 400Wh battery is on the small side if you’re headed out on longer adventures, so for endurance warriors the PowerMore 250 range extender (weighing in at 1.5kg) gives you up to 650-watt hours of battery life, essentially giving you the range of a full-cream eBike. This mounts in the bottle cage; so get your hydration pack ready for the big days out!

The SX drive unit is specifically designed for lightweight eMTBs, but retains the same maximum 600W support available in the full-cream CX unit. The SX has a reduced max torque output of 55Nm (compared to the CX’s 85Nm), and reaching the maximum 600w requires a cadence of over 100rpm. At 70rpm,

the SX drive unti features a maximum power output of 400w.

This is nothing to sneeze at, but a very different user experience from the 600W at 70rpm that the CX drive unit delivers. This cadence-driven power delivery is a key difference between the two drive units.

The Bosch Performance Line SX’s power delivery is described as sensitive, requiring the rider to shift and focus on pedalling with the terrain instead of mashing gears. This may disappoint those who prefer to turn the eBike on and grind away at 40rpm to the top of the trail, but for those who enjoy the sense of one-ness and the joy of effort that pedalling a bike delivers, the SX drive unit allows an experience that centres the rider as the pilot and co-engine. As for the maximum speed, it is, of course, capped at 25km/hr. The maximum support level tops out at 340%, and the SX drive unit retains the smart walk feature, activated by the bar-mounted Mini Remote.

Handy light indicators tell you if you’re in Eco (green), Tour+ (blue), eMTB (purple) or Turbo mode: all the existing Bosch mountain biking modes are available. You can also change modes using the System Controller, in addition to the Mini Remote, and the SX system is still compatible with the Kiox units. Want more customisation? Sure! This is, after all, a Bosch product, and their excellent Flow app allows the rider to customise support levels and torque in each mode for an individual ride experience.

ON THE TRAIL Bosch have claimed a quieter drive unit with the release of the Bosch Performance Line SX, and they have delivered. While the motor still has a mild discernible ‘whirrr’, most noticeable in turbo, it isn’t obtrusive. You can hear the faint engagement and disengagement of the drive unit when cruising at the liminal

speed of around 25km/hr or when dropping into trails, however it isn’t distracting and marks a departure from the more audible earlier generation of the Performance Line CX drive unit.

Less torque is a key difference between the Bosch Performance Line SX and other drive units. With a torque of 55nm, it isn’t as sporting or ready to sprint off the line, but this results in a bike that puts out what you put in. This translates to less jump or pull from stationery and low-speed movements on the trail. With the motor primed to offer more assistance at a higher cadence, I found that the lower torque actually serves the rider with a more integrated, authentic riding feel and a smoother, more natural power delivery.

In essence, the feeling of the Bosch Performance Line SX is that of amplification rather than raw power. For those who love to ploughing through trails with minimal exertion on a full-cream eBike this may not be the experience you’re seeking.

However, this isn’t to say that the bike is at all anaemic; after all, it still has a 600W peak power. The way in which it delivers the watts does, however, alter rider behaviour. For example, on my first ride I went out and – like any rider with a new eBike – found the most unhinged, vertical landscape to point the bike up.

How did it go? I managed 850m vertical in less than an hour in only 13km. Initially, it was a strange sensation to get used to, hitting up unridable climbs (well, unridable on an analogue bike) littered with baby-head rocks and no distinct line. On an analogue bike, you would be pressing through the pedals with low cadence to attempt to grind up and maintain traction, but the SX drive unit doesn’t thrive on the grind. In fact, it offers a very paltry assistance with that kind of pedalling behaviour.

Instead, I had to alter my rider behaviour and spin whenever terrain pointed upwards, which seemed counterintuitive on such savage gradients, however it didn’t take long to adjust and get the most power out of the unit.

41

Despite this, for long drawn-out climbs (think 10min+) it’s quite difficult for the mere mortals among us to maintain a cadence >100 as it is aerobically very taxing.

While you still have assistance at lower cadences, to get the most out of the drive unit it is best to spin to win.

Considering the terrain mountain bikes cover, it could be prudent to reduce the cadence required for full power in future drive unit updates, even if only a modest decrease to 90rpm would make a significant difference in rider experience while maintaining the more smooth and integrated feel of the SX unit.

When hitting technical, undulating trails, the drive unit really comes into its own as you find that rhythm and flow of pedalling, gathering speed and pedalling ahead of obstacles, then resetting to a more neutral cadence. It was during these times when the drive unit really flourished, and it became obvious that the SX drive unit

operates much more like yourself riding, but better.

Talking range is difficult to express as an absolute: as with everything mountain bike related, it depends on many variables. At 64kg, I represent a pretty average female rider or a lighter male rider, and weight has a huge impact on battery and feel of power delivery when the terrain points upwards. Using eMTB mode without a range extender I managed around 40km with a lot of hills.

With the PowerMore range extender I actually ran out of time to drain the battery. After each ride of more than three hours, 1600m vertical and nearly 60km of bike park single track and sketchy off piste adventures, I had enough battery left to boost up the 1.6km/200m climb home and with a single red battery light remaining.

FINAL THOUGHTS The Bosch Performance Line SX may not be for everyone, but it is for the dedicated mountain biker who enjoys the feel of an analogue mountain bike with the powerful assistance of an eBike. Instead of the full-throttle experience offered by the CX model, the power delivery of the SX unit is more nuanced while still packing a punch when it matters.

If you’re a rider who wants to cruise to the top of the hill as fast as possible while pedalling slowly, this isn’t the drive unit for you, but if you’re someone who enjoys the feel and manoeuvrability of an acoustic bike paired with a natural-feeling power delivery in a package that can pass as a non-motor-equipped bike, then the delights of Bosch Performance Line SX may be for you.

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Lightweight

Full Bosch Smart System integration

Powerful for the engaged pedaller

Still audible, though quieter

Not for the shuttle pig with low RPMs

bosch-ebike.com/au

M O T I V (E P S Y C H O L O G I C A L

WORDS AND PHOTOS CLANCY KELLY

W

e can all agree that mountain biking isn’t just physical; it can sometimes be just as challenging mentally. Below, I’ll touch on the role setbacks can play in one’s career, how to deal with emotional regulation, and how our core motivations play into it all.

For many, mountain biking is about the process the bike takes you on. We all get into it for different reasons but ultimately for the same common goal: satisfaction. Like anything

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T A C T I C S

you’ve started in life, there is always that desire to improve that sneaks in at some stage along the way. And while this progression may take different shapes for each of us, that desire is always there. Finding that limit into a corner, going further into the backcountry, or finally getting out the bike as much as you want will always be one of the purest feelings.

The rush from any one of these things is something you can’t quite explain to someone.

The other side of the coin to progression is setbacks. Mountain biking can be an incredibly humbling undertaking if you ever want to

T O

improve. There is nearly always someone faster, fitter, or more skilled than you.

Being in touch with your own personal emotions and motivation is key if you are willing to progress without negative pressures and is key to protecting your love for the ride.

Emotionally negative events have more impact than positive ones, and this ‘failure’ can be attributed in a variety of ways to different factors – often swayed by a self-serving ‘attributional bias’. This means that most of us tend to attribute reasons for success to internal, stable factors, i.e. based on our own

)/ATION H E L P

G E T

ability. On the other hand, our failures are often attributed to external and unstable factors like bad luck or misfortune. By changing our thinking and honestly attributing these negative moments without emotional influence, we can lay the foundations for the comeback. This can also act as motivation.

It’s not just weekend warriors; even the sport’s elite struggle to attribute setbacks.

The 2022 DH Overall World Cup Winner, Amaury Pierron, broke his C5 vertebrae in 2023 after crashing into an unprotected stump in the B-zone.

Y O U R

F L O W

Disappointed that the stump wasn’t padded for safety, he posted his frustration to Instagram, externally attributing his misfortune to the unsafe track. Asking ‘what-if’ is understandable in these moments, but the mental battle is to balance this with internal attribution and accept his part in the accident. This internal attribution style is integral to finding the motivation to bounce back. There is little doubt that Pierron’s extraordinary return required the mental discipline to overcome the setback and rebuild his strength and confidence. It has

B A C K

been great to see him make his way back to the top of the sport with ridiculous, back-toback winning margins in Val di Sole and Les Gets less than one year later.

Attribution of failure and setbacks is at the forefront of emotional regulation. These negative moments can take shape in various ways. If you’re a committed racer, having a run filled with mistakes will leave you ruminating. For others, this may be provoked by a simple crash, a mechanical, or not being organised enough to make time for your weekly ride.

45

While it can be individual, pleasant emotions usually lead to increased performance, and negative emotions can cascade to a decay in performance. In the case of a crash, there’s nothing worse than thinking about the last time you rode and the slide-out you had in a turn. And while some of us may think about techniques involving body positioning when out on our regular rides, the mental side of it all is often overlooked. The attentional bias of thinking about the crash inherently increases the chances of another crash.

46

A CASE REVIEW: GETTING JON’S MOJO BACK

I considered all of this when out for a pedal talking with my mate Jon Edwards, whose name you may know if you are around the race scene in Queensland. He is pinned on the downhill bike and has pushed himself hard to progress to race at the highest levels, most notably Crankworx Whistler last year. Equally, Jon always just looks to be happy on his bike, having more fun than most I know.

Last year, Jon spent the summer working in Colorado at a bike park to enjoy as much time riding his bike and find the pace needed to

compete. While his main motivation was just to enjoy the ride, goals of racing Crankworx Whistler and a US downhill rounds were definitely front of mind.

Fast forward to Whistler; The iconic ‘1199’ track has everything. Fifteen-metre drops, steep rock slabs and loam sections linking it all together, that pose a harrowing task for any rider. Struggling with mechanicals, Jon felt unprepared heading into qualifying and had a rough run. Despite his bad run of luck, he largely attributed most of this to himself and set his focus on race day. Jon said being among the first to drop in was exciting and lifted some pressure off him. Being around some of the elites of the sport had him stoked and he managed to have a calm mindset after the previous day’s troubles.

With an incredible crowd on the hill, Jon described it as the wildest run ever, with many loose moments. Though off the pace of the big names of downhill, he was able to put down a personally satisfying run. The experience gave him a taste of racing at the top and a better idea of where he was at before returning home. The composure of the elites at the top before dropping in was definitely something that he noticed.

But the ability to race with the best didn’t come without setbacks. Late in 2022, Jon suffered a severe concussion and T7 compression fracture out on his local trails.

He broke his wrist at Cannonball earlier this year just before heading overseas. More recently, he dislocated his elbow. Mix in a few hefty concussions, and he’s struggled to find a consistent spell of good health over

the past two years.

Initially, Jon took an avoidant approach by ‘trying not to care’ about these injuries, but he has since reverted to taking it slower and moving step by step. He finds his progression gradual, and he needs to be surrounded by the right people and keep his motivation coming from the right place.

These injuries and his love for racing, combined with his internal attribution style, haven’t been without their struggles.

Recovering from these injuries and trying to pick up where you left off comes with a lot of work, to the point where, at times, Jon felt that riding – once his outlet – was becoming stressful and challenging to navigate.

Since then, he’s opted to find a balance between his racing efforts and his future career, studying mechanical engineering, which offers exciting opportunities.

Kirk McDowall has had similar experiences.

A lead engineer for Norco in developing their downhill bikes and already a decorated downhill athlete, McDowall found his way back onto the team and has had a strong season. Kirk seems to have found a healthy balance between professional life and racing.

Jon hopes to find that balanced mindset, with this new racing-adjacent focus easing some of the pressure he was putting on his racing. Jon can put his heart into racing knowing that he has another passion of his waiting, should it not work out.

The point of all this is that the manner in which Jon has taken these setbacks in his stride is a testament to his dedication to his racing. As he explains, his main motive for riding is to have fun, but he will always have that deep desire to go as fast as he can, describing racing as a part of him.

Ultimately, Jon identified his emotional

regulation as something he could definitely improve, as I’m sure we all could.

Regardless, he knows that some simple breathwork before dropping in works wonders for him. His deep-rooted motivation and love for riding keep him coming back and returning to form despite the stress and doubt surrounding his injury.

• Attentional deployment: breaking the section down into parts and focusing simply on what needs doing.

BRAIN HACKS FOR THE EVERYDAY RIDER

• Response modulation: finding your optimal state of arousal. Calming arousal could involve breathing techniques, progressive muscle relaxation, or meditation. Arousing may involve breathing techniques as well, or potentially music and warm-up exercises.

These vary massively, and many people often establish set routines or verbal cues to get to that ideal level.

So how can these concepts help you?

As mentioned, motivation is key to emotion.

Understanding why you ride will help you understand why you feel this way about obstacles. If a feature gives you stress and you are avoidant, maybe that isn’t why you ride.

Reading about the self-determination continuum could help you understand your own strivings. Are you hitting this new feature to feed the ego (introjected motivation), or is it out of a genuine desire to improve (intrinsic motivation)? Closely related to this, understanding your attribution tendencies in relation to your motivation is key to unlocking why you feel certain ways.

Once in touch with your motivations and desires, emotional regulation is the next step.

One approach is the ‘Process Model of Emotion Regulation’, focusing more on the stimuli than the emotions themselves. It includes 5 steps: • Situation selection: avoiding specific situations e.g. a section of track.

• Situation modification: changing the situation to be more comfortable eg approaching a section of track with someone who has done the feature before.

• Cognitive change: recognising the emotions and acknowledging it is part of the situation, e.g. acknowledging the risk and making a judgement based on that.

At the elite level, these ideal performance states of arousal are extremely relevant.

Understanding the positive and negative emotions you feel and how they influence performance is key. As mentioned earlier, generally, positive emotions are better, but some ‘negative emotions’, such as aggression, can be beneficial; this is mostly down to individual differences. Alternatively, being excited or overstimulated can often result in peaking too early or not being grounded enough to perform well.

While not many of us will have the opportunity to break the gate at the top of a World Cup Downhill or even crush the ‘1199’ in Whistler, many of us seek progression on the bike in individual ways. By employing some emotional regulation techniques and finding our own source of motivation and balance between different aspects of our lives, we can continue to seek our limits in a healthy way.

THE SELF-DETERMINATION CONTINUUM Non self-determined

Self-determined

Amotivation

Instrinsic Motivation

Extrinsic Motivation

Regulatory style:

NonRegulation

External Regulation

Introjected Regulation

Identified Regulation

Integrated Regulation

Intrinsic Regulation

Source of motivation

Impersonal

External

Somewhat external

Somewhat internal

Internal

Internal

Motivation regulators:

No intention

Compliance External rewards or punishments

Egoinvolvement

Valuing in activity

Congruence

Incompetence

Approval from others

Endorsement of goals

Synthesis with self

Lack of control

Interest Enjoyment Inherent satisfaction

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A YEAR OF FIRSTS WITH RYAN GILCHRIST FA L L I N G O F F A C L I F F, E MB RAC ING S LI C K E U R O P E A N C O N DIT IO NS A N D B E I N G C R O W N E D T H E KING. WORDS ANNA BECK

PHOTOS DAVE TRUMPORE AND BORIS BEYER

It would be an understatement to say it’s been a big year for Ryan Gilchrist.

In his second year racing for Yeti/ Shimano EP racing, he not only landed his first E-EDR podium, he also took his first E-EDR win, the overall series, took the King of Crankworx title and as we head to print, just took gold at the Elite Pump Track World Championships.

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We caught up with Ryan when he touched back down in Australia after racing E-Enduro World Championships in Val di Fassa, Italy.

"I’m lightly jetlagged. Whenever I land and I have a race, I hit the ground and I do everything I need to do to adjust the body clock. When I come home at the end of the season, I’m like 'agh I’ll go to sleep whenever I want

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to'. It affects and it affects me for the week. I am still having little naps a week later. me for a week, I'm still having naps a week later.

But I’m just driving past Albury, so I wouldn’t want to have an hour nap right now."

While Coffs Harbour is home, we spoke with him en route to Melbourne to catch up with his girlfriend, road cyclist and cross country racer Elly Nuspan.

"It has been two weeks since I have arrived in Australia and I have had enough time to sit down and think ‘wow that really happened'," Ryan says, reflecting on his epic year.

"It’s my second year racing E-EDR. Going into 2024 I learnt a lot, that’s thanks to the hard work testing with Shimano, a lot of work developing the motor and the whole Yeti-Shimano EP8 160E race weapon.

"Working with teammate Mick Hannah there was a lot of work from Shimano Japan and Shimano US to dial in the motor’s characteristics and create a race tune that’s capable of winning power stages, individual races and the E-EDR World Cup overall.

"Reflecting back to 2021 when Jared Graves was racing on the unit and not having a lot of success with it, and when I was first signing, people were telling me 'you race on a Shimano motor, you don’t stand a chance'. My interpretation of that was let’s get to work and get on top. A huge amount of work happened behind and in front of the scenes with Mick Hannah before I even joined the program. So I jumped on a machine that was already getting close to race-ready to win. And then started putting in the pieces, learned the craft in 2023 and executed in 2024 with a series of wins, podiums and an E-EDR overall win."

"WHEN I WAS FIRST SIGNING, PEOPLE WERE TELLING ME 'YOU RACE ON A SHIMANO MOTOR, YOU DON’T STAND A CHANCE'. MY INTERPRETATION OF THAT WAS 'LET’S GET TO WORK AND GET ON TOP'”

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Ryan’s year didn’t start with E-EDR, however, but across the ditch at Crankworx Rotorua.

Opening with the Taniwha Downhill race, Ryan ended up 6th in elite and 8th overall. "It was a gigantic result; it was almost a career-best result right there," Ryan said. "Especially because I was on a Yeti SB160 enduro bike. I won the Otway Odyssey 50km XC race on that bike a few weeks before."

With a win in the Air DH and Pump Track, Ryan moved into second overall in the King of Crankworx.

"At this stage I wasn’t incredibly invested in the overall. I knew the Cairns race was going to be a mission to get to, it was sandwiched between two E-EDRs, and the idea of doing a continental circadianswitch with two weeks between three massive races was looking a little bit difficult. But I ended up going to Cairns not out of convenience but out of necessity…my Visa application fell through, so in order for me to stay my 90 days and be a legal human in Europe I had to go back to Australia to take time out, so that ended up becoming mandatory.

"I was on a phone call with my manager and he was like 'well I want you to go to Cairns and once you’re there you’re hitting all four rounds.

So in regards to the King of Crankworx overall I want you to acquire it'.

So, it quickly became a goal especially after I started seeing myself close to the top of the rankings after the first few events.

"I did Cairns and got two more wins in the Dual Slalom and Pumptrack and at the end of the week found myself on top of the leaderboard for the King of Crankworx overall."

With early success at Crankworx this year, it’s easy to forget that Ryan’s primary goal for the 2024 season was E-EDR, which kicked off at the iconic Finale Ligure destination.

"It looked like it was going to be a great race because of the course, it was very ‘OG Finale’: very pedally, super fast, flowy: right up my alley. A couple of signs that I picked up on that others didn’t was the liaison. I have made it kind-of my business this year to put everything into preparing for these races and making sure I was on top of it as possible, and one of those methods was practicing every liaison and knowing exactly how much time I had between each stage.

"This is something that is a bit more prevalent in e-bike than regular bike racing, because the liaison is part of a delicate balance between battery consumption, time to the start of the stage and how much of your physical energy you’re draining. So I did the liaisons and was like 'wow these things are really really short and are going to burn a lot of

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‘THE LIAISON IS PART OF A DELICATE BALANCE BETWEEN BATTERY CONSUMPTION, TIME TO THE START OF THE STAGE AND HOW MUCH OF YOUR PHYSICAL ENERGY YOU’RE DRAINING’ battery and in order to have enough battery to finish the loop you’re going to burn a lot of human power' which only advantaged me.

"It was also really hot, which was also in my favor. I didn’t think I was going to win because I knew the calibre of the race was really high and last year my best result was sixth. But in the first stage I was third, I was riding well but nothing special. But going into the next few stages and into the tech zone, I was really putting the heat on some of the longer stages. I had a 17-second lead on the entire race, and I put that down to good preparation with my teammate Mick and making sure we really executed well on knowing the course and making it to the stages on time.

"A lot of people were caught off guard about how short and tight the liaisons were. I was feeling very fit for that first race of the season with the preparation with Jared Graves. I don’t feel like I was doing anything special I was just riding my bike and having fun, and I entered the final stage with a 30-second lead, so it was a victory lap to celebrate my first pro World Cup level victory in the E-EDR." Not to be a one-trick pony, Ryan followed this up with a third in the second round in Poland. Proving his ride was no fluke, and cementing his name as one to watch this season.

"I actually had a really, really hard race battling mechanicals and flat tyres, and managed to scrap my way to third and hold onto the leader's jersey. That meant two from two wins on Shimano motor and Yeti frames so that was amazing. Especially as Yeti had never previously won an E-EDR event before going back-to-back in 2024. It was absolutely massive."

From here, it wasn’t smooth sailing to the overall. In Leogang he crashed on the first descending stage of the day. "It was really wet and slippery and the first descending stage I essentially fell off the side. It was on a very steep long traversing section [and] I slipped on a rock and had to kind of rock climb my way back onto the track.

Long story short I was 2.5 minutes back one stage into the race and

52

that’s a pretty difficult time to make back up.

"Conditions were hard, the track was difficult, and after taking a blow like that, I struggled to claw back time, so that race was definitely a low point of my season. A massive low point."

Not to be perturbed by one rough day, Ryan doubled down. "I had a couple of demons with wet racing because like…slippery wet roots, I wasn’t really enjoying it at that time. But then the next race in Haute-Savoie, Combloux in France was set to be exactly the same, if not worse. It was the wet, slippery conditions of Leogang all over again and I was having some battles to overcome.

"But I started the race in a top ten position and held back a couple of positions maybe into the mid-10's to 20’s and I was like 'alright I’ve gotta really pull it out here' and I got some encouraging messages from my team and my friend Luke [Meier-Smith] who had raced the previous day and done really really well [Luke was second behind Ritchie Rude] and basically just needed to focus on the moment and not worry about the past or think about the future and just ride my bike. I proceeded to bring back time every single stage, I got two stage wins on the day, a couple of top fives and managed to bring back a third place in round four."

That gave him enough points to regain the leader’s jersey, but the success was more than material. "Coming from the low point of Leogang and having the fears of wet races and just overcoming them thanks to the confidence of my team and my friends, it was really special to get on that podium in France."

Ryan took those good vibes across to the altitude of Valais, Switzerland. "After doing the practice day, I was very excited because the stages were super physical because obviously at high altitude [the minimum altitude for this race was 1500m], stages exceeding 10 min, lots of pump sections, pedals sections and really brutal power stages. I did my practice and was like, 'this is going to be a good race'. I was in the leader's jersey and I was feeling fit and strong.

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Similar to Finale I kept on riding my bike and having fun and I was putting time in places where I didn’t expect to be dominant.

"I was dropping into the last stage with a 30-second lead. It’s a special feeling dropping into the last stage, and you’re half a minute up from everyone in the leader's jersey."

From here, many athletes called a mid-season break before the final round at Loudenvielle, France and into E-Enduro World Champs at Val di Fassa, Italy. But with him extending his lead in the King of Crankworx overall at Innsbruck after the Leogang round, Ryan’s mid-season break instead focussed on the iconic Crankworx Whistler.

"At that point, I was a hundred and something points in the lead, and Whistler had seven races, so a potential 700 points up for grabs, so I was far from home and hosed. It was really nice to go to Canada because I’m half Canadian and I have family there. I was enjoying some maple syrup and diet soda."

With a 23rd in the Canadian Open DH, Ryan would have to pull out something special to retain the title of King.

The next race was the Garbanzo DH. "I made the controversial decision to race my enduro bike, and Ritchie followed suit, and we went 1-2 on the Garbo DH, a very famous track."

With a few more points in the bag, he felt pretty good going onto the Air DH, "I had won the only other Air DH race that year in Rotorua, winning the A-line Air DH…it's probably the most famous track in the world. I felt fit. I felt strong, and on practice laps with Richie I felt my speed was good. He was on the hot seat for like half an hour and then Jackson [Frew] dropped in, put him into second, then I dropped and put another 5 seconds into Jackson.

"That was a really really big win for me. Time-wise, on a 4-minute

track, I have no idea where I managed to find 5 seconds; that was crazy.

"At that point I had a pretty good hold on the King of Crankworx and it was into survival mode for the next few races. After the 'Speed and Style' I managed to lock up the King of Crankworx overall.

"It wasn’t even a goal of mine because I didn’t think it was even possible, but it all came to fruition this year. I had been watching my idol, Sam Blekinsopp win it…Tuhoto Ariki [has won it]…and now to be able to put my name on the top and win the King of Crankworx is super special."

It sounded exhausting, seven races that included course practice, qualifying and finals, and it could make it easy to limp to the end of the season, and Ryan confirms that, "Yeah, it's very easy! That’s the first time I had made it to that point in the season without getting sick. There was a lot of sickness going around. People were dropping like flies, and you could tell the season was getting on.

"In the previous years I had spent time in Canada and enjoyed my off-season there, but I decided this year to go back to Australia, catch up with my family and spend time with my girlfriend in Melbourne and had a couple of days to breathe, collect myself then go back to work on the Jared Graves training program. That means staying on top of the fitness, back on the road rides, a lot of sprint training and getting bike time. But getting a lot of bike time in the wet was also important; it was quite a wet season. So being able to ride your bike in the wet is really important and quite a hard thing to stay on top of in Australia, so I was riding my bike rain, hail and shine."

The final E-EDR round and World Championships was looming. "I went over to Loudenvielle a week ahead to acclimatise and get over

"BEING ABLE TO RIDE YOUR BIKE IN THE WET IS REALLY IMPORTANT AND QUITE A HARD THING TO STAY ON TOP OF IN AUSTRALIA"

54

jet lag. I have kind of had demons there in the past, I have had two shocking results there, and it was likely to tie up the overall there, of all places. The pressure was on and I was really stressed out.

"It was a two-horse race. It was myself and Canyon rider Manuel Borges. We were the only two that could win it, so I was basically marking him all day. Riding my own race, but also keeping in mind what he was getting up to. The conditions were treacherous, probably some of the worst conditions I have ever ridden a bike…it was giving me a hard race. I made my way through; I stayed upright, which I think was the most important thing. I made it to the middle of the day, equal or maybe slightly in front of Jose, which was really the goal for me, just to mark him.

"Going into the last few stages, I managed to keep the gap nice and close, and unfortunately, he had a mechanical in the final stage, so I got to do kind of a chill lap on the last stage and kind of soak it all in because barring tragedy I had basically secured the overall there and then. So I got to the finish, covered in mud, and secured the overall. It was a really special day. Yeti/Shimano has invested so much in this program and having started this year without having even won a race, let alone winning the overall.

"It doesn’t get any better than that. Yeti did what they do and dominated."

So with such a successful year, would Ryan be happy with his

fourth in Enduro World champs this year? "I knew I was in form and I had the ability to win a race', he says. "Last year my best race was in Val di Fassa. Unfortunately the conditions kind of had other plans. It snowed maybe a foot and a half, and the tracks were stripped back to the slipperiest, most unrideable conditions you could ever imagine.

Three days before the competition myself and Ritchie both came down with a vomit bug, so 24 hours of vomiting definitely didn’t help things.

"At that point going into the practice day still feeling really spewy and going into the race day not 100% it would have been too easy just to check out. And I was really forcing myself to not just think 'wow you’ve won the overall and you have nothing to prove so coast your way to the end of the season' but I wasn’t really capable of doing that I had to give it one last shot and give it everything I had.

"I managed to be in the top three on every single power stage and win one. And with that strong power stage result, then consolidating the final stage, I finished 4th in the world, one step off the podium. Considering how the week and day started and how the season ended, 4th place is actually a dream come true. Especially in conditions like that where I am typically not competitive. I am amazed and shocked and proud to do it in the Yeti colours and Australian jersey."

"It’s a team sport, it comes down to the support in my corner; me

55

"CONSIDERING HOW THE WEEK AND DAY STARTED AND HOW THE SEASON ENDED, 4TH PLACE AT WORLD CHAMPIONSHIPS IS A DREAM COME TRUE." winning the races is only the icing on the cake", Ryan says, describing his experience on the Yeti team. "It’s the preparation and execution.

Yeti is one of the most dominant teams to ever exist which means we have a huge amount of knowledge in the corner. It’s about existing with open ears and riding with them (Hannah, Graves and Rude), learning from them and picking up on little bits here and there it’s a wealth of knowledge that I need to capitalise on and there’s no reason why I shouldn’t be using every ounce of information to my advantage.

"A key to my success this year is attention to detail. That attention to detail has enhanced by Yeti, Mick and Ritchie because there’s so much ground and time to be gained by total dedication, and that’s kind of what Yeti is enabling...me to be a full-time athlete. I am a firm believer that enduro is a sport where riders get better with time, and the more years you compete under pressure and at high intensity, the better you get. The best riders in the sport are 30, not 20."

Ryan responds to critics saying that e-bike racing is ‘easy’.

56

"Because you’re on a motorised bike, like yeah you can say that it might be easy to do the same speed, but we are going further, higher and carrying a heavier machine. The numbers don’t lie!

"One of Jared’s days for me was 6hr moving time on two batteries, so over 4000m climbing, 13 laps of my local hill and 55 minutes of descending. I don’t think that would be very possible on a regular bike."

Ryan has undoubtedly had a breakout year in 2024. With so many different areas of talent, as well as changes occurring to the EDR World Cup, Ryan assures me his future is on the e-bike. "I plan on continuing racing for Yeti in the future. The exact details of my calendar are to be confirmed. But I am quite confident it’s going to be done in Turquoise."

In the meantime, it’s all about resetting after a huge 2024. Ryan plans on "spending some time at home, spending time with my girlfriend and dog and spending some time in the countryside, listening to the Australian songbirds."

P RO J E C T M OS H Y : FR O M GR AVEL GR IND ER T O X C W EAPON 58

WORDS BEN MORRISON, ANNA BECK

"What if we walked readers through a complete start to finish feature on getting an average bloke ready for a race? Someone who has to do 'real lif', not a hardcore athlete, you know? Choose the bike, tyres, all the changes we would do at Australian Mountain Bike, as well as fitness and nutrition to show people that riding in an event isn’t scary," Ben Morrison said one day on a quick phone call as I raced to parent-teacher interviews. I know a thing or two about putting riding aspirations aside for work and family, and I loved the idea of using the brains trust of the AMB’s expertise to follow someone on an adventure from weekend warrior to weapon.

"Who could we use?" was the big question I had to pose.

"I was thinking...maybe I could do it?" he responded.

For those who have tuned in for a while, Ben ‘Moshy’ Morrison will be no stranger, having graced the pages of the magazine for 11 years. He can often be seen looking 'steezy' in a bike review, but Ben is adamant he’s an average bloke, with real-life commitments just like you and I. It’s undoubtable that he has skills few of us possess, and once raced around the World Cup Downhill circuit as a junior.

A few injuries set him back – a broken neck and back – and he swapped the downhill bike for the motorbike and is now a secret roadie. Moshy actually represents a large cohort of the readership of AMB: he works a high-pressure job, loves doing a weekend renovation project and balances work, riding and family time with his wife and two fur kids.

While he is no stranger to popping a number plate on his bike, he hasn’t ever explored competing in a race like The Quad Crown and

PHOTOS NICK WAYGOOD, LUKA MANSON

admits when it comes to giving it gas on the undulating or climbing singletrack that the ‘fitness is so different’ and where he should be flourishing, he’s floundering due to a mismatch in the fitness and skills needed for a multi-day stage race.

In this series, we follow Moshy on his adventure to stage race enlightenment, and discuss his product picks, training plan, nutrition and race approach to get him to the start and across the finish line.

Because if Moshy can do it, you can too.

ABOUT THE QUAD CROWN BLACK PEARL QUAD CROWN BLACK PEARL Where: Newcastle, NSW, featuring Awaba and Glenrock trails Date: March 7–9, 2025 Nearest Airport: Newcastle! Or a little over an hour from Sydney Format: 3-day stage race with a prologue on Friday afternoon (optional) ~10km, and Saturday and Sunday’s stages being around 40km, with the primary focus being on sweet singletrack instead of long drags of road and gravel.

We chose the Black Pearl event as we know first hand the focus on fun that the Quad Crown crew is able to deliver. It’s the ultimate weekend away: ride bikes in the morning then chill out and have a few beers and food. It's even better if you travel with a crew.

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THE BIKE

SPECIALIZED S-WORKS EPIC 8 IN THE HOUSE: MOSHY’S FIRST LOOK AT THIS XC RACE WEAPON RRP $24000 Cross country racing is changing faster than any other kind of top tier mountain bike racing. The courses are becoming increasingly harder from a technical standpoint, requiring riders' skill to be at unprecedented levels. The S-Works Epic 8 features 120mm of travel with RockShox’s Flight Attendant and the top of the line everything as you would expect on a bike of this calibre.

The new Epic has undergone a big change…the Brain is gone! The Epic leans into ‘normal’ suspension with specific tunes, and we will dive a bit deeper into how Flight Attendant has changed our life in future updates.

Specialized say the Epic 8 is and will remain a cross-country bike designed for racing, and with their 8th generation Epic the focus is on improving downhill performance. Riders wanted a bike that was more capable on the descents but also gives them the chance to relax a little more as they descend and recover a little, conserving their energy to attack on the climbs. For most of us, this represents the sweet point: the ability to be feathery and climb without compromising the fun on the descent. Which is exactly the ride I am looking for at the Black Pearl.

According to Specialized, the new Epic 8 is said to absorb 12% more bumps while being 20% more efficient than the old Epic EVO. While Specialized did take weight savings into account, features like the modern progressive geometry, durability, and the integrated storage compartment in the down tube (the SWAT) took precedence. The SWAT isn’t anything new for Specialized and we’ve seen it on various other models, but heading to a multi-day stage race, it allows me to store my ‘just in case’ spares in the bike instead of my jersey pocket.

The S-Works frame is still made of 12M carbon, just like the old Epic S-Works. The layout is said to be almost identical across all frame sizes, but with different tube shapes, which have been adapted to the different weights of the different rider sizes. The yoke is now made of carbon and the shock mount on the top tube is made in a way that further reduces weight.

The rear brake hose is routed into the frame via the headset, using the same tube-in-tube system as the Epic World Cup. Time will tell whether this routing is for net benefit or punishment.

Looking at the numbers, the Epic 8 has become significantly longer and slightly slacker, with a head angle of 66.4° in the ‘high’ setting, which is in the light trail bike territory. With a longer reach of 450mm and a 60mm stem on my medium, it’s very progressive. Coming from 60

a more enduro and downhill background, this suits my riding style and will assist with the crossover to an event like the Black Pearl.

As on the previous iteration, a flip chip in the shock yoke allows you to adjust the angles by 0.5° and drop the bottom bracket by 5mm. The bike comes in the high setting which, at the time of writing, is what I have been spending most of the time in.

Compared to the new Epic 8 EVO, the front end is about 4.5cm lower, which ensures a much more efficient riding position despite being based on the same frame and 120mm suspension out back. The one-piece bar and stem combo have a negative 12° rise giving you an even more XC race-optimised setup as well.

After spending more and more time on the S-Works Epic 8, it’s obvious to see that this platform offers so much more than you expect when you swing a leg over it.

FIRST IMPRESSIONS On the descents the level of confidence has been outstanding. The trail-oriented geometry of the new Epic 8 is clearly noticeable in these situations. It’s impressively composed for a 120mm cross country bike; perhaps the biggest issue is you have the ability to ride yourself into a situation that a bigger travel bike with burly wheels and tyres may be more suited to: be careful with those expensive Roval carbon wheels!

The Rovals are top-notch, rolling on ceramic bearings with the lovely and reliable DT Swiss driver system. Keeping these high-end themes going, the Flight Attendant-equipped Rockshox Sid Ultimate and Sidluxe Ultimate is paired with a SRAM XX SL crank and power meter using a 34t chainring. SRAM XX adorns the rest of the drivetrain. SRAM Level Ultimate 4 piston brakes provide an exciting amount of stopping support for a cross country bike, and an S-Works Power saddle sits on a RockShock AXS dropper post.

As a complete bike, The S-Works Epic 8 is everything you would expect and hope from a bike carrying a price tag of $24k: Flight Attendant, power meter, electronic dropper post, tyre-wiz pressure sensors and only two cables! There are bikes that weigh less, but considering all the tech it weighs in at just over 10kg (for the tested medium), making climbing luxuriously feathery. The S-Works Epic 8 really lives up to the Epic name and continues the long-standing history of being the XC race bike to have.

In the leadup to the Black Pearl you will see regular updates on the S-Works Epic 8, our experience with Flight Attendant, and how I have made changes to the bike to optimise for stage racing (if it’s even possible, this thing is dialled). Will this halo bike be enough to hide my inexperience and fitness in the XC Marathon world? This could be the ultimate real-life test to see if the best bike makes the best rider.

INITIAL SWAPS While I'm fortunate enough to be loaned the Specialized Epic 8 to put through its paces from training to the race, there are a few key swaps to optimise the bike for comfort, speed and spares.

ROTORS/PAD SWAP I'm switching to Galfer Shark rotor and pads. This should shed a few grams and increase braking power. While I'd like to swap them both to 160mm for ease of spares during an event, the S-Works Epic 8 has a minimum front rotor size of 180mm, so we are testing these in a 160mm/180mm combination. fesports.com.au

SADDLE SWAP Saddles are one of the most personal choices in equipment on a bike, and the stock saddle is a Specialized Power in 143mm width. It is a really nice saddle, but I need a slightly wider one if I am going to be putting in the hours so I'm replacing this with a Specialized Roman Evo in a 155mm width. specialized.com.au

BAR AND STEM SWAP The bar and stem are an integrated Roval Control setup that’s really nice and easy to remove. The stem is 60mm long so I will try a two-piece set up with a longer stem (70-80mm) and normal bar as I am finding I feel like I am going over the front descending. That’s the disadvantage of a one piece, you have to be sure the stem length works for you!! The bars specced are 780mm wide, I normally use 750mm so will trim the bars for a more comfortable position.

SETUP I’m still working on pressures for suspension, currently on the base setting of 30% sag as directed but think I may move to 25% as I get more used to the bike and how Flight Attendant works, and it learns how I ride. Also, in the low setting i'm hitting pedals, so I will up pressure first and then raise bottom bracket if this still happens because I want the slacker geometry for the descending confidence.

My tyre pressures are feeling pretty set on 22psi rear and 20psi front but will review with Pirelli tyres based on side wall feel.

I’m still playing with bar height, this could change based on stem length, Roval Control combo has a -12 ° stem so this could play a part depending on the final bar and stem setup.

TYRE SWAP The bike has Specialized Fast Tracks front and rear but these are less

effective on the very hard packed trails I am usually training on. After talking with endurance legend Brendan Johnson, I'm trialling a set of Pirelli Scorpions in mid casing option, as I search for traction in the 'antigrip' of Canberra. This could change on race week depending on weather and conditions. www.pirelli.com

THE ACCESSORIES In order to train and race well, a few accessories are needed to optimise my time on the bike.

SUNGLASSES AND HELMET I am using the Smith Trace MIPS helmet using Koroyd (the stuff that looks like honeycomb), which fully surrounds the helmet providing extra protection and works with the internal air channels and open intake and exhaust ports to produce maximum ventilation. The Trace uses what Smith calls AirEvac, a system that relieves hot air that builds up on your eyewear to prevent fogging. So far, I haven’t had an issue with this so I have to say it works. I haven’t gotten hot either, so the added safety of Koroyd comes without the penalty of less ventilation.

Smith have supplied us with two different styles of their cycling based glasses. Both use their ChromaPop colour enhancement technology and come with a spare clear lens!

The Smith Vert Pivlock feel like you have nothing on, they are so nice and light with no frame as the arms connect directly to the lens itself. The set I have uses a violet mirror lens which is great in areas of medium to bright exposure, perfect for most trails surrounded by native trees and but not full-coverage like in a pine forest.

I'm also using the Smith Wildcat, featuring the biggest lens options in the Smith range with a semi-frame design that does away with the bridge obscuring the lens in between your eyes. They also use the same materials in the frames as found in Smith goggles, so they are nice and flexible to add to the comfort factor. The lens in these is a low-light, high-contrast copper base: perfect for heavy tree cover or overcast days and even in the dark for early morning rides as the sun pops up. The Hydrophobic lens coating is also really cool and makes sure moisture doesn’t build up on the lens. It also and allows dust to be easily blown off, making cleaning them very easy. smithopticsaustralia.com

THE WATTS AND FUEL: TRAINING TO MAKE IT To complete an event it’s wise to undertake some training to either perform at your best, or to survive! Moshy is working with coach Stephen Blackburn at SecretTraining.com who gives us the low-down 61

on getting Moshy from downhill weapon to cross country climbing goat.

Knowing what you’re working with is key, "Moshy can be quite motivated and has a competitive mindset," Stephen explains. "When he turns up for an event he is there to race, which means he likes to turn up ready to race well! He's got quite high absolute power, and his power to aero ratio is quite good. His biggest weakness would be sustained power at threshold. In addition he has great bike handling skills from his previous history."

Understanding your strengths is only part of the process though, a deep understanding of the demands of the event and how your physiology works or hinders you is key. "He's going to be competitive on any climbs up to 4-5 min that are not too steep (~10%), and he's going to be competitive on the technical stuff like single track and downhill," Stephen says.

"The challenges will be any sustained climbing, especially firetrail and/or steep terrain, and maybe the prelude, depending on the course, if it's highly variable and he can get opportunities to recover then it will suit him better."

"As he works he needs to fit his training around everything else, although he can commit extra time at the weekend when needed. He can ride Tuesday, Wednesday and Friday mornings (1.5hrs) and a longer ride on the weekend.

"The plan at the moment would be to look at opportunities through the December and January period to top up his endurance with additional long rides on road/gravel/mountain bike, then become more specific through January and February with local cross country racing, including dirt crits, and time on mountain bike. We will get specific depending on how he feels on the mountain bike, and what he finds challenging either in any local cross country events, or when riding with other XC riders."

For the everyday rider, key takeaways here are: • Understand your strengths and weaknesses: how do these fit with the demands of the event?

• Focus on increasing volume and endurance a few months out, to do this rides need to be easy and sustainable ie, build your longest ride from 90min to 3hrs over the course of 6 weeks, increasing by 15min/week • Spend time on your race bike, both for endurance and more intense rides • Use harder, more specific rides to fine tune nutrition and hydration

NUTRITION: FUEL TO WIN Ben has been using Pure Sports Nutrition on his rides, and they offered some sage words to assist with his fuelling heading into the event. "It's important to know your hourly fuel requirements, which can be up to 120 grams of carbs per hour depending on demands, and just as vital to practice taking these quantities on board" they say. "To practice your race day nutrition plan mimic race day conditions, ie time of day, temperatures and intensity, to ensure there are no surprises on race day".

"Start small and build up tolerance to fluid and fuel until you're able to confidently meet your hourly goals. Lastly, if you intend to use aid stations make sure you are familiar with the product on offer and know it works for you." puresportsnutrition.com

Month

December

January

February

March

Key focus

• Maintaining endurance • Cross country specific skills • Time on Specialized Epic • Address specific weakness: time at threshold power

• Incorporate intensity on the mountain bike (races, efforts specific to event) • Maintain endurance • Implement race-specific sessions (ie two ‘hard days’ with recovery focus)

• Maintain intensity but reduce volume to allow full recovery from higher intensity efforts • Incorporate shorter ‘very hard’ efforts on mountain bike • Finalise race plan (ie: nutrition, pacing etc)

• Taper period: reducing volume while maintaining some intensity • Pre-race nutrition

Load/week

10-13hrs

10hrs

8-10hrs

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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.

AN ODE TO THE CENTENNO C I R C U M N AV I G AT ING A U ST R A LIA’S B IGGEST C O U N T R Y T OW N O N T HE C ENT ENA R Y T R A IL WORDS ANNIE ARNOTT

PHOTOS NICK WAYGOOD

How many cities in the world can you circumnavigate? I don’t know of any other than our very own Canberra, circumnavigable by the Centenary Trail. Commissioned by the Australian Capital Territory government to celebrate the centenary of the capital back in 2013, the ‘Centenno’ was designed for both walkers and cyclists. Meandering around the bush capital for 145 kilometres, with stunning vantage points to view the city and its surrounds the Centenno features natural, Indigenous and recent history.

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ABOUT THE TRAIL The trail is broken down into seven sections and each section is about 20km. Trail users can tackle the Centenno one section at a time but for dedicated cyclists, the entire trail is definitely doable in a single day with the right attitude. Given Canberra’s melding of bushland and suburbia, there are cafes, shops and licensed establishments along the way for replenishment to keep the wheels spinning.

The trail varies from fire trail and single track to asphalt bike path. Some parts are decidedly more urban than others, thanks to the bike path that winds through centres like Tuggeranong and Belconnen. Other parts feel spectacularly far from civilisation.

Nearly 10km of the Stromlo Forest Park to Tuggeranong Town Centre section is nestled along the Murrumbidgee River with the Bullen Range on the other side and no city or suburban vistas to suggest you’re in the nation’s capital.

The compact nature of Canberra means the trail is accessible from almost anywhere in the city within 10 or 15 minutes.

Staying in Civic? Head to the War Memorial and jump on the track there to get up to Mount Ainslie and Mount Majura. In Forrest or Barton? Red Hill Nature Reserve is right there. Live northside? Get thee to One Tree Hill or Black Mountain for your

nature fix. A southsider? Any number of access points will get you to Kambah Pool, Pine Island or Isaacs Ridge Nature Reserve.

History buffs are well-catered for, with pre-capital surveyor’s marks, an old stone fence, Indigenous history and the various historic sites in the Parliament House area. Nature nerds can go ga-ga at flora and fauna, from epic old trees to falcon nesting areas, Red Rock Gorge, gang-gang cockatoos and echidna love trains.

Alternatively, you can just huff and puff your way up and back or around whichever section of trail you choose. I’ve ridden it on an enduro bike (Hall to Forde and part of the Black Mountain to Stromlo section at the Arboretum, which I would have liked to have ridden on my gravel bike) and on a gravel bike (Kambah Pool to Tuggeranong Centre, when I wished I was on my enduro bike). That said, the bike you have is the best bike to ride!

Given the length of the trail, of course, there will be parts that highlight the shortcomings of whatever steed you’re on.

Depending on the section, your peccadilloes and your bike of choice, one direction might be more enjoyable than the other. My humble opinion is a short to mid-travel bike, with remote lockout, would be the best to tackle any part of the trail - or indeed the whole thing.

NATURE NERDS CAN GO GAGA AT THE RANGE OF FLORA AND FAUNA, FROM EPIC OLD TREES TO PEREGRINE FALCON NESTING AREAS, RED ROCK GORGE, GANG-GANG COCKATOOS AND ECHIDNA LOVE TRAINS.

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HOW TO FIND IT Given the trail goes all around the city, there’s no set start point. If you see the Centenary Trail sign, you’re on it. There’s also no set direction, so you can jump on and head whichever way the wind takes you. The trail is two-way and is open to both walkers and cyclists, so a bit of trail etiquette is important.

While Google Maps and the Centenary Trail website aren’t much help, some of the reserves the trail goes through have maps in situ and online that show the Centenery Trail and other trails within.

Trailforks is always there to fill any void in navigation.

Where the trail becomes more suburban, it can feel a bit as though you’ve lost your way. But all roads lead back to the Centenno, assuming you continue heading in the direction of the trail. In my experience, a sign eventually appears, so keep your eyes peeled for those.

Before you set out, be aware that while the trail weaves in and out of the suburbs, access to water and other amenities can be minimal at times. Some sections are exposed and remote, with no vehicle access. Expect to encounter wildlife from kangaroos to snakes, and be prepared for all bike and weather-related eventualities. Read on for some popular routes to explore on the Centenno.

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Parliament House to Watson ~17km This section goes from Parliament House to the War Memorial and through the Mt Ainslie and Mt Majura nature reserves. Mt Majura gets a mention here – it is home to some of the nastiest climbing and loamiest descents in Canberra. Maintained by the volunteer-run Majura Pines Trail Alliance, these are some of Canberra’s oldest mountain bike trails. If you’re riding that section of the Centenno, you must take a detour to sample Mt Majura mountain bike trails.

Watson to Northern Border Campsite ~18km This full section of trail, as intended by the trail’s designers, goes past the Hughie Edwards VC rest area before getting into nature reserves Goorooyaroo and Mulligans Flat, then out to the Northern Border Campsite.

Mulligans Flat Wildlife Sanctuary is home to endangered wildlife, including two different types of quoll as well as echidnas, shingleback lizards and other small precious marsupials. Open to the public but protected by gates and large fences, the sanctuary contains walking, running and cycling trails which offer the opportunity to see some special critters. If visiting in late winter/early spring, keep your eyes peeled for echidna love trains! And if making the trail at twilight or later, keep watch for nocturnal quolls and bettongs. Mulligans Flat is well signposted throughout and is well worth checking out as an

additional nature-fix or family-friendly detour from the Centenno.

The Northern Border Campsite is available for bookings with a permit required for commercial groups. Trail users can use this basic campsite for a well-earned night’s rest on their way around the trail or stop in for a rest and snack at the sheltered picnic tables and to use the (basic) amenities before continuing along the trail.

Hall to Forde (or Forde to Hall) via One Tree Hill ~20km This route takes in parts of the Watson to Northern Border Campsite and Northern Border Campsite to Hall sections. Hall is a small town to the northwest of Canberra with a rather rural farming feel and plenty of cafes, bars and eateries to start or finish your ride. At the other end, Forde is a new-ish suburb with small local eateries and one of the entry points into Mulligans Flat.

This route is popular with trail runners and hikers – when I rode it on a blustery August Saturday there were trail runners, XC whippets and e-bike riders whizzing along the trail, but it also lends itself to a leisurely pace. The trail meanders past farmland and through delightful stands of native trees. In one spot, there is a tree that

grows from both sides of the track, which is pretty special (and a great spot for a photo and a snack). One Tree Hill offers spectacular views to the south over Canberra, with Black Mountain Tower and other landmarks popping up out of the bush.

The trail is mostly mellow with some mild gradients. There are a few spots with fun corners that are over too soon, and just after the Northern Border Campsite, the trail climbs up to One Tree Hill with steep, tight hairpin switchbacks into something of an upward grind – unless you’re travelling the other way, in which case it’s a gentle descent into some fast corners to the campsite.

Black Mountain to Stromlo Forest Park ~20km Between Black Mountain and Stromlo Forest Park is the National Arboretum, made up of ‘living collections’ of trees. From the north, the Centenno joins the arboretum at the Cork Forest. To the south, it joins onto Fire Road after meandering through young gums. The trail goes through a stand of 100-year-old Himalayan cedars, which are very cool (even if you’re not a card-carrying member of the I Love Trees club).

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There are trails running all through the arboretum, so you can choose your own adventure, and if you need replenishment, want to see kite-flying or the bonsai display, detour over to the main pavilion.

I personally recommend riding the western side of the arboretum in the late afternoon as it makes for epic golden hour light in the trees, ranging from Christmas tree-esque pines to eerie snow gums and a cool stand of older pines. It also has some fun singletrack turns to roost (or sensibly pedal through). The eastern side during autumn is also special thanks to the deciduous trees there, and if riding this side on an early morning during the colder months, expect to see hot air balloons over the lake. Iconic.

To the south, the Centenno goes through Molonglo Pines on Fire Road, then onto a bike path past the new-ish suburb of Coombs into Stromlo Forest Park. A detour via single track, fire trail or shuttle to the top for some tech or flow would round out your cycling adventure. At the base of Mt Stromlo is the licensed Handlebar which offers local tipples on tap as well as freshly made burgers, toasties and the best chippies in the city. Check their Instagram for current opening hours.

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Kambah Pool to Pine Island ~9.5km This is part of the Stromlo Forest Park to Tuggeranong Town Centre section and one of the most iconic parts of the Centenno. There is neither a pool nor an island in either location. Both are popular spots along the Murrumbidgee River for swimming and picnicking, with parking, public amenities and barbecues. The Centenary Trail joins them with just shy of 10km of mostly single track, which has some fun, flowy corners (south to north) and some spots where riders can really grind their way up the trail (north to south).

The Red Rocks Gorge lookout offers a spectacular spot for a break with views of the Red Rocks and Murrumbidgee River. The Gorge is one of only seven breeding locations for Peregrine falcons within the ACT, so keep your eyes peeled for some big birds!

Further south, closer to Pine Island, there is a remnant of an old stone fence from pre-capital pastoral days. Not quite Hadrian’s wall, it is still one of the historic gems along the trail.

The trail gets a bit sandy towards Pine Island, but some fun corners are waiting for users to climb up out of the river flat and into the reserve at Pine Island.

A word of warning: there is a designated clothes-optional swimming spot north of Kambah Pool. The trail doesn’t go past there, but just in case you want to explore that bend of the Murrumbidgee, you might find stripping out of sweaty cycling gear is a much more … chill proposition there.

Tuggeranong Town Centre to Parliament House ~26km This section starts in the Tuggeranong town centre on cycle paths before hitting the fire trail through Wanniassa Hills to Mt Mugga through Isaacs Ridge Reserve. Isaacs Ridge Reserve is an area of pine forest backing onto the somewhat ritzy suburbs of Isaacs and Farrer. Within the reserve is the Spur, a green-rated two-way single track, and some old-school downhill trails (North downhill and South downhill corridors). Keep your eyes and ears open for riders coming down the hill toward the Centenary Trail! Dog walkers, trail runners and horse riders frequent this reserve.

From Isaacs Ridge, the trail goes past the suburb of O’Malley (the

home of huge diplomatic residences and architectural homes) via Mt Mugga, then into Griffith via Red Hill reserve. Within the reserve, cycling is only permitted on the Centenary Trail, but the top of Red Hill offers stunning views back to the south over the Bullen Range and to the north over the inner south to Mt Majura. The reserve is a breeding habitat for the Gang-gang cockatoo and other vulnerable species of flora and fauna, so it is well worth another visit in sneakers. From Red Hill, the trail gets more urban and offers the opportunity to stop in at one of the many eateries and watering holes in Manuka before getting to the Parliament House precinct.

THE FINAL WORD Your humble correspondent is not a seasoned Centenno rider, so this round-up is by no means exhaustive. Hopefully, no matter what flavour of bike you prefer, you are inspired to get out there and explore it for yourself! Keep an eye out for Centenno signs, be a good human on the trail, be prepared and have fun.

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GROUP TEST

HARD-HITTING TRAIL BIKES UNDER $4600 WORDS ANNA BECK, BAM DA SILVA, MAX HOBSON

PHOTOS MIKE BLEWITT

WHO SAID YOU CAN’T HAVE FUN ON A BUDGET? WE TAKE 7 LOW-COST TRAIL BIKES AND PUT THEM TO THE TEST. It’s no surprise that the cost of living increase has led many of us to tighten our wallets. But this shouldn’t mean you can’t enjoy mountain biking and enjoy the fairytale feeling of new bike day. At AMB we are spoiled; all our contributors live and breathe bikes, so of course, the ones we have in our sheds at home tend to be fancy.

That makes the results of this group test even more surprising; we all had a hoot riding these lower-cost trail bikes. Selecting a price point that is often the next step up from a starter hardtail; we carefully curated a solid range of bikes around the 140mm travel mark. This represents a a bike that's capable of uphill, downhill and everything in between.

KEY FEATURES WE LOOK FOR IN OUR LOW-COST TRAIL BIKES • • • • • •

Boost (148mm) through axle frame Long dropper post as stock Wide range 1x groupset Adjustable suspension fork and shock Wide bars Wide, tubeless-ready wheels and tyres with aggressive tread • Serviceable parts • Capable 4-piston brakes

GEOMETRY Geometry is one of the key qualities determining if a bike feels sluggish or 71

MEET THE TEST CREW

BAM DA SILVA Height: 174cm Weight: 80kg Experience: Likes to point bikes downhill.

Tolerates riding back up.

Usually Rides: Pyga Hyrax LT, Norco Revolver.

Best ride snack: Skratch chews.

Special move: Not knowing my limits and crashing spectacularly. spritely when climbing, and descends through chunder like a gazelle or a plough. The balance between having efficient climbing geometry and capability on the descent is one of the most important factors in enjoyment on the bike.

A headtube angle that’s too steep may climb a little more efficiently, especially on technical terrain, but may come at the cost of stability and confidence on the descent.

A wheelbase that’s too long may feel stable and planted at the cost of manoeuvrability both uphill and downhill. All bikes we have on test have been delivered in size medium (bar one), and all feature 29” wheels, though several models have the capacity for a 27.5” wheel or are specced as 27.5” models in smaller sizes.

We reference a few key measurements through the testing: reach, stack, headtube angle, seat tube angle, wheelbase and chainstay length. Stack and reach measure the length and height of the bike using the bottom bracket as a starting point: stack measures up to the centre of the top tube while reach measures to the same point horizontally. Long reach and short stack equals a long, stretched, aggressive position, whereas a short reach and high stack height would generate a much more upright ride.

Headtube angle is the – wait for it – angle of the headtube. This is important because, together with fork offset and fork travel, it will determine where the front wheel sits in relationship to the main triangle.

Steeper headtube angles will often feel more compact and climb well but can struggle to feel stable on descents.

The seat tube angle is the angle of the seat tube from the horizontal plane; a steeper seat tube will position the rider in a more centred position on the bike, while a slacker seat tube will position the rider further back. This becomes more important in larger sizing, where the post is more 72

extended from the frame and where a slacker seat tube can feel like you’re riding the bike from behind.

The wheelbase measures the distance between the two contact patches of the tyres, and the chainstay measures the length of the chainstay extending from the bottom bracket to the rear axle. Both of these measurements impact bike handling, especially in tighter trails.

THE REVIEW DISCUSSION CONTACT POINTS Butts, hands and feet and dirt. Contact points are what keep you connected to the bike and are the key to ride quality. While this is an important part of the ride experience, it’s also important to keep in mind that contact points are perhaps the easiest swaps to make on a bike to ensure a good fit and maximise ride quality.

THE GEAR Suspension, drivetrain, brakes, dropper post…these are key components on a bike that can make or break your rider experience. Even if you have the most balanced, dialled frame in the world, a dodgy dropper is going to sour your ride experience. Well-balanced suspension set-up and quality brakes can go unnoticed, but aer integral to confidence on the trail.

At the price point we chosen, we aren’t expecting world-class components, but we do expect that they will work reliably and allow a positive time on the bike.

RIDE VIBES This is what it all comes down to: the alchemy between bike frame, components, suspension and the rider. It’s the synergy between frame geometry, suspension choices, suspension activation and linkage kinematics, and the drivetrain. Ride vibes are important, and they’re personal.

MAX HOBSON Height: 178cm Weight: 64kg Experience: National level cross country and cyclocross, trail riding and bikepacking for fun.

Usually Rides: More than the rest of the contributors put together.

Best ride snack: Coke and croissants.

Special move: Cyclocross dismounts, looking good in lycra.

ANNA BECK Height: 168cm Weight: 64kg Experience: All disciplines, all the time (except cyclocross). Always buzzed on a new trail.

Usually Rides: Santa Cruz Blur, Yeti SB140.

Best ride snack: Apricot coconut squares.

Special move: Bar turns, lame whips, making noise.

Special Thanks to Clancy Menzies for adding steeze to the trail bike photography.

GIANT STANCE 29 - $2999 EFFICIENT AND RELIABLE TESTER: ANNA

The Giant Stance represents a great value bike for those dipping their toes into mountain biking. At $2999, it represents one of the less expensive options on the test, but despite this, it is still able to pack a punch where it counts.

The Giant stance features 125mm travel, paired up with a 140mm fork, and is described as a ‘versatile all-rounder’ by Giant. While it varies in geometry incrementally from the well-loved Giant Trance, it’s easy to see that the Stance represents its little brother in the range.

GEOMETRY The Stance features a moderate 65.5-degree headtube angle, with a 76.5-degree seat tube angle, on par with most others on the test. A fixed chainstay length of 440mm across the size range and a short to moderate reach of 445mm is paired up with a 623mm stack in size medium. On paper, I expect this bike to position the rider pretty centred but perhaps a little less stretched out than others on test.

After throwing a leg over, my suspicions were confirmed; while you’re quite central, the high position combined with narrower bars made me feel a little bit more on top of the bike compared to the ‘in the bike’ feel of some others on test.

CONTACT POINTS Giant has opted to use primarily in-house components in order to keep the price down on the Stance, with the bars, stem, dropper and grips an all-Giant affair. Giant have thought about the end-user experience with the Stance, speccing size-specific stems and

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seatposts. The medium on test features a 170mm dropper, small features a 140mm, and large and extra large are 200mm. This is a big thing for longer riders! Stem length is 40mm for the two smaller sizes and 50mm for the two larger sizes.

For that extra bite, the Stance is tread with a Maxxis Minion DHF up front and Dissector on the rear, ready to be set up tubeless.

THE GEAR The Stance rolls Giant branded wheels and hubs – boost, of course – and its own Giant STL 34 RCL 140mm fork paired up with a Suntour Raidon R 125mm shock. When setting the suspension up, I did notice that its range of adjustment was wide, meaning a click of rebound would quickly find you from 'perfect' to 'wallow' in one direction and far too fast with one click the other way. As such, getting this set up at the shop by the experts will help you get the most out of the Stance on the trail.

The Shimano Cues drivetrain represents great value, with a 1x10 speed 10-48T cassette married up with a Cues crankset with a 30T chainring. While the action isn’t as firm as Shimano’s Deore range and above, it was a reliable workhorse. The Maxxis tubeless-ready tyres are a huge win and add some predictability to the Stance’s prances.

Despite being one of the lowest-cost bikes on test, the Stance still features Shimano 4-piston brakes, with 180mm rotors for plenty of stopping power. Overall, the drivetrain is good for the price point.

However, the Giant fork is not a serviceable part, which is something to note if this is a long-term purchase. For casual use, it should do the trick.

RIDE VIBES The Stance, to me, felt like the closest bike to a cross country rig. Sure, it has 125mm travel, but so did the Commencal and they were distinctly unique bikes to ride.

While I was on the lower end of the suggested size for the medium, the reach didn’t feel at all excessive, and the Stance’s 40mm stem and 760mm bar combo helped position me in a comfortable upright position.

While the Suntour shock didn’t feature compression adjustment, the Flexpoint suspension system did allow for a reasonably stable climbing experience aided by the Giant STL 34 forks' on-the-fly compression adjustment knob.

On the descent, despite featuring similar numbers to the Commencal Tempo and Marin Rift, the Stance felt less at home. While it was nimble and sparked with rider

input, it lacked the confidence and plantedness of other bikes on test. If you’re looking for a bike as a gateway to enduro racing, you may be better served by some of the other trail bike options on test.

OUR TAKE For the casual mountain biker looking for something to hit their local trail network, ride with the kids and challenge themselves on some singletrack, the Giant Stance is a great option. If you are looking at a trail bike for your sendy grom to hit up some big features, I would look at something like the Marin. As a bike for weekend rides, family adventures and exploring your local trail network, you can’t beat the value and the efficiency of the Giant Stance.

SPECS Frame ALUXX-grade aluminum, 125mm FlexPoint suspension Drivetrain Shimano Cues 1x10, 30T and 11-48 cassette Brakes Shimano BR-MT420 4-piston, 180mm rotors Wheels Giant TRA hookless Tubeless ready Alloy 29", 30mm inner width with Giant Boost hubs Tyres Maxxis Minion DHF 29x2.5 WT, EXO, TR Maxxis Dissector 29x2.4 WT, Dual, EXO, TR Suspension Giant STL 34 RCL 140mm, Suntour Raidon R shock Contact Points Giant Contact Switch AT dropper, Giant Contact Trail 35mm bar, Giant Sole-O grips, Giant Contact SL 40mm stem and Giant Romero saddle Sizes available S, M, L, XL Weight 15.4kg 75

MARIN RIFT ZONE 2 - $2999 THE SENDER’S TRAIL BIKE TESTER: BAM

‘Built For Fun’ has been Marin’s mantra since their beginning in 1986. Based on the West Coast of the United States, Marin was part of the birth of mountain biking as we know it, and it's been a relevant player in the industry ever since. It seems only fair that we have the brand featured in this test with the bike that they call the ‘do-it-all’ trail bike - the Marin Rift Zone 2 in 29”.

The Rift Zone has 130mm of travel out the back and 140mm out front, common numbers in the category and you could argue the perfect numbers for this space. Sold in Australia via the BikesOnline website, Marin delivers incredible value for money.

GEOMETRY The medium size tested features a reach of 460mm, seat tube angle of 77 degrees and chainstays that are incredibly short, 430mm; Marin does indeed build bikes for fun!

The headtube angle sits at a standard 65.5 degrees, which makes the bike easy to manage when the terrain is not super steep. Due to the taller headtube of 115mm and considerable rise on the stock bars, you feel very like you are in the bike when riding instead of on top of the bike like some of the other bikes on the test. The tall front end and short chainstays can, however, lead to some less fun consequences…but more on that later.

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CONTACT POINTS I would have put the Marin Rift Zone 2 in a much higher price point bracket when considering contact points alone. The quality and feel of the grips are phenomenal, and the saddle follows suit. These points really help a new rider to feel comfortable from the second they get on their new bike, and is yet another reason why the Rift Zone has become such a popular model.

The handlebars are also Marin’s own. At 780mm wide with a 28mm rise, they're connected to a super short and skinny 35mm stem that has plenty of room to be moved up or down as the steerer tube has been left fairly long on this size medium.

For the dropper post, the X-Fusion Manic is specced in different lengths depending on frame size and with the medium, we’re offered a 170mm drop which is the minimum expectation these days. The only eyebrow raise I’d give to this arrangement is the plastic dropper lever that is only one rogue knee away from replacement.

Fully tubeless ready, the bike features some good soft compound tyres, the Vee Snap 2.35”, which provide plenty of support and roll with enough speed.

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THE GEAR At this price point, of course compromises are made.

Marin makes smart choices by coupling entry-level consumables with mid-level components where it matters; Mazocchi Z2 forks up front with 140mm and Rockshox Deluxe Select RT Shock on the back.

The drivetrain is mostly Shimano, with the reliable Deore 12-speed shifter and derailleur working well enough paired with the Sunrace long-range cassette and KMC chain - two parts that would likely be on the list for upgrade once they wear out.

The brakes are Tektro 4-piston Gemini SL with 180mm rotors for plenty of stop (also featured on the Merida).

The wheels are a combination of Marin’s own 29mm internal width rims laced to Shimano TC500 hubs.

RIDE VIBES I didn’t think the expression ‘downhiller’s trail bike’ was completely out of place when I first got my leg over the Marin and took it riding. Heading uphill, the ride position is quite comfortable, both from a geometry perspective and due to a great choice of contact points (and the 170mm cranks).

My weight felt centred on the bike, the bars feel nice and high and although the rear is super short, the steep seat tube prevents you from being over the rear wheel. The suspension isn’t overly active on the ups once I dialled the pressure on the rear shock. However, I did reach for the compression lever on long and steep fire roads.

Once pointing downhill, the Marin Rift Zone 2 was very

capable. The tyres offered tonnes of grip, and I felt I could push hard and let loose – way more than I expected! The high front end delivers a lot of confidence when the track gets steep, and the short rear end really promotes an active and playful stance on the bike.

Manuals are easy to execute and you’re always looking for the shortest route around the corner so you can square off that berm. The rear suspension feels like it tracks over bumps really well, although it also felt like it struggled to deal with large hits with as much composure as I’d like, likely due to lack of support in the shock. At 130mm travel though you can’t expect full enduro performance.

The geometry of the Marin, however, does cause the front wheel to wander mid-corner a bit, a result of the short chainstays and tall stack. Some adjustments to the height of the bars and some active focus on weighing the front wheel will reduce this.

OUR TAKE The Marin Rift Zone 2 is a modern trail bike to its core - it embodies everything the market wants to deliver to the consumer looking for a reliable, comfortable and extremely fun bike to ride. The specced parts on the Zone 2 are in line with the price, most of them great choices that add to the experience and make this bike one of the best choices in our group test. Anyone looking for a capable bike to do everything well should put the Marin Rift Zone 2 on their shortlist.

SPECS Frame Series 3 6061 Aluminium, 130mm Travel, MultiTrac suspension platform, 148x12mm Boost thru-axle Drivetrain Shimano Deore, 12-Speed with FSA Comet cranks 32T chainring and Sunrace 11-51T cassette Brakes Tektro HD-M535 hydraulic disc, 180mm rotor Wheels Marin, double wall alloy with Shimano hubs Tyres Vee Tire Co. Snap WCE 2.35", tubeless compatible Suspension Marzocchi Bomber Z2 140mm travel, RockShox Deluxe Select RT Contact Points Marin Mini-Riser 780mm handlebar, Marin 3D forged alloy 35mm stem, Marin Speed Concept saddle and Marin Grizzly Lock-on grips Sizes available S, M, L, XL Weight 15.4kg

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MERIDA ONE-FORTY 400 - $3299 W H AT A T R A I L B I K E S H O U L D B E TESTER: BAM

If you’ve been around bikes, you’ve most likely heard of Merida. They have nailed some really important bikes in the past, particularly the first generation eOne-Sixty e-bike that very much became the reference in e-MTB for years. On the analogue side, though, Merida has never fully impressed me, that is, until the current range was announced. The Merida One-Forty 400 here on test is the cheapest model in their range, which extends all the way to 5-digit premium carbon models.

The Merida One-Forty, in both carbon or alloy, features the same frame as its big sister – the One Sixty – with only a change in the shock stroke distinguishing both models. This means the One-Forty frame is strong enough to pass category 4 testing for an enduro level of punishment. This does mean the Merida One-Forty 400 is one the heaviest bikes on test. However, this does not translate to the bike being slow.

GEOMETRY Across all sizes, the seat tube length and stack height on the One-Forty are kept to a minimum to ensure riders can choose a frame based on their reach preference - allowing you to upsize for a stable riding experience or downsize for a more agile platform.

Some numbers are touching on the extreme with a seat angle of 80 degrees, a welcomed number considering the long reach across all sizes (480mm in mid size); some others are much more in line with the market with a 65 degree head and chainstays that are 437.5mm across all sizes - taller riders would have liked to see size specific chain-stays but for the mid size (aka: medium) the bike felt well balanced.

The One Forty is also mullet compatible, with a smart design that allows changing of wheel size without affecting geometry except for the

chainstay length, which will come down to 434mm.

Overall, the geometry on the One-Forty felt dialled, and the extreme numbers did not transfer to a bad experience on the trail, quite the opposite - the bike rode with a natural stance and felt comfortable both up and down the hill.

CONTACT POINTS Merida has developed a wide range of components and accessories over the years under their own brand, and the majority of the One-Forty 400’s are in-house products. The 780mm handlebars are specced across the range, although the rise changes from 18mm for the smaller sizes and 35mm for medium and above, paired with a 40mm zero-rise stem.

The saddle is comfortable and supportive, however the grips leave much to be desired in comfort and ergonomics. These are popular on Merida bikes and commonly seen on their urban bikes, but not something I’d expect to see on a trail bike. A good place for a first upgrade!

Speaking of upgrades, most would want to upgrade the stock Kenda Regolith pretty quickly. They feature a wire casing, which makes the One-Forty not tubeless ready – a miss in today’s market, but something's gotta give to hit a desirable price point, and it makes sense to sacrifice what is essentially a consumable component.

Lastly, the dropper post is functional and features reasonable amounts of drop for all different sizes, ranging from 150mm for the smaller sizes all the way to a whopping 230mm drop for the bigger sizes. As mentioned before, this is possible due to a very low seat tube and a straight tube that allows for impressive amounts of insertion.

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SPECS Frame One-Forty Lite 3, aluminium, 142mm travel, 148x12mm axle standard Drivetrain Shimano Cues 11spd with 32T on Merida Expert TR2 crank and 11-50T cassette

THE GEAR You can’t hit competitive price points like the $3299 on the One-Forty without making some compromises. However, the choice of the Shimano Cues 11-speed drivetrain instead of the more popular 12-speed drivetrains present on most bikes is a smart decision. Cues is designed to be strong, easy to maintain and reliable, which was exactly what we experienced in this test, with the wide 10-50T cassette offering more than enough range.

The suspension is handled by Marzocchi with a 150mm Z2 up front and a 143mm Bomber Air in the rear. They both work extremely well, even though the shock doesn’t have a compression lever. Some riders might prefer to have the option of firming up the rear suspension; however, I didn’t think about it at any point.

Brakes are Tektro’s Gemini SL 4-piston system, which bites onto two big 203mm rotors front and back – more than enough braking power for this bike even with its 17kg of mass coming down the hill at speed. Wheels are once again a home system by Merida, with a set of 28mm internal width rims laced to proven Shimano TC500 hubs.

The frame has a high level of detail and quality not often seen at this price point. From the rubber protector that covers almost the entirety of the downtube, the fully wrapped chainstay, and the added spare tube carrier to the rear mudguard that protects the linkage, and ICSG tabs, this frame package stands out.

RIDE VIBES The riding vibes on the One-Forty were definitely high!

Although it’s far from a light bike, and there’s no way around that, you can comfortably get it to the top of the hill without much fuss, even without a compression switch.

The FAST kinematic suspension is incredibly stable and

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delivers enough anti-squad that the shock is barely moving under load and you can feel yourself being propelled to the top of the hill with ease.

Unlike me (#dadlife), the Merida One-Forty 400 hides its weight very well, making you feel like you’re pedalling a much lighter bike. I’ll put that down to the steep seat tube at 80 degrees, which just puts you in a very strong pedalling position.

Pointing the Merida downhill was a hoot, not because it was a bike that likes to jib and pop off everything but because it just wants to go fast: any pumping action is rewarded with forward momentum, making you approach the next jump or corner faster than perhaps you were expecting. Good thing Merida specced the bike with 203mm rotors front and back, which were very welcomed several times.

Due to its long reach and long(ish) chainstays, the wheelbase is long, particularly for a trail bike. What it may have lost in agility (also due to its weight), it has gained in stability, rolling over pretty much anything you can throw at it, mindful of the level of components on this build. If you prefer a more agile bike, the ability to swap over the rear wheel to a 27.5” without many compromises is yet again a great value-add to the platform.

OUR TAKE With a solid spec list, a frame that is capable of handling pretty much anything you throw at it and modern geometry, The Merida One-Forty 400 is a really good interpretation of what a trail bike should be – a capable, composed climber that's very efficient, as well as a fast and forgiving descender. What it misses out on agility and playfulness on flatter trails it makes up for with speed and stability – a compromise that many will be happy with.

Brakes Tektro Gemini 535, 4 piston with 203mm rotors Wheels Merida Comp TR 2 with Shimano hubs Tyres Maxxis Minion 29x2.5” and Maxxis Forekaster 29x2.4” Suspension Marzocchi Z2 150mm fork with Marzocchi Bomber inline shock Contact Points Merida Expert TR 2 handlebar 780mm 30mm rise, 40mm stem. Merida Comp SL saddle Seatpost Merida Expert TR 2, 170 mm travel, 34.9mm Sizes available XS, S, M, L, XL Weight 17kg

TREK FUEL EX 5 - $3499.99 BUSI NESS A ND PA R T Y T IM E , T W O B I K E S I N O N E TESTER: MAX

The 6th generation Trek Fuel Ex 5 is a bike that I was itching to ride as soon as I heard about the trail bike group test. In a nutshell, the Trek Fuel Ex 5 is a 29” trail bike that you can enjoy riding all day while also descending with confidence on intimidating trails.

The Trek Fuel Ex 5 is a do-it-all trail bike but weighing in at 15.8kg, it certainly isn't light. Despite this, the bike still manages to ride really comfortably on longer 3+ hour rides and getting up the climbs wasn’t impossible thanks to the wide-ranging Deore 12-speed drivetrain. When you turn the bike downhill, it really shines. I found the Fuel Ex 5 confidence-inspiring on fast flowy trails: it’s planted, stoic, and handles technical sections with ease.

GEOMETRY The geometry of the Trek Fuel Ex 5 varies depending on the setting: you can purchase an angled headset cup to steepen or slacken. Here, we discuss a neutral headset setting, with the MinoLink flip chip allowing a slightly steeper headtube angle and higher bottom bracket for more efficient climbing and pedal clearance, or alternatively, a lower bottom bracket and slacker headtube angle for more descending prowess.

We primarily tested this in the higher, steeper position, which made

for a 65.1 degree headtube angle, with a 612mm stack and 456mm reach. Paired with a seat tube angle of 78.8 degrees, the Fuel Ex was much better at climbing than it looked on paper. For those riding in a variety of locations, the inclusion of the MinoLink can bring the headtube angle to 64.5 degrees, for extra stability in big, chundery terrain, essentially giving you two ride experiences in one package.

CONTACT POINTS Trek fitted the Fuel Ex 5 with 750mm Bontrager alloy handlebars, paired with a 50mm Bontrager comp stem that gave me great control over the bike. More gravity focussed riders may prefer a wider bar on set-up, something to discuss with your Trek dealer. A 150mm TranzX dropper (on medium bikes) felt adequate for this trail bike, but we would prefer a longer post to be specced for larger sizes: large and extra large sport a 170mm post and we would love this to be extended to 200mm.

The Trek Fuel Ex 5 is rolling with a pair of Bontrager Gunnison Elite XR 2.4” tyres: a familiar territory for a cross country rider like myself.

However, enduro and trail riders may prefer to use more aggressive rubber.

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THE GEAR The supplied Shimano MT201 brakes don't perform as well as the rest of the bike's components. These are dual 180mm resin-only rotors that don't give you a whole lot of braking power. I got away with it as I am 64kg, but this may be more of an issue for riders who are heavier than I am, or that charge a little harder.

The Shimano Deore 30T front chainring and 10-51T cassette allow you to climb any steep singletrack or fire roads that you will find on any given trail network.

The suspension choice is very suitable for Australian trail riding. It's not so much travel that you feel like you're floating across the trail, but it does give you enough travel that you're able to hit technical features without being bucked around.

RIDE VIBES This bike is very confident on the trail, stable when riding fast-flowing single track, confident when in the air, and really nice to lean into tight berms. During my time riding the Fuel Ex 5, I felt neither under- nor over-biked on a variety of different trails, which is an important factor in my purchasing decisions.

Riding uphill on the Fuel Ex 5 wasn't a struggle either; it

climbed up singletrack and fire roads with ease. You can feel the 15.8kg while climbing, but I wouldn't say it takes away from the riding experience. The lockout on the fork and shock really assist with climbing efficiency.

Shimano Deore is a good choice for trail bike groupsets, it’s hardy, rarely misses a beat and represents great value on a bike of this price.

When descending steep singletrack, I noticed the bike to be under-braked for its overall capability. I didn't feel out of control at all, but it definitely would have been nice to have some more braking power if I had needed it, which would match up with the bike's overall vibe as a big-hitting trail rig.

OUR TAKE Riding the Trek Fuel Ex 5 Gen 6 made me want to buy one. A mountain bike should make you want to climb for hours on end while maintaining the ability to descend technical trails without fearing for your life. The Trek Fuel Ex 5 did just that. If I were to purchase this bike for more aggressive riding, I would be looking to upgrade the brakes Shimano SLX or XT and upgrade the tyres to a wider, more aggresive option.

SPECS Frame Alpha platinum aluminium, UDH, 150mm Drivetrain Shimano Deore 12sp, 30T crank, 10-51T cassette Brakes Shimano hydraulic disc, MT201 lever, MT200 calliper, RT56 6-bolt 180mm rotors Wheels Bontrager Line TLR 30, tubeless-ready, Boost 110mm front, Boost 148mm rear Tyres Bontrager Gunnison Elite XR 29x2.4” Suspension Rockshox Recon Silver 150 mm (140 mm for S/XS) X-Fusion Pro 2 Contact Points Bontrager alloy handlebars, 15mm rise, 750mm wide, Bontrager comp alloy 50mm stem and Bontrager Arvada saddle.

Seatpost TranzX 100mm (XS/S), 150mm (M-ML), 170mm (L-XL) Sizes available XS, S, M, ML, L, XL Weight 15.8kg

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POLYGON SISKIU T8 - $3599

V E R S AT I L E A L L - R O U N D E R TESTER: MAX

Polygon has quickly become a popular brand in Australia with the help of BikesOnline’s direct-to-consumer model. The Polygon Siskiu is a staple mid-travel trail bike in Polygon's lineup. It’s a great fit for riders who want a versatile bike that can tackle gnarly terrain with confidence and yet still be comfortable to ride over long distances.

The Polygon Siskiu T8 features a 140mm (27.5”) or 150mm (29”) Fox Rhythm fork with a Fox Float DPS rear shock. The Siskiu is a great all-rounder trail bike that rides comfortably on easier trails but maintains composure when the trails get technical.

GEOMETRY We have reviewed the Siskiu T6, T7 and T9 and always found the geometry to strike the balance between playful and planted. The seat tube angle of 76.5 degrees is slacker than many, but in our size medium didn’t effect climbing performance.

The reach of 460mm combined with a stack of 607mm could indicate that it is a super long and low bike, but with the short stem and wide bars, you certainly feel more ‘in’ the bike than, for example, the Giant Stance or Superior. Combined with the snappy 425mm chainstay

length, the Polygon represents a bike that perfectly toes the line of downhill stability and playful sender.

CONTACT POINTS The cockpit set up on the Siskiu T8 was well suited to the bike; the 780 mm bars initially felt too wide for me (cross country for life!) but the more I rode the bike, the more comfortable and confident I got with the wider handlebars.

This is paired with an Entity Xpert 35mm stem, which feels just right. The Siskiu comes with a Tranz-X dropper seat post 150mm for the S-M, 170mm for the L-XL and an Entity Xtent Saddle. Polygon includes a pair of Schwalbe Hans Dampf tyres which is a nice touch on this bike.

THE GEAR The Siskiu T8 features Tektro HD-M745 4-piston brakes with 180 mm rotors, a Shimano SLX drivetrain with a 32T front chainring and an 11-51T cassette. Shimano SLX is the perfect fit for this bike, as it rarely skips a beat. The range of gears is more than enough for most

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steep climbs although the bike felt a little under-braked when the trails got steep. The Polygon, to my surprise, came set up tubeless straight out of the box. Win! The Fox 34 Rhythm and Fox Float DPS suspension is very suitable for a mid-range travel bike and will allow the rider to throw this bike at almost anything with confidence. Something that I took a great liking to on the T8 was how planted the bike was.

RIDE VIBES The ride on the Polygon Siskiu T8 was a lot of fun. Keep in mind I am more of a short travel/cyclocross fiend so jumping on the Siskiu T8 for me was quite different to what I am used to. It rode incredibly well and far exceeded my expectations for what a bike of this price point could deliver on the trail. It was fun and felt just right whether climbing a fire road, descending a steep techy trail or riding along green-rated singletrack. The slacker headtube angle really makes the Siskiu T8 a confident bike to bomb down steep rough trails on.

As I got more confident on the Siskiu T8, I found

myself leaning harder into corners, braking less down steep chutes and giving more trust to the bike to take me where I needed to go.

The hardy Shimano SLX drivetrain was pretty flawless on the trail and felt like a suitable option for this bike. And compared to many bikes on the test, the componentry really exceeded expectations for a bike of this price; where else can you get a Fox 34 on a sub $4000 trail bike?

OUR TAKE For someone who wants a seriously good trail bike that doesn’t cost an arm and a leg, you can’t beat the Polygon Siskiu T8. From beginner to more advanced trails, there’s nothing a skilled rider can’t tackle with this bike. The bike is sturdy and delivers great performance in rough terrain while also being an efficient enough climber when you earn your turns. The Siskiu T8 is a serious contender in our trail bike group test and one you should check out.

SPECS Frame Polygon Siskiu ALX Trail 6061 aluminium Frame, 140/135mm Travel (27.5"/29") Drivetrain Shimano SLX 12spd with 32T crank and SunRace 11-51T cassette Brakes Tektro HD-M745 4-pistons, Shimano SM-RT54 180mm center-lock rotors Wheels Entity XL2 Disc 35-584 (27.5”)/35-622 (29”), 35mm inner, tubeless ready, with Novatec hubs Tyres Schwalbe Hans Dampf 29”x2.60" Suspension Fox 34 Rhythm, Grip Damper 150/140mm travel (27.5"/29") and Fox Float DPS, 3-position lever Contact Points Entity Xpert alloy 780mm handlebar, Polygon grips, Entity addle and Entity Xpert alloy stem 35mm length Seatpost Tranz-X 150mm (S-M), 170 mm (L-XL) travel Sizes available S, M, L, XL Weight 15.3kg

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SUPERIOR XF 939 TR - $3899 CROSS COUNTRY DNA IN A TRAIL PACKAGE TESTER: BAM

Superior is a 30-year-old European brand that you may not have heard of. Recently, BicyclesOnline started importing them from Czechia, and Superior offers some impressive value for money for the Aussie consumer. Superior prides itself on its in-house R&D and minimalist design, and the XF here on test is a clear example of their ethos.

The Superior XF 939 TR is the trail version of their XF platform (if the name didn’t give that away!) and it certainly stood out when lined up against the other bikes in this test, but not for the reasons you’d expect.

Read through the geometry charts on all the other bikes in this piece, and you’ll see a lot of numbers that are similar: head tube angle within a degree, similar reach numbers, seat tube angles, etc.

Although they all ride differently, there’s a certain flavour they all have in mind.

The Superior, while less progressive with its geometry, has the best quality components and was the lightest bike of the test. This

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combination results in a bike that should appeal to a rider wanting a full suspension bike with a cross country feel, yet boasting enough travel to be capable of embarking on adventures on any kind of terrain.

GEOMETRY The XF 939’s geometry chart shares a lot of common numbers usually seen on a cross country bike, which has really brought out the agile and playful nature of the bike. With a short reach of 429mm, 66-degree head tube angle and short chainstays, the XF 939 is compact and ready to attack on rolling terrain. The seat angle of 74 degrees complements the short reach by allowing you enough space to move on the bike while climbing seated. However, it does put your weight more towards the rear, something to consider if you have longer legs.

CONTACT POINTS The Superior features a Fizi:k Terra Aidon X5 saddle, which is hands down one of the most comfortable saddles my backside has had the privilege to experience, and dependable Nobby Nic tyres from German powerhouse Schwalbe. The cockpit is all left to Superior’s sister component brand ONE, with 12mm rise handlebars in 760mm width (again suiting the bike well), 35mm stem (50mm in length) and lock-on grips.

The grips are on the thin side so if you prefer a nice padded set of grips, that is a good place to start your upgrades.

The only letdown is the dropper post, not due to its function but the 125mm drop is a bit too short for any bike larger than XS.

THE GEAR The XF 939 TR from superior packs well above its price point when it comes to components, with a complete Shimano drivetrain with SLX shifter, cranks (175mm length), Deore 10-51T cassette and the ever-reliable XT 12-speed rear derailleur which makes it a bomb-proof and very desirable drivetrain. The brakes are also Shimano M6120 4-piston with 180mm rotors.

The Rockshox Revelation fork delivers plenty of support and adjustability for a bike of this nature, and the RockShox Monarch RT shock works well to

complement the fork and has a compression lever if you want to firm things up while climbing or on smoother sections of trail.

Last but not least, the DT Swiss M1900 wheelset ensures the XF has a fantastic set of hoops that are known for quality and reliability and with a modern 30mm inner width to boot.

RIDE VIBES The XF 939 TR feels right at home on tracks that ask for speed and efficiency which it delivers in ample amounts due to its low weight and good quality tyres and wheels. Its agile and quick nature are rewarding both when climbing but also on tighter and slower descents.

However, it will ask more of you as a rider when the terrain is technically challenging, mostly due to its geometry, where the short wheelbase can catch you out when you’re not expecting it.

OUR TAKE With an XC racing DNA and an impressive spec sheet, the Superior XF 939 TR is a different interpretation of the current trail bike but one that will suit many riders wanting to upgrade from their hardtail or perhaps looking for a long-legged XC bike to suit bigger adventures.

SPECS Frame SU-02, Alu X6 Ultralite trail 130mm, tapered, Boost 12x148 mm Drivetrain Shimano Deore/ SLX/XT 12sp, 34T crank, 10-51T cassette Brakes Shimano M6120, 4-piston hydraulic disc brake, SM-RT54 180mm rotor Wheels DT Swiss M 1900, 30mm inner width, DTSwiss 370 hub Tyres Schwalbe Nobby Nic, performance, 29x2.40" Suspension RockShox Revelation RC 140mm travel and RockShox Monarch RT shock Contact Points ONE Alloy 760mm bars, alloy 50mm stem, lock on grips and Fizi:k Terra Aidon X5 Seatpost ONE Sport dropper post, alloy, 30.9mm (S/M: 125mm drop, L/XL: 150mm) Sizes available S, M, L, XL Weight 13.6kg

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COMMENCAL TEMPO - $4600 N+1 FOR A SPORTY RIDE TESTER: ANNA

Nestled in the hills of Andorra, Commencal is a brand that features heavily in the Australian and World Cup Downhill scene. At $4600, the Commencal Tempo Ride in dark slate is the equal most expensive on test, but will that deliver on the trail?

The Tempo is a 29” bike that marries up a 140mm Pike with a RockShox Deluxe Select+ rear shock in a shorter 125mm travel package. As a result, it has a distinctly dirt-jumper-esque silhouette, with the top tube hanging extra low. With a dual-link suspension layout, the Tempo deviates from Commencal’s long history of linkage-driven single pivot trail bike builds. Commencal state the Tempo is ‘perfect for lapping climbs, it is dynamic on hilly singletrack and brings confidence on descents’. With a small test bike the only available, I opted to guinea pig the Tempo as at 168cm tall, I often find myself between sizes.

GEOMETRY The geometry of the Tempo is pretty unremarkable in a good way: the 76.6-degree seat tube angle positions the rider in a reasonably centred position, but the 65.5-degree head tube angle allows the bike to eat up a little more chunder with a stable platform on the descent.

The Tempo was one of the bikes on test that features variable chainstay lengths. Small and medium bikes are at 435mm, and large and extra-large bikes are at 440mm. The variable chainstay makes for a variable wheelbase with 1190mm in size small and 1211.5mm in medium

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The small frame features a reach of 430mm, but looking at the medium to best correlate to others on test is 450mm: pretty on par with bikes like the Merida One40, but with a bit more reach than the Superior. Similarly, the stack height in the small bike is 624mm, but 628.5mm on the medium, sitting around 20mm taller than most other bikes on the test.

CONTACT POINTS I enjoyed the size-specific handlebars on the Tempo, with 760mm on size small, 780mm on medium and large and 800mm extra large.

While it’s true that you can always cut a bar down but can’t make it longer, it has become commonplace to spec enormous handlebars across the size spectrum which doesn’t make sense if you’re a 150cm rider, for instance. The 760mm was a nice length, one that I would choose for a trail or enduro bike.

This is married up with a Ride Alpha 40mm stem and grips and the crowd favourite SDG Bel Air saddle in 140mm. The Tempo features the KS ragei Seatpost, at 150mm, 170mm and 190mm in small, medium and large/extra large respectively. Rubber-wise, the Tempo runs a Maxxis DHR2 up front and Dissector on the rear.

The integrated routing on the Tempo is a source of ire. Headset routing is a scourge to work on, and the Tempo features some of the strangest routings I have seen: straight in through a central post under the stem, the cabling then has to make a few turns before it hits its destination.

THE GEAR Rolling with TRP Trail EVO 4-piston brakes on 203/180mm rotors, a SRAM NX and SX drivetrain with a 32T chainring and 11-50T cassette, the Tempo represents a modest drivetrain build for the price. Gear range is adequate for all but the steepest of climbs and brakes have enough bite for sketchy pull-ups. The Spank Spike race 33mm rims are tubeless ready, and we regret not setting them up tubeless out of the box as we had a few early flats.

Though the drivetrain is modest, the suspension makes up for it, with a Pike’s compression adjustment and the Deluxe Select+ with a two-position platform, which means that you can firm it up for more efficient climbing.

RIDE VIBES The ride vibes on the Tempo were great, this bike is perhaps the most primed for the type of riding I enjoy: playful, poppy and agile. The shorter rear travel, size-specific chainstays and suspension kinematics all add to this. When firmed up, the bike climbed well for its 15kg, but when riding with suspension fully open, the Tempo really asks you to pick creative lines, sprint for the gap and really pop and play on the trail.

I found myself wanting to just chill and cruise on my ride, but then I found myself just pushing myself into the corner a bit faster or riding into the tech a bit harder simply because it was fun.

With our time on the trail, I had no issues with the drivetrain, though when changing a flat, you do notice the less than sturdy feel of the SRAM SX derailleur. The dropper post was the source of a pretty substantial headache. Eventually, we had it nailed, but it had a slow return and performed poorly compared to the rest of the package. This is perhaps in part due to the angles caused by the headset routing.

OUR TAKE For the playful pedaller, you can’t go past the Commencal Tempo. Yes, it’s at the higher end of the price range, but you’re getting a super frame and suspension, solid wheels and well-shod rubber. If I had this bike (and to be honest, I was looking keenly at the Tempo website after I had been out on this…because N+1 is real), I would ride the pants of the dropper and then replace it…and pay someone else to manage the awkward internal cable routing.

The Tempo is agile while remaining predictable, the baby bear’s porridge of trail bikes.

SPECS Frame T.E.M.P.O., 125 mm travel, 29'', alloy 6069, triple butted tubes Drivetrain SRAM NX/SX 12sp, 32T crank, 10-50T cassette Brakes TRP Trail Evo, 4-pistons, TRP R1 203/180mm rotors Wheels SPANK Spike Race 33 with Formula hubs Tyres Maxxis Dissector 29x2.4”, Maxxis DHR II 29x2.4” EXO, tubeless ready Suspension ROCKSHOX Pike 140mm and ROCKSHOX Deluxe Select+ 210x50 mm Contact Points ONE Alloy, 12mm rise, handlebar 760mm, ONE Sport lock-on grips, ONE Alloy 35mm stem and Fizi:k Terra Aidon X5 saddle.

Seatpost ONE Sport dropper post, alloy, 30.9mm Sizes available S, M, L, XL Weight 15.1kg 89

ROUNDUP So what bike won our hearts? What would we pick as the one bike to rule them all? Well…it’s not quite that simple. If you’re looking for a budget trail bike, it’s likely you’re looking at the $3000-$3500 or the $3500-4000+ price ranges, and that splits our test bikes into two groups. The Giant Stance, Marin Rift Zone and Merida 140 400 all fit into the less expensive camps, and are all distinctly different beasts.

If your goal is feeling efficient on less hectic trails, the Giant Stance is a great low-budget option. The Flexpoint suspension system effectively puts you in a naturally higher position than many of the other bikes on the test, and this results in efficiency on the climbs, but the Stance is perhaps not as surefooted when things get a bit rougher.

For someone perhaps with a little more interest in the gnarly side of things, dipping a toe into the sport with the Marin Rift Zone could serve you well. The bike features solid trail geometry and spec that’s built for fun and capability on the trail both up and downhill. While it isn’t the best climber, the compression on the shock really assists your climbing when things get steep.

If you are someone who is looking to ride down big steep hills and unforgiving descents, the slacker, bigger travel of the Merida One-Forty 400 could be the pick for you. Though it’s the weightiest on the test, the steep seat tube angle helps when you’re earning your turns.

The Trek Fuel Ex 5, Polygon Siskiu T8, Superior XF 939 TR and Commencal Tempo are the four bikes in the higher price bracket. It’s at this point that brands that have historically been positioned as more ‘premium’ enter the chat, in particular Trek and Commencal, whose additions to the group test represent their base models in the range.

The Trek Fuel Ex 5 is a versatile all-rounder trail bike, and the 90

inclusion of the Mino Link allows for two distinct ride feels on the trail.

While we would have preferred the Fuel Ex 5 to sport a brake with a bit more bite to meet the bike’s capability, it was a well-balanced and enjoyable do-it-all trail bike overall, with a unique aesthetic to boot.

We have tested different iterations of the Polygon Siskiu extensively, and as usual, the Siskiu T8 did not disappoint. The drivetrain and suspension are exceptional for a bike of this price, definitely increasing ride quality, while the bike performs well both climbing and descending: another strong contender in the all-rounder category.

The Superior XF 939 TR was a little more unique, the lightest on test.

It felt feathery climbing, especially coming from some of the heavier bikes on test. However, it lacked that surefootedness when things got quite hectic: if you’re after a starter for enduro perhaps this isn’t the bike for you. For someone looking at a bike that can tackle technical cross-country and less gnarly trail in a package that is light enough to ride all day, you may meet your match with the Superior.

Finally, the Commencal Tempo. Unrequited love for the test crew, that would be our N+1 aside from the cable routing and some dropper issues. It’s not a full on send-sled, but a fun and rewarding bike for the pilot that likes to play on the trails.

It’s difficult to pick an overall winner of the group test…so we won’t.

As three riders with unique riding backgrounds, our riding experience and our preferences differ greatly. What we can agree on is that what you can get for under $4600 is insane. It’s hard to find a bike produced by a reputable brand that’s bad to ride, and what a cool thing that is!

If you’re not sure what to pick, we will always recommend trying a bike before purchasing. If you can’t, just have a think about what trails you are likely to ride and what sort of riding best piques your interest and go from there. We can guarantee that if you’re in the market for a new trail bike, one of the seven bikes on test will suit your needs.

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S E A S O N

O U T

ANTHONY POULSON dharco.com | @dharcoclothing

N O W

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

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Trek Slash+ 9.9 Marin Alpine Trail E2 Merida Big Trail 600 Time Speciale RockShox Pike Ultimate Trek Rally Wavecel Goodyear Wranglers Pirelli Scorpion Race S MSR Hubba Hubba Bikepack Maxxis Highroller 3

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

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Skills Nutrition Fitness Workshop

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TREK

SLASH+ 9.9

PHOTOGRAPHER GERARD LAGANA

TESTER BEN MORRISON

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hen I first rode the new Trek Slash last year, Trek was already at work on the electric version.

The result is the all round weapon, the Slash+.

The Slash+ is an 170mm all-mountain, mid-

power lightweight offering. It features a small drive unit and a mid-size battery in an effort to keep handling more like the analogue version of the Slash, yet with enough assistance from the motor to make a real difference to your ride.

The geometry, kinematics, and most of the frame details are all nearly identical to the Slash, save for a few details like a top tube screen and switch on the left side of the bars.

In fact, at first glance the screen is quite incognito: most people did not notice that this was in fact a new bike I was on, let alone one with a motor. Trek is keeping this simple with just two levels of build to choose from, and a single paint option in each.

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The Slash+ lineup starts at $11,499.99 for the 9.7 and tops out at $17,999.00 for the 9.9 (on test). While neither is cheap, they both offer well thought-out components and spec. In fact, I actually expected the 9.9 I have been riding to be more expensive, given all its features and the electronics you get with it. This isn’t to say it’s perfect, which is what you’re aiming for at $1 off 18k: for me, in a replication of my experience with the analogue Slash the tyres left me a little wanting. I have been lucky of late that the trails have not been as dry as they can be,as the Bontrager tyres are just far too hard for these conditions, and offer next to no grip. Luckily, this is a small consumable part, and not a deal breaker when purchasing a new bike.

So let’s take a deeper dive into the new Slash+.

FIRST IMPRESSIONS At first glance the Slash+ seems identical to the non-motorised Slash, with a couple of key differences. The most obvious (other than a motor) being no in-frame storage, which as you may expect is something Trek were unable to do as it would impact the space occupied by the 580Wh battery. The charging port is at the top of the battery on the down tube, which is out of the way of the cranks and is covered by a nice rubber gasket to keep the weather out along with dust and mud.

The new high-pivot design of the Slash carries through as you would expect, with a 19-tooth upper pully-wheel keeping things spinning fairly smoothly. The lower chain guide has been updated as well, with a direct mount to the motor taking out any potential misalignment in the system.

Alignment of this was apparently the cause of the dropped chains on the analogue Slash, a simple fix for what was a bigger issue. Full disclosure, I haven’t experienced a single dropped chain on the Slash or Slash +.

The TQ-HPR50 motor used on both the Fuel EX E and new Slash+ has a very small silhouette that’s easy to miss to the untrained eye. In most trail situations, you can’t hear

Ben Morrison 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, Stromlo Forest Park, Poo Pines, Majura Pines

the motor at all, just the standard chain noises of a high pivot system, and tires on dirt. It features 50Nm torque, and the standard battery is the 580Wh. You can swap to the smaller 360Wh if you feel the need to lose some weight and don’t tend to use up all the juice of the 580Wh. To do this, all you need to do is remove two hex bolts fixing it in place, pop open the lower cover, and slide it out. There are two different end caps to accommodate the different sizes, so those are included in the swap. If you want extra juice, there’s a 160Wh bottle cagemounted range extender available.

Trek made some pretty big claims about the stealth of the new Slash+ with the term ‘tonality’ (how loud it is) aka the perception of sound the user feels with the TQ motor vs analogue, full power and light power-assisted bikes. E-bikes are becoming pretty remarkable in that they now are getting so quiet, light and natural with their power delivery. Cost is perhaps the only reason not to recommend one to someone looking for a long-legged bike.

GEOMETRY Just like the Slash I rode last year, the geometry of the Slash+ is racy and its mullet setup cuts a nice balance between stablity at 95

speed and agility in technical terrain.

Reach numbers again are mostly the same kicking off with 430mm and going all the way up to 519mm, with bigger jumps at the bigger end of the range. This jump likely comes from the now missing M/L size which is what I had previously ridden which now pushes me onto a large. At first, I thought this was going to be an issue but the reach was spot on, with the only issue being the lack of seat height adjust that I would have on an M/L. The bottom bracket drop is low across the board and I never felt the need to run it lower and chainstay lengths are the same on the S, M, and L bikes (434mm), with the XL now being 5mm longer (439mm). The number sounds short and may make you question the 27.5” rear wheel (Trek have not spoken about use of a 29er rear wheel like in the analogue Slash) but due to the axle path, the chain

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stays actually grow up to 19mm and will have already started lengthening to around 11mm when at 30% sag.

The head tube angle is adjustable ±1° using press-in headset cups available to purchase from Trek, and sits at 63.4° in the stock position. The seat tube angle sits around 77° in all sizes, steep for a Trek but not when you look at something like a Forbidden.

ON THE TRAIL The Slash+ is one of the only e-bikes I’ve ridden that’s true to the claim of near-silent motor operation. It is a small detail but it’s one of the first things you notice when you hop on an e-bike or ride with one.

For me, the bike performs incredibly well in fast, challenging terrain. Much like the Slash I liked so much, the suspension has a great

balance of bump-eating and grip, making it feel confident in both high speed and janky sections of trail alike. After a short adjustment period, the growing rear-centre feels natural – if noticeable at all – and the bike cruises though jumps and pops off rock ledges with ease. The platform offers a supportive ride on flow trails as well, and hides a bit of its long travel legs. This should come as no surprise as both the Slash (that’s now the Enduro race bike for Trek) and Slash + use the same basic geometry and suspension platforms.

Because of this, it makes me wonder why Trek are updating their Rail with a full powered motor like the Bosch Performance Line CX Race or SRAM Powertrain when they have already proven they can make The Slash+ ride like the Slash. Would an extra few kgs really impact the design and ride so much

RRP $17,999.00 WEIGHT 21.1kg (as tested, tubeless, without pedals)

they need another bike? While you do notice a little less power than a full-power e-bike on the climbs, it’s not so significant that mates on a normal bike don’t want you around, and likewise you can keep up with the big drive-unit e-bikes if you’re committed to putting in more effort than usual: its really not that big of an issue.

The only issue we experienced is that there is a creak under pedalling that I have not been able to find. I have done everything but remove the motor and battery, applying new grease, cleaning and checking the pivot’s torque settings, the cranks and seat post, hoping I won’t have to pull out the motor. The noise is totally gone descending but is something that does turn heads when pedalling past someone on an open fire road.

FINAL THOUGHTS My time on the Slash+ has been great, its one of the best – if not the best – e-bikes I have ridden…but I say this with a caveat. I do love this bike but due to its smaller motor and less torque I would not choose it as a E-Enduro race bike. E-Enduro is still young in Australia and if you are fit, I think it will be fine, but if you are going head to head with your twin on something like a Gasgas MXC then your work is going to be cut out for you.

Trek’s New Slash+ is a bike that’s for fun and oozes pure speed when pointed at a trail! If you watch the marketing video Trek put out, they too think this is a bike made to increase the amount of fun you can have with a bit less effort.

Chapeau Trek to the extra good times.

AVAILABLE SIZES S, M, L, XL FRAME MATERIAL Carbon FORK RockShox ZEB Ultimate 170mm SHOCK RockShox Vivid Ultimate 170mm SHIFTERS SRAM AXS Pod Ultimate Controller DERAILLEUR SRAM X0 Eagle AXS, T-Type CRANK SRAM X0 Eagle, 160mm length BOTTOM BRACKET TQ-HPR50 CHAIN SRAM X0 Eagle, T-Type, 12-speed CASSETTE SRAM Eagle XS-1295, T-Type, 10-52, 12-speed E BIKE DRIVE UNIT TQ-HPR50, 50 Nm, 250 watt E BIKE BATTERY TQ 580Wh HUBS Bontrager SPOKES Alloy RIMS Bontrager Line Pro 30, OCLV Mountain Carbon TYRES Bontrager SE5 Bontrager Line Pro 30, OCLV Mountain Carbon 27.5 rear and Bontrager SE6 Team Issue 29” front BRAKES SRAM Maven Silver STEM Bontrager Line Pro 35 HANDLEBARS Bontrager Line Pro, OCLV Carbon, 35mm, 27.5mm rise, 780mm SEATPOST RockShox Reverb AXS 170mm SADDLE Bontrager Verse Comp www.trekbikes.com/au

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MARIN

ALPINE TRAIL E2

PHOTOGRAPHER JORDAN RIDDLE

TESTER RYAN WALSCH

T

he 2025 Alpine Trail E2 has undergone a complete redesign, bringing significant changes to its frame and performance. Marin’s message is clear, ‘more range, more travel, more capability!’ This year’s model comes courtesy of BikesOnline, delivered directly to consumers with minimal assembly required.

Once again, we were impressed by the care taken during assembly and packaging. Our Marin Alpine Trail E2 was out of the box and onto the workstand in no time.

INITIAL IMPRESSIONS A complete redesign of the Marin Alpine Trail E2 saw many changes to the frame and a simple no-nonsense message, delivering on the ‘more range, more travel, more capable’ motto. BikesOnline continues to impress us 98

with the level of care in assembly and then packaging it all up for the consumer. The bike was delivered directly to our workshop, requiring minimal assembly meaning I was able to get out the door and on the trails around 30min after the bikes arrival.

The Marin Alpine Trail E2 is a big and hefty bike built for charging, so go easy getting this 28kg rig out of the box! The E2 is stacked with features, a huge battery and preinstalled Cushcore tubeless inserts front and rear. This is notable, as this could be the first bike tested that has come with them preinstalled from new...what a treat!

The suspension platform has changed considerably, with an increase of 10mm of travel both ends making this 170mm/160mm-travel rig one of the longer and bigger hitting e-bikes available. The MultiTrac 2 LT suspension platform layout

moves the rear pivot from the seat stay to a Horst link on the chainstay. This gives the bike more control over braking forces and results in reduced anti-rise, as well as better mid-stroke support and bottom-out resistance: all the important stuff for the demands of a hard-charging e-bike.

There are neatly executed geometry adjustments of the frame too, the headtube has adjustable cups that are supplied and can steepen or slacken the head angle by 0.75 degrees either way of the 63-degree head angle. Chainstay length and BB height can be changed too, the long and low setting at 443mm chainstay and 347mm bottom bracket height and the short and high setting at 435mm and 352mm.

The huge straight downtube fully encloses a Bosch 750Wh battery that slides in and locks on a Bosch rail with minimal fuss. It can be accessed by removing the fibreglassreinforced sump guard with just one handy bolt. The sump guard consists of 30% fibreglass-infused nylon and promises to deflect off things encountered on the trail and allows any moisture that has entered the frame can to drain freely. We welcome the overbuilt construction of this sump guard/ slide plate and are pretty sure it will get a

Ryan Walsch RIDING EXPERIENCE: Repairing, racing and breaking bikes since forever GENERALLY RIDES: Forbidden Druid V2 Overbuild, Trek e-Cargo HEIGHT: 178cm WEIGHT: 74kg BIKE TEST TRACK: Canberra and surrounds

workout given the low-slung and forward position of the downtube, time will tell how it stands up!

As mentioned, the setup was a treat with the very well-packaged and partial assembly was a breeze, but I always like to check things over before throwing myself into the fray on a test bike and the build quality was great. The sometimes vexing task of installing Cushcore being taken care of was a weight off my shoulders, and I had very little to do other than aligning the stem and bars, minor brake caliper alignment and plugging the Alpine Trail on charge.

Suspension can be a little trickier when a bike is equipped with a coil shock, our size

large came with a 500lb spring out of the box which according to Marin’s suspension reference guide was suited for an 86–91kg rider. At 75kg, my ‘dad bod’ was never going to achieve quite enough sag, but I do prefer a stiff setup and balanced the fork with that of the rear shock, landing on 95psi up front in the Fox 38 with 2 tokens.

ON THE TRAIL The Alpine Trail is a brawler. Its aggressive low-slung geometry makes the new layout very stable and has allowed a more central seating position for the rider. A near vertical seat tube angle of 78.8 degrees and a tall

125mm head tube on my size large test bike make the position a commanding place to be out on the trail. There are 3 sizes available for the new Alpine Trail with reaches of 460mm in size medium, 490mm for size large (tested) and a whopping 520mm reach for the extra large.

Like myself, many riders will likely find themselves falling in between one of these sizes, but thankfully due to the generous standover height, they can choose the reach that’s best for their preferred riding style; short and playful or long and stable.

Combining this with the added benefits of multiple frame adjustments to the head angle and chainstay length means riders can

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fine-tune the size they choose with minimal effort and without the need for purchasing additional parts, top points for the Alpine Trail.

Touch points are comfortable and a familiar affair. I am very picky with bars and grips favouring a comfortable damped feel to fend off fatigue. I was very impressed with Marin’s own 35mm 20mm-rise alloy trail bar paired with the Marin Grizzly lock-on grip; simple with neat logos and a quality ride feel on the trail, not the familiar harsh alloy feel– nice!

The dropper and saddle performed without issue, a smooth action expected from the large 34.9mm diameter that's now expected on e-bikes and this also assists in reducing flex and bushing/seal wear thanks to its thicker tubes.

Braking is taken care of by TRP DH-R EVO brakes with thick 2.3mm 203mm rotors front and rear which provide consistent braking in the steeps. Despite this, pulling up a large

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and capable rig such as the Alpine Trail may prompt owners to invest in a 220mm rotor for additional stopping power. Getting that power to the ground is up the the Vee Tire Co Attack HPL with a durable E-Compound rubber and robust casings further protected by the Cushcore e-bike inserts. We got on pretty well with the HPLs but they certainly favour strength and durability over chemical grip and trail feel, noticeable when the conditions get steep and slick. Otherwise, they were completely hassle-free.

Shifting is a smooth and reliable pairing of Shimano XT 12-speed derailleur and SLX shifter and cassette which shifts under load very well and allows riders to keep on the power and haul up steep climbs without complaint. The Bosch Performance CX motor is brilliant and intuitive, and matches rider input well. Smooth changes are what are needed to reduce drivetrain wear, broken chains and forward momentum when it gets

steep and both the drivetrain and drive unit deliver on this.

I have been fortunate to be on board the Alpine Train for some time now and ride it in a broad mix of terrain. As the components and geometry suggest, it feels most at home at speed on the rough stuff. Its weight is only noticeable when rapidly washing off speed or correcting a mistake, it’s balanced and unfazed when pushing hard.

The one thing that does catch the Alpine Trail out is the lower speed technical features sometimes encountered on the steeps. Specifically its breakover angle due to the forward location of the downtube which does like to make contact if the rider doesn’t commit and drop in – if you just roll over the edge it may make contact. I also encountered contact pressing into rutted turns and driving the underside into the inside of the corner. I switched the long and low position to the shorter 435mm chainstay

RRP $9699 WEIGHT 28.2kgs AVAILABLE SIZES Medium, Large, Extra Large FRAME MATERIAL All new Series 4 alloy, 160mm MultiTrac Suspension LT, adjustable headset & CS length/height, integrated battery/charging port, 148mm rear thru-axle FORK Fox 38 Performance Elite, 170mm travel, 29”, 110x15mm Boost Kabolt thru-axle, 44mm offset, integrated Fox fender SHOCK Fox DHX2 Performance Elite, low speed compression and rebound adjustment, 205x65mm, trunnion upper mount, 30mmxM8 lower mount, S/M Spring Rate = 350lb, L/XL spring rate = 450lb

and higher bottom bracket with better results, partially due to the raised bottom bracket, but the reduced wheelbase also helped increase the breakover angle, all with no special tools.

Cornering is certainly aided by the 27.5” rear wheel and even in the shortened chainstay length the Alpine Trail E2 tracks nicely; deciding on a wider faster line suits its style better than squaring off a turn and trying to muscle your way through…but it can be done with some creative moves.

Where the Alpine Trail comes alive is getting off the brakes. Letting it charge through the rough it is super stable, mostly unfazed and has only a small amount of pedal kickback for those who prefer flat pedals.

I have been frequenting some incredibly rough and rowdy trails of late and apart from the headset coming loose and a few little rattling noises (which is just part of the

settling-in period for any long travel bike and something a first follow-up service would address easily) we have had a ride free from issues or complications.

SHIFTERS Shimano SLX 12-speed, I-Spec EV

OUR TAKE

CRANK E*thirteen E*spec Plus cranks, 160mm

Looking for a long-travel, self-shuttling rig with a huge range? Something that has a reliable and intuitive power delivery with a carefully selected choice of components? Well the Alpine Trail E2 has been a fuss-free rig that has performed well on a variety of terrains but excels at higher speeds and on big hits thanks to its long and stable geometry, premium suspension and strong tyres and inserts.

I have enjoyed the improvements Marin has made to the Alpine Trail platform, now suiting more rider styles thanks to its myriad of frame adjustments and low standover. This will be a staple platform for Marin for years to come.

CHAIN KMC E12S, e-bike specific chain

DERAILLEUR Shimano XT 12-speed, SGS

CASSETTE Shimano SLX M7100 cassette, 12-speed, 10-51t MOTOR Bosch Performance Line CX, 85Nm, 25 km/h top assisted speed BATTERY Bosch PowerTube 750 Wh DISPLAY Bosch BRC3100 Systems Controller REMOTE Bosch BRC3300 Bluetooth Remote 22.2mm clamp HUBS Shimano FH-TC500, 110x15mm/148x12mm, centerlock, 32H standard freehub body RIMS Marin aluminum double wall, 29” diameter, 32mm inner rim width, pinned joint, disc specific, tubeless compatible TYRES Vee Tire Co Attack HPL, E-Control compound, front 29x2.5”, rear 27.5x2.5” INSERTS Cushcore inserts front and rear!

BRAKES TRP DH-R EVO 4-piston hydraulic disc, 203mm, 2.3mm thick front and rear STEM Marin 3D forged alloy, 35mm HANDLEBARS Marin Trail, 35mm clamp, 7000 alloy bar, 800mm length, 20mm rise SEATPOST TranzX, YSP39 1x remote, 34.9 seatpost diameter, Travel S = 150mm, M/L = 170mm, XL = 200mm SADDLE Marin Speed Concept bikesonline.com.au

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MERIDA

BIG TRAIL 600

TESTER ANNA BECK / PHOTOS MIKE BLEWITT

THE CROWD FAVOURITE GETS ROWDIER!

T

he Big Trail is a bike we have ridden and tested throughout several evolutions of the bike. The new 2024 Big Trail marks the third generation of the model that promises to maximise fun on the descent while optimising geometry to ensure climbing to the top of your run isn’t a chore. At $2999 the bike packs a punch, begging the question: do I really need to spend a lot of dollar bills to have fun on the trail?

In 2021 I tested the Big Trail 500, and was pleasantly surprised at how fun a trail hardtail could be. With the release of the 2024 Big Trail, Merida has taken the fun-factor and upped it. Designed for a rider that enjoys challenging trails but doesn’t have the budget for a dual suspension trail bike, the 600 model on test was launched as a more premium option catering for dedicated trail riders 102

that are seeking a trail hardtail as n+1.

Featuring a sturdy double butted aluminium frame and a more progressive geometry than ever before, the Big Trail 600 is peppered with the good stuff: 4-piston XT brakes, a 140mm RockShox Pike, universal derailleur hanger and a 12-speed Shimano Deore drivetrain. It’s a very tidy package for the price tag.

The Big Trail rolls on 29” wheels across the range and the 600 sports Merida Expert TR2 rims and Shimano hubs, adorned with a Maxxis Minion DHF 2.5" tyre up front and Maxxis Dissector 2.4" on the rear (which is also the maximum size for clearance in the frame).

While technically you can mullet the Big Trail, a 27.5” rear tyre would reduce the bottom bracket height even more, potentially causing problems out on the trail. For those who want even more

capability up front, the Big Trail can support a fork length up to 150mm.

The new Big Trail has also implemented size-specific Merida Expert TR2 34.9mm dropper posts, with XShort featuring 150mm, both Short and Mid at 170mm, Long at 200mm and XLong at a huge 230mm. At my height, this isn’t such a big deal but for the long boys and girls out there having a full 200mm+ dropper makes a huge difference on the trail (just ask contributor Hayden).

A few nice design features for the new Big Trail include a trail mount on the underside of the top tube for carrying tools and spares, integrated fender mounts and even kickstand and rear rack compatibility for those using the bike for commuting or bikepacking adventures.

The 600 also features an integrated multitool in the rear of the saddle and a

4/6mm Allen key lever on the removable rear axle lever. Nifty!

The Big Trail uses Merida’s Wire Port headset configuration. This means that your gear, dropper post and rear brake cable go through the headset. This is a boon for aesthetics; the Big Trail has clean lines and looks to be all business, but time will tell if this is a source of pain for servicing.

Finally, those who enjoy long rides in hot conditions will be pleased to hear that all models have capacity for two water bottles in the frame. This is a feature not all will care about, but is personally very much a make or break feature when it comes to a bike purchase.

BEFORE WE HIT THE TRAILS Initially looking at the geometry chart I was on the fence about whether to select the short or mid-sized frame. Having ridden the medium on previous models, I decided to go with the mid size for comparison. At 168cm, Merida recommended the mid as a more ‘stability’ focussed option for a rider of 165cm and the more ‘balanced’ option for a rider of 175cm. Merida offers a size chart for riders, suggesting frame sizes for playful, balanced or a stable ride quality based on height.

The ability for a rider to ride several sizes is also delivered in part by the bike’s low standover height (from 715mm for Xshort to

729mm for Xlong).

First thing’s first: this is a long bike. The 2021 model in medium featured a long (at the time) 435mm reach, and the 2024 mid model extends that to 455. This is somewhat mitigated by an increase in stack height up to 645mm, which does allow some extra pop in the front end. But that increase in stack means that significant rider input is required to manage the front end.

While my first ride was with a full complement of spacers under the stem, this was the first thing I adjusted upon returning home. Reducing front end height does extend my reach slightly, but it allows a much more direct feel in the front end. Once I did this,

Anna Beck RIDING EXPERIENCE: Many years, many bikes and many disciplines GENERALLY RIDES: Santa Cruz Blur, Yeti SB 140 HEIGHT: 168cm WEIGHT: Wow, rude BIKE TEST TRACK: Bunyaville, Ironbark, and trails that will remain secret

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manoeuvrability was greatly improved and I felt much more balanced and at home on the bike.

While size specific chainstays are all the rage, the Big Trail range features 435mm throughout all sizes, translating to increased ‘flickability’ of the rear end and allows riders – especially smaller ones – to be able to move around the bike with ease.

Another thing to note for long riders is that the seat tube angle has increased to 76.5 degrees from 75.5 degrees. While this isn’t a huge change, it means that longer riders are in a more centred position while climbing. This is more efficient for pedalling and reduces the sensation of being behind the bike, produced by older geometries’ slacker seat tube angles.

ON THE TRAIL Specs and angles don’t neccessarily translate to an accurate representation of what we care about: ride experience. Throughout testing I put the Big Trail through its paces on multiple trail rides on local trail networks, fireroad epics, and on some off-piste skid trails not frequented by many.

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Once we had dropped down the front end we found the bike much more capable as an all-rounder: it’s still a reluctant climber but that is wholly due to the hefty build rather than geometry. As is the case with everything in bike-land, it’s a case of give and take, the robust frame and beefy tyres certainly add weight, but also mean that this is a bike you’re unlikely to snap if you come up short on a jump (and I did…). The Maxxis Minion DHF/Dissector combination allows a level of confidence and poise when riding through steep, rutted, secret-squirrel skid tracks that would be lacking if the Big Trail was shod with lighter, faster rubber.

The long dropper allows clearance for these steeper trails, and combined with the 40mm stem and wide (780mm) bars with 30mm sweep, the Big Trail really sets you in the optimal position to weight that front wheel and get the most out of the fork in unforgiving conditions.

The RockShox Pike is evidence of a well considered build choice for the Big Trail, and takes the bike's capacity for fun up to the next level. The Pike features a compression adjustment dial which can be adjusted on feel,

allowing a much firmer platform for climbing.

If things do get a bit rowdy on the trail, the four-piston XT brakes with 203mm rotors are there to pull you up in time, they have the sharp stopping power and bite that Shimano brakes are known for.

In terms of drivetrain, the 12-speed Deore drive train is unassuming and just works. I appreciated Merida up-speccing the brakes, as well as keeping the Deore throughout the drivetrain without down-speccing the cranks or cassette.

The choice to use a 32t chainring up front with a 10-51t cassette meant that you could power up almost any climb. Overall, the drivetrain wasn’t really something I thought about at all during my time on the Big Trail, which is a sign that things were doing what they needed to without fuss.

However, everything is a compromise and the Merida Big Trail has specced a Merida Expert TR 2 dropper, which worked reasonably well most of the time. Despite adjusting cable tension and playing around, we did find return to be on the sluggish side, and this isn’t something that’s an

easy fix. If you’re buying this bike, I would ride it until the dropper dies, then replace it with another option that offers a quicker return.

OUR TAKE The Merida Big Trail 600 is a thoughtfully designed and specced bike that has evolved into a ripper of a sled with so much versatility.

Want to do shuttles? No problem, the geometry, rubber and Pike will take care of some solid level of tech or big flow lines. Want to do some more cross-country or all-day riding? Absolutely, just whittle down the rubber to help it ascend a bit better and you’ll have a ball. Want a bike to take you on a long bikepacking adventure? No problems, the Big Trail even features rack mounts and capacity for two bottles, a spares mount and features a multi-tool as part of the package.

Overall the Big Trail is a heck of a bike for the dollars, but it’s also just a heck of a fun bike to ride.

RRP $2999 WEIGHT 15.4kg (as tested) AVAILABLE SIZES XShort, Short, Mid, Long, XLong FRAME MATERIAL Aluminium, 29x2.4” maximum wheel, boost FORK RockShox Pike, 140mm SHIFTERS Shimano Deore DERAILLEUR Shimano Deore CRANK Shimano Deore 32T CHAIN KMC X12 CASSETTE Shimano Deore 10-51T (12spd) HUBS Shimano TC500 SPOKES Stainless steel RIMS Merida Expert TRII TYRES Maxxis Minion DHF/ Dissector BRAKES Shimano XT/203mm rotors STEM Merida Expert eTRII 40mm HANDLEBARS Merida Expert TRII, 780mm, 30mm rise SEATPOST Merida Expert TRII SADDLE Merida Comp SL www.merida-bikes.com/en-au

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Photos: Anna Beck

IT’S TIME

FOR SOME SPECIALE PEDALS

Refined, innovative design, adjustable, and serviceable

Mud-clearing champion

Servicable cartridge bearings

Brass cleats wear faster

Slightly more expensive than others on market

RRP: $310

www.sram.com

SRAM is peddling their latest range of Time pedals and supplied AMB with their workhorse trail version – Time Speciale 10 – for review. The Time Speciale 10 represents the first release of Time pedals under SRAM. The ATAC pedal debuted in the mid 90’s and has been refined over time to become a top performer in the category. In a case of ‘if it ain’t broke don’t fix it’, the changes are largely cosmetic.

The Speciale 10 is a 6106-T6 aluminium-bodied mid-sized trail pedal. For the weight weenies among us, there is also a titanium axle version – the Speciale 12. The Speciale 10 is available in small (64x80mm, 392g/pair) and large (tested, 69x90mm, 409g/pair). SRAM states that the smaller pedals are optimal for trail and enduro, while the larger option is targeted towards enduro and downhill.

It’s notable that both the Speciale 10 and 12’s have a weight limit of 90kg, something for the clydesdales to take note of. The pedals came in retro purple anodising which appeals to me…but didn’t really match my bike. Fear not, my fellow neutral-hue crew, they're also available in raw alloy and dark grey for a more subtle aesthetic.

The pedal body features four 2mm hex head traction pins (per side) which come precoated in thread-lock compound. There are two turns of adjustment on the tiny 2mm hex bolt which makes a noticeable difference to release and entry force.

ON THE TRAIL On the maximum setting I found I needed to add a subtle twist of the shoe while mashing down on the pedal to engage them. This did, however, result in a more secure feeling when throwing the bike around in technical section. The minimum setting featured a significantly easier action, however I occasionally had an unintended release. The whole unit has a reasonably lean stack height of 18.3mm.

Clipless pedals are not only about the pedal: the other part of the system is the cleat. One of the most notable features of the system is the +/- 5 degrees of float in the cleat. If you have dodgy knees, these may be the pedal for you! The brass cleats are asymmetrical with either 13 or 17 degrees at release, depending on orientation.

While there is no instructions provided in the box, a QR code launches a tutorial video. So modern! This was worth watching as it identified that the left pedal has a small groove at the end of the axle and which way to orientate the cleats. I tested the cleats in both orientations with the smaller release angle away from the frame being my preference.

The traction pins didn’t interfere with the shoe while clipped in and are unlikely to unless the cleat recess on your shoe is especially deep. The pedal platform provided just enough support while riding clipped out and meant that the pedal wouldn’t roll underfoot when I didn’t clip in first go. Clipping in took some mental retraining, especially on the highest tension where I needed a slight twist to activate the mechanism. Given more time this would likely become a more natural habit (or I could run less tension).

VERDICT I really liked the well thought out design of these pedals.

They run on replaceable cartridge bearings, the brass cleat will not wear out the mechanism, they are mud-shedding heavyweights and feature the renowned Time float. The downside of brass rather than steel cleats is that they do wear more quickly, but replacing cleats is a lot cheaper than replacing the whole pedal.

Overall, the pedal provides functional durable performance system and one I wouldn’t hesitate to recommend. If you haven’t ridden them before maybe now is the Time…

Oppy Maierhofer 107

ROCKSHOX

PIKE D1: 3.1 CHARGER AND BUTTERCUPS

A TASTY FORK FOR A SUPPLE RIDE For over 20 years, the Pike has been getting it done on mountain bikes: trail bikes, slalom bikes, and jump bikes have all sported Pike’s, a testament to its versatility. In 2024, the Pike even finds itself refined enough to be found on capable cross-country bikes, adding to the increasingly blurred lines between disciplines.

We have a Pike Ultimate C2 on test, kindly sent out with 120mm, 130mm and 140mm Debonair+ air assemblies which are all sporting ButterCups (we will explain more on this later), meaning we could play around with setups. As tested, the Pike weighs in at a respectable 1887g, featuring a rotor size range of 180–220mm and is available in 27.5” and 29” options. Pike Ultimates will set you back $1805 and come with additional volume spacers, a fender and set-up info on the back of the fork.

Stanchions remain 35mm in diameter, giving the fork a stiff and precise feel. Like most RockShox, the lowers are torque-cap compatible, giving more hub-to-lower contact 108

and increased control. The machined lightweight crown on the Ultimate model looks gorgeous and shaves some precious grams!

The intended use will vary among riders, but the 120-140mm travel range allows aggressive XC through to Trail and end-light Enduro use. We have used the Pike Ultimate on a few rigs over the years, including on capable short-travel trail bikes such as the Forbidden Druid and, more recently, a steel ‘party hardtail’. We will be switching out our now aging but very much still plush and capable Pike Ultimate with Charger 2.1 to the 3.1 damper to see how it compares.

INTENDED USES 1. Trail Riding (Primary Use) The Pike Ultimate C2 is optimised for aggressive trail riding. It’s built to balance efficient climbing with control on descents, making it popular for riders who prioritise versatility

and adaptability on various terrain types.

Travel options typically range from 120– 140mm, which is ideal for trail riding, offering enough suspension to absorb rough terrain without being too heavy for climbs.

2. Light Enduro While it’s not a full-blown enduro fork like the Lyrik or Zeb, the Pike Ultimate C2 can be used for light enduro racing or riding, particularly in less extreme conditions. Its robust chassis and damper (Charger 3.1) make it capable of handling some aggressive riding and moderate jumps or drops.

3. Cross-Country For cross-country riders looking for more plushness and control on rougher courses, the Pike Ultimate C2 can be a good choice.

However, it’s slightly overbuilt for pure XC use, so it’s more suited to riders who tackle technical XC trails or who prefer a beefier fork for downhill sections and are happy with a

Photos: Jordan Riddle

slight weight penalty.

I was specifically looking at the advancements of the latest iteration of the RockShox Pike equipped with Buttercups and Charger 3.1 damper. The Charger 3.1 damper uses the same body as the Charger 3, with the updated internal architecture of the high and low-speed compression (HSC, LSC) assemblies, increasing the overall adjustment range. It has the same number of clicks as the Charger 3, but when LSC is set to open, it lets the damper fluid through rapidly to deliver a more supple ride.

The Charger 3.1 damper is available is available in Pike, Lyrik and Zeb Ultimate forks and as an upgrade for existing Pike, Lyrik and Zeb owners.

ButterCups were introduced along with the Charger 3, and have been extremely well received by riders at all levels and disciplines by reducing trail chatter and, in turn, fatigue while increasing control. Buttercups are vibration-dampening cups on the bottom of both the air shaft and damper that reduce feedback from the ground. A technology adapted by Rockshox after cutting wood with two chainsaws, one with a rubber-damped grip and the other without. Long story short, the tiny rubber of ButterCups results in a 20% reduction of trail chatter to the hands.

One of the primary goals of the Charger 3.1 was expanding the damper’s range, which will suit more riders of varying weights and styles, and increasing the oil flow through the LSC assembly.

This was achieved with a 68% increase in flow through the LSC, aiding the forks’ ability to move over low-speed terrain and bumps, increasing traction and reducing feedback.

RockShox expand on how the new damper upgrade works. "In traditional dampers, HSC and LSC are a part of the same flow network - adjusting one also adjusts the other," they say. "For example, you adjust your HSC because the fork feels rough or jarring on a trail (but felt great on the last one), and that also adjusts the LSC, which then can make the fork feel unsupported or floppy.

We call this 'cross-talk' - when one adjustment 'talks' over the other."

By designing the valves to be sequential, RockShox has the oil flowing through the HSC first and then the LSC. In low-speed movements the oil will flow freely through the HSC valve. Likewise, when the HSC valve is closed, oil is still free to pass freely though the LSC valve until a higher speed impact occurs which will be restricted and

will stop the fork from diving and blowing through the travel.

ON THE TRAIL Setting up a fork on a hardtail differs slightly from a dual-suspension bike. Typically, I will run my fork firmer so it doesn’t dive as much and alter the bike geometry, remembering that when you land or push into a turn on a dually, both ends squat (not always in unison). On a hardtail, it’s just the fork that dives, pitching you forward. As such, I run little to no LSC, so the fork remains supple; 3-4 clicks of HSC to keep it riding high and resisting big impacts, and all the tokens to again keep the fork riding high, but often limit the fork’s overall travel.

Having removed the older model Pike, I was tempted to just run the same settings and give it the beans, but I really wanted to see the difference between the HSC and LSC in both dampers, so I opted to try the recommended pressure of 85psi for my 74kg weight, which is higher than the recommended pressure of 100psi and what I normally run at 115psi.

The recommended 85psi was a little on the soft side for my ride style on the hardtail after a good climb and run. I quickly upped the pressure to 100psi and 3 tokens, and things started to feel more familiar on my series of test trails. The test trails in question have a good variety of janky sections, supportive features, and loose, choppy corners.

The Buttercup and Charger 3.1 damper-equipped bike is much smoother yet supportive! After some dial fiddling at both ends of the scale, we opted for a LSC setting of 0: adding +1 HSC the Pike was performing nicely. We found with the increased range of the HSC we were able to get the support needed for the big hits without added pressure or tokens. This, combined with the now more open LSC circuit means the sensitivity of the fork is like nothing else out there, it’s absolutely brilliant.

The Pike is equally as impressive under brakes and tipping into corners, far stiffer than and more precise than I was expecting, handling braking bumps nicely. What seemed like such a small upgrade to the Pike Ultimate resulted in a noticeable difference in feel and handling. The Charger 3.1 damper exceeded all our expectations and earned its spot as my versatile trail fork of choice.

Ryan Walsch 109

Photos: Elva Lefmann

TREK

RALLY WAVECEL

Improved aesthetics so you can look cool

Comfortable with improved ventilation and reduced weight

Extra safe

Not crazy light

Sizing can run small

The Trek Rally fulfils everyone's New Year's resolutions by being cooler, lighter and better looking.

At AMB we are no stranger to WaveCel helmet technology, having done a deep-dive into WaveCel upon it’s initial release, followed up with subsequent releases including the Bontrager Rally range. In 2024, Trek have made some changes to the Rally design and launched the helmet under the Trek banner for the first time.

We loved the earlier iterations of WaveCel helmet.

Bontrager's commitment to safety and pushing the bar in terms of technology was commendable, but the helmet itself was bulky and hot: two attributes that are less than desirable riding around in the Australian summer.

The launch of the Trek Rally has addressed some of the issues with earlier versions of the helmet, including reducing the weight and increasing the ventilation, as well as expanding coverage in the rear of the helmet and redesigning the visor for goggle compatibility.

A CLOSER LOOK

RRP: $229

www.trekbikes. com/au Weight: 358g (tested, size small) Sizes: S, M, L, XL

To increase ventilation, Trek has managed to increase the size of each ‘cell’ of the WaveCel, allowing more airflow while riding. We found this to bring the helmet closer in terms of ventilation and cooling than other helmet technologies such as MIPS or Lazer KinetiCore, and it didn’t get as noticeably hot as previous models of the Bontrager Blaze or Rally.

The WaveCel technology itself intends to reduce the damage from an impact by reducing rotational acceleration of the head. While (thankfully) I didn’t get to test this feature out, the new helmet has been rated 5 stars by Virginia Tech: the highest rating available from the independent helmet-testing heavyweight.

The helmet features a BOA retention strap, which was easy to use one-handed on the fly, and an easy to use Fidlock magnetic buckle (note: this is definitely a feature I would prioritise when selecting a child’s helmet to completely avoid the risk of skin pinching with a standard strap, for adults it’s nice to have but not a deal

breaker). The magnetic click was very satisfying, if that sort of thing is your jam.

The helmet comes with an integrated magnetic 'Blendr' mount for your GoPro, which is easily removed and reinstalled if you fancy yourself a bit of a videographer.

At 358g it’s not a boat-anchor of a helmet, but not ultra lightweight either. It’s just on-par with other trail helmets.

Notably, it didn’t feel heavy or awkward on my head and just did what helmets are supposed to do: hang around and be unassuming, and if you land on your head hopefully reduce injury severity.

Speaking of reducing injury severity, the updated helmet range has increased rear coverage to ensure more of your head is protected. This was addressing previous concerns with the Bontrager Blaze and Rally that had quite a high rear profile.

I really enjoyed the improved visor, which was larger than previous versions and had capacity for sunglasses or goggle storage with three position adjustment. I tested size small in ‘Keswick/Black’ which was a muted forest green with a grey/black ripple on the lower parts of the helmet, and understated gold and silver graphics. This new generation of Rally has upped it in the aesthetics department as well.

Speaking with Trek, they have had some feedback that the helmets tend to run on the small side and people with typically smaller heads have had to size up so it’s worth checking these out at a Trek dealer to dial in your size. I have a head around 55cm, and the small (52-56cm) had a fair bit of room, but often with helmets the shape of your head can be more important than overall circumference.

VERDICT All things considered, Trek have improved almost every aspect of the earlier Bontrager Rally WaveCel. With the new Trek Rally WaveCel Trek have released a design that has addressed all the key concerns that I had with earlier options, now offering increased airflow, reduced weight and improved aesthetics, making it look much more steezy on and off the trail.

The best part about the Trek Rally WaveCel, however, is just how forgettable it is – in a good way. You chuck it on, tighten it up and forget you’re even wearing a helmet, which is exactly the experience you're looking for.

Anna Beck 111

Photos: Anna Beck

GOODYEAR

WRANGLERS

Soft and grippy

Balanced transition between knobs

Holds you in uncomfortable situations

Weighty

Expensive

RRP: $129.95

https://www. goodyearbike.com/ wrangler/

Goodyear was part of our tyre test earlier in the year and both the Newton MTF and MTR left a good impression on Hayden Wright – however with their focus on intermediate to wet conditions, they left him wanting more in Queensland’s dry and rocky conditions.

The new Wrangler MTF and MTR continue Goodyear’s push for front and rear specific tyres, with a block pattern, rubber compound and carcass specifically designed to best suit each end of your bike. I tested the Enduro casing with a double 120 TPI layering, however there is a specific e-bike casing (Electricdrive) with an exclusive construction that has the weight of e-bikes in mind. For someone looking for a stronger tyre, it would be a good option even on an analogue bike.

The Enduro casing Wranglers are not designed to be light though, with the front tyre just under 1100g and the rear tyre at over 1300g. They measured at 2.44in on 30mm internal width rims, with a rounded profile in both the front and rear tyres. Installation was a breeze, both tyres went on without much trouble (easier than a lot of lighter tyres I’ve used) however would recommend a powerful airshot device to inflate them. Something to keep in mind if setting them up at the carpark. I tested these without inserts.

The front specific MTF has a 2-2-3 pattern with offset side knobs and Motocross inspired siping in both central and side knobs – all in the name of more grip and predictability. Whereas the rear specific MTR has a different pattern from the front, a 3-2-3 arrangement, with smaller gaps and bigger blocks to promote good rolling resistance and grip.

ON THE TRAIL The tyres that have been on my bike for the last year have been by far the most predictable and comfortable tyres I have ever used so jumping over to the Goodyears I knew the level of expectation was high – but Goodyear has been delivering high-quality tyres. The expectation was met with a high level of grip, predictability and confidence, which is exactly what you want from an Enduro specific tyre. Reliability? So far so good. For such a supple and

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pliable sidewall, both the MTF and MTR have been able to take everything they’ve faced in their stride.

I found it easy to build confidence in my front end thanks to the nature of the tyre, knowing it will allow for last minute line adjustments and maintain grip on the driest of conditions.

The siping on both central and side knobs have an extra edge of grip when you don’t expect much more from a tyre, allowing you to push your riding and your limits.

Very few tyres have delivered that sort of no holds barred grip in my recent experience, the ability to almost slow down time and hit the line you wanted…or not be scared of the line you ended up on.

Having been heavily influenced by Goodyear’s experience in motocross and designed with e-bikes in mind, the MTR pattern benefits uphill grip, with its dense central knobs, a real bonus for those with motor assistance.

Considering how soft the compound is (front being slightly softer again) the rolling speed is acceptable although not as fast as other tyres. I’d say that’s a good thing. MTR’s drop from central to lateral knobs is natural and a perfect match to the MTF, with a round profile that continues to communicate back how much grip is left and how close to failure it is – which is much further than expected.

VERDICT Unlike its brother Newton, the Wrangler is not all-or-nothing when it comes to braking bite, certainly rewarding those who have a more modular approach to their braking and prefer to keep the rear from locking up. This makes it perfect for the rocky and soft conditions that it was designed for.

The casing, just like other Goodyear tyres, is soft and supple, so if you’re a fan of stiff sidewalls, this tyre would not be your first pick.

For me though, the Goodyear Wrangler MTF and MTR are a very strong contender for best aggressive trail and Enduro tyres I have tried, and have earned their spot on my Enduro bike. Although not cheap (most tyres worth considering these days are well over $100 per tyre anyway) the Wranglers earn their price and so far, the wear has indicated that they will last long enough for me to see the value in them.

Bam Da Silva

Pirelli Scorpion Race S Pirelli Scorpion Race S Tester: Hayden Wright Tester: Hayden Wright Sizes: 29x2.5” (tested) Sizes: (tested) Weight: 1559 grams29x2.5” (DualWall+ Casing, 29x2.5”, Actual) Weight: 1559 grams (DualWall+ Casing, 29x2.5”, Actual) RRP: $129.99 RRP: $129.99 fesports.com.au fesports.com.au

PIRELLI Intro

SCORPION RACE DH S

Fantastic lean angle traction in soft soils

Durable casing

Long-lasting tread

Slow rolling speed

Sizes: 29x2.5” (tested) Weight: 1559 grams (DualWall+ Casing, 29x2.5”, Actual)

RRP: $129.99 fesports.com.au

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Intro S is the third and final tread pattern to be rolled out by Pirelli under their The Pirelli Scorpion Pirelli Scorpion S the is the final tread tomore be rolled out by Pirelli under their new ScorpionThe Race banner.

While ‘M’third and and ’T’ variants arepattern targeted towards various new Scorpion Race banner.

While the ‘M’ and ’T’ variants are targeted more towards various terrains and soil types, the ’S’ is unabashedly targeted at gravity riding in soft and loose conThe PirelliBy Scorpion Race DHsoil S and istypes, thetall third final tread Dualwall+ casings have a rubber sandwiched terrains theand ’S’pattern, is unabashedly targeted at gravity riding in soft insert and loose conditions. utilising anand open tread void of much siping or complexity compattern to be rolled out by Pirelli under their new between the two layers of canvas, designed to aid in ditions.

By utilising an open and tall tread pattern, void of much siping or complexity compared to the rest of the lineup, Pirelli has developed what they feel is the perfect tyre for Scorpion Race banner. thesketchy M Tand variants arehas developed sidewallwhat stability rim protection. pared the rest of and the lineup, Pirelli they and feelincrease is the perfect tyre for To further when conditions aretoWhile muddy, loose. targeted more towards various terrains and soil types,and the loose. tyre stability and increase robustness, the DualWall+ when conditions are muddy, sketchy S is unabashedly targeted at gravity riding in soft and casing also has a third layer of canvas throughout the Casings loose conditions.

By using an open and tall tread pattern, sidewall of the tyre, adding another layer of protection Casings As with the rest of the ‘Race’ line of tyres, the S is available in two casings. Their Enduro void of much siping or complexity toline theofrest of theand Allinoftwo thiscasings. casing does at a cost, with Ascalled with the rest ofcompared the ‘Race’ tyres, S issupport. available Theircome Enduro (EN) casing is DualWall and features two layers of 120tpi canvas, while the Downhill the lineup, Pirelli has developed what they feel is the the DualWall+ 29” variant weighing in at a hefty 1560 (EN) casing is calledand DualWall two layers of60tpi 120tpi canvas, while the Downhill (DH) casing is called DualWall+ featuresand twofeatures layers of a tougher canvas.

Both perfect tyre for (DH) whencasing conditions are muddy, sketchy and grams (actual). is called DualWall+ and features two layers of a tougher 60tpi canvas.

Both Dualwall and Dualwall+ casings have a rubber insert sandwiched between the two layers of loose.

Dualwall and casingsand have a rubber sandwiched between the two layers of canvas, designed to aid in Dualwall+ sidewall stability increase riminsert protection.

To further tyre staTREAD PATTERN canvas, designed the to aid in sidewall stability increase rim protection. bility and increase robustness, DualWall+ casing alsoand has a third layer of canvas To further tyre staCASINGS bility and increase robustness, the DualWall+ casing alsoand hassupport. a third layerofofthis canvas throughout the sidewall of the tyre, adding another layer ofOpen protection and tall is the name All of the game when it comes to throughout the sidewall of the tyre, adding another layer of protection and support.

All of this does a cost, the DualWall+ 29” variantthe coming in at a hefty Ascasing with the restcome of theatRace linewith of tyres, the S is available new Scorpion Race1560 DH S.grams As it is aimed specifically casing does come at a cost, with the DualWall+ 29” variant coming in at a hefty 1560 grams (actual). in two casings. Their Enduro (EN) casing is called towards performance in soft and loose conditions, the (actual).

DualWall and features two layers of 120tpi canvas, while gaps between the centre knobs are much larger than the Downhill (DH) casing is called DualWall+ and features what you would see on a mixed terrain tyre. This has been two layers of a tougher 60tpi canvas. Both Dualwall and done to allow the knobs to clear themselves of wet, sticky

dirt better while rotating, using the centrifugal force created by rotation.

By doing so, the tyre consistently maintains its performance throughout the entirety of a muddy trail rather than getting clogged up and progressively losing traction. The increased height of the knobs allows for better penetration in loose or wet soil, where a dry tyre would bottom out on the casing and, in turn, struggle to bite into the terrain.

RUBBER COMPOUND As I have mentioned in previous reviews of the Scorpion Race M and Race T (in issue 206 and 207), Pirelli’s new Smart Evo DH Compound found exclusively on the Race line of tyres is as soft as the rubber found on gravity tyres from the likes of Maxxis, Schwalbe or Continental. Its chemical grip has noticeably increased over the rubber used on the Pirelli Enduro line of tyres, thanks to its softer, gummier nature and tackier feel. This does come at the expense of wear life, but that is to be expected on a gravity tyre aimed towards racing. If they grip, they rip!

SETUP With relative ease, I mounted a 29” Scorpion Race S in the DualWall+ Casing on the front of my Stumpjumper Evo. While I did require two tyre levers to persuade the robust DualWall+ casing onto the Stans Flow EX3 Rims currently on my bike, the bead snapped into place and sealed up without a hitch. The measured width at 20PSI on the 29mm wide Flow rims was right on 2.5”. Throughout testing, I had the Race S paired with a 27.5” Pirelli Scorpion Race T on the rear, which I have been using consistently over the past 12 months.

ON THE TRAIL Like some kind of gift from the mountain bike gods, I was graced with a few weeks of wet weather during the beginning of my testing period on the tyre. This provided me with a mix of muddy, loose trail conditions along with the odd hero dirt ride - a welcome change to the bottomless dust and loose dirt I typically ride around home.

On one such wet ride with a group of mates (who were all running mixed condition tyres), I quickly surveyed everyone’s tread at the bottom of a relatively soft trail. All of their tyres were completely caked with dirt, to the point where they were almost slick. In contrast, the tread on the Scorpion S was almost entirely clear, proving that the tall knobs and wide spacing were working in perfect harmony to both provide grip while also remaining

functional through inclement conditions.

While descending, I really noticed and enjoyed how much lean angle grip there was on offer from the tall side knobs. While it took some commitment to engage the tread, once you got it to bite into the soil, the traction on offer was fantastic regardless of how soft or loose the dirt. Speaking of loose dirt, I was also pleasantly surprised by how much grip the Scorpion Race S provided on the extremely loose, dry trail conditions I typically ride.

The near bottomless nature of the rocky, loose soil I have on some of the local pirate trails was a great pairing with the tall, open tread pattern, giving more front-end grip than the mixed terrain tyre it replaced.

Unfortunately, all of this traction does come at a cost, most notably rolling speed. When you combine the weight of the tyre with the tall, soft knobs, what you get is undoubtedly one of the slowest rolling tyres I have ever used.

While this tyre is not aimed at climbing performance or pedalling efficiency, it is still of note. Furthermore, its performance on hardpack soils was less obvious compared to a tyre like the Scorpion Race M. The traits that help it to excel on softer soils also hurt it on hard surfaces, where the open tread pattern lacks contact and predictability.

VERDICT If you live in a place that has frequent rain, deep soft soil and generally loose conditions, swapping out the ‘one size fits most’ mixed condition tyres on your gravity rig for a Pirelli Scorpion Race S may lead to faster segment times and an all-round better experience when descending. Similarly, riders who take their racing seriously should keep a tyre like this at hand for the occasional muddy jaunt between the tape. In the right conditions, this tyre provides oodles of bite and does a fantastic job of taming the nastiest trails you can place in front of it.

Hayden Wright 115

MSR High quality tent built for everything but alpine camping

Stable, light and roomy

Purpose-built for bikepacking with its own luggage

Premium pricing

Bar bag may not suit all bikes and setups.

RRP: $1285 From: Spelean

HUBBA HUBBA 2 PERSON BIKEPACKING TENT

The art of multi-day rides does not need specific rules.

Bikepacking has been growing in popularity over the past decade, but my personal stance is that as the capability of our bikes has improved, so has the variety of equipment. While I didn't have anything strapped to my bike on overnight trips in the Snowy Mountains around two decades ago, I feel comfortable looking back on it as a bikepacking trip. And I feel just as comfortable doing the same for a trip last year using hotels – with luggage strapped to my bike. Suffice to say, bikepacking is as diverse as riders are. For those who want to make like a snail and carry everything with them, but not subject themselves to sleeping in a bivvy bag in a ditch, then picking the right tent is an essential item, along with a jacket, sleeping bag and sleeping mat.

A tent will be your home away from home – a place to sleep with room to store your gear, sort your snacks, and weather a storm. Tents can be heavy and bulky, but there's a huge range on the market that are light and compact, thanks to extensive development for the mountaineering, climbing and hiking communities. But as fussy bike riders, we have a few more additional

needs. What about shorter poles to pack better on our bikes? Can more weight be stripped out?

MSR have taken their iconic, free-standing Hubba Hubba tent and developed a bikepacking specific model. It's lighter, more compact, and is said to be a perfect tent for up to two people on a bikepacking trip.

A CLOSER LOOK The MSR Hubba Hubba 2 person bikepacking tent comes ready to go for newbie bikepackers. It's not just a compact 3 season tent, it comes with a waterproof rolltop bag and harness to attach it to your handlebars. The poles fold up to barely over 30cm, so the bar bag fits between drops and easily on flat bars. There are even spacers to give room for more accessories on your bars, and to reduce scuffing.

The tent weighs 1.71kg out of the box with the 8 included pegs and 4 lightweight guy ropes. This is a freestanding tent, but pegging it out means the vestibules are useful. As a proper two-person tent, each person has their own entry and vestibule. With a peak height of just over 106cm you've got room to sit up as well. Each vestibule can have the zip opened from the top for extra ventilation – and that's handy for sweaty, stormy nights.

SETTING UP THE HUBBA HUBBA Setup is simple, with the one pole fitting together to attach the inner to, and a cross pole to create extra headroom. The fly then attaches at each corner, before pegging out the fly and guy ropes as needed.

Bear in mind the floor is quite light – I'd recommend buying the MSR footprint for a longer life.

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ON THE BIKE I had the MSR tent loaded onto my hardtail, which has plenty of bar room and a fair number of cable outer and hoses flapping around. It was nice and secure but did still flop a little up and down. I could easily use some of the webbing to cinch it tighter to the bars, but this didn't change the fact that under compression the tent would buzz my front tyre. This is symptomatic of any bike with a short head tube and low bar height. Otherwise, the system didn't budge. With a couple of extra cinch straps it was rock solid, and on any medium gravel bikes or mountain bikes with headtubes over 120mm tall it shouldn't be an issue.

IN USE

VERDICT MSR makes great tents, and the Hubba Hubba bikepacking variant does the name proud. For anyone looking to get a tent, or a lighter tent, to see what bikepacking is all about – this is a very good tent to look at. Not only do you get a great tent design, but you get a way to carry it. If you are well and truly into the world of bikepacking, then that would also suggest you have the luggage and systems you need. So $1285 for a tent may seem excessive. Good equipment costs money, but I'd err towards the Sea to Summit Telos 2 for about $900 – or something more boutique at a lower weight if I was well and truly over the line with off-road multi-day adventures. As it is, this is a very well made piece of kit, and one that won't let you down when spending nights out – just double check compatibility on your bike if you're on a small frame size or run an aggressive position.

Mike Blewitt

Photos: Mike Blewitt

With two entries and generous vestibules, the tent is easy to get in and out of – even with two people. Being freestanding also means it›s just a bit easier to get along with. The internal space is pretty generous for the weight, and overall any fan of MSR's classic Hubba Hubba tent will get along with the 2 person bikepacking version just fine.

Mesh additions to the tent inner help with breathability, as do the fly openings that can open at the top as vents. There are inner pockets at each end, with little cord ports to keep them neat. There are two loft pockets and 4 different cords to use to hang things from.

With some gusty storms when I tested the tent, I was impressed with how secure the MSR Hubba Hubba bikepacking tent felt – but not surprised. Having used the original

Hubba Hubba on a remote hike in Tasmania, I know it's a reliable tent design, and that has not been lost when trimming this model back for bikepacking.

Using this tent in a Queensland spring meant a bit of humidity, and I did opt to have both vestibule vents well and truly open to maintain some ventilation. This is not a stuffy tent, it is just worth remembering that a lot of Australia's climate is warm.

Packing up went as expected. The generous bag is really easy to get the tent and pegs into, with the poles having their own bag that is held at the base of the bag for support.

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MAXXIS

HIGH ROLLER 3

Suitable for both wet and dry condition

Soft compound hooks up

High rolling resistance

RRP: $119–$134

lustyindustries.com kwtimports.com.au 118

The new Maxxis High Roller 3 is positioned right between Maxxis’ Assegai, their all-rounder, and the Shorty, their mud-shedding tyre. It’s designed as an intermediate tyre for downhill and enduro use. Relying on an open lug design with large shoulder knobs, Maxxis’ new gravity tyre promises plenty of grip and excellent clearance of sticky soil in wet conditions. The sturdy shoulder knobs don’t buckle or squirm in fast berms, ensuring good all-round properties for not fond of changing tyres all the time.

The tyre's versatility is perhaps why it's been seen on World Cup downhill riders' bikes through the 2024 season. There is even speculation that the tyre won a Downhill World Championships title this year under a rider sponsored by another brand; au contraire!

In terms of compound, the Hig hRoller 3 is only offered in the soft MaxxGrip compound, making it especially suitable for the front wheel on enduro and downhill bikes (I ran it on both ends).

There are three casings to choose from: EXO+, Doubledown (DD, as tested) and DH. Size-wise, Maxxis will be providing the High Roller 3 in 2.4” wide and both 27.5” and 29” versions. The High Roller 3 tips the scales at 1,277 grams in the DD variant, while the stiffer and stronger DH model weighs 1,376 grams.

When looking at the rolling resistance (based on feel, not lab testing), the difference between the Assegai and classic Minion DHF doesn’t differ too much on the loose over hardpack. Still, when discussing versatility, the High Roller 3 stands more with the Assegai than the Minion DHF. On the trail, the new Maxxis High Roller 3 has become the tyre I would put on when I’m not sure what to put on; this is a big call from me as I am from the old school camp of ‘if you can’t use a Minion DHF it's probably time for mud tyres, or the pub’. It generates consistent grip and excellent braking traction even in wet, unpredictable conditions, and the breakaway transition goes all the way to the edge, unlike the other High Roller models.

The mud-shedding properties exceed even the Assegai, meaning you may be able to get away without changing to full mud tyres should the conditions be that bad. I was impressed with the grip on Stromlo's dry hardpack (antigrip) and gravel berms.

The new Maxxis High Roller 3 is the tyre you put on when you don’t know what to put on. For those heading to Maydena this year for their Enduro Jam, the High Roller 3 would be an excellent choice, especially on the steep loam trails that can be full-on after a bit of rain. Going to Cannonball? Pack High Roller 3’s if you don’t know what the weather will hold.

Maxxis don’t just add another tyre to the range to up the sales; they listened to their pro riders to get feedback, and with the release of the High Roller 3, we all get to benefit.

Ben Morrison

The Spark Down Sleeping Bag — ultralight with the perfect warmth-to-weight balance for the backcountry — with responsibly sourced, water resistant down and bluesign APPROVED fabric.

www.seatosummit.com.au

R HOW TO – BIG ROCK GARDENS WORDS JARED RANDO

PHOTOS NICK WAYGOOD

iding rock gardens is by far one of my favourite things to do on a bike. The feeling of your suspension working underneath you, your bike wanting to go everywhere but straight and the unknown of just what might happen next make it super fun and scary at the same time.

The more suspension you have the easier it becomes, but when you approach into rock gardens with really big rocks, your body position and technique becomes even more important. Likewise, tackling rock gardens on shorter travel bikes also calls for your technique to be dialled to get through smoothly and stay upright!

Even on a downhill bike, technique is key to ride rock gardens smooth and fast, and there are some fundamentals which can help you along the way, especially when you have some big hits thrown into the mix. Here’s some tips for riders of all levels and abilities to help you get through unscathed.

STEP 1 – BODY POSITION As you enter any rock garden your body position is key. You need to be centered on the bike with your centre of gravity low and your backside just behind the saddle. I like to keep my knees out a little to offer some room for the bike to move underneath me and the majority of your weight centred through my cranks and not your arms. In this position, the bike is free to move around and you can shift your weight back quickly for the bigger hits as you roll through.

STEP 2 – KEEP YOUR HEAD UP AND SCAN FORWARD

This is really important, and the bigger the rocks, the more important it becomes. Scanning forward allows you to see what’s coming up and stay on your chosen line. The key to tackling the larger rocks is anticipating what’s coming up so you can get your body in the right spot and not simply plow into everything.

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STEP 3 – STAY RELAXED AND LOOSE

Staying relaxed and loose on the bike is really important but definitely counterintuitive! Staying relaxed will allow your bike to move freely underneath you, both sideways and front to back. The extra movement of your bike also gives you some extra ‘travel’ for your bike. This is really important on shorter travel bikes. Combining your suspension travel and bike movement underneath you with the extension of your arms and legs is what will allow your bike to go over the big hits smoothly and safely.

STEP 4 – UNWEIGHT AND LIFT YOUR FRONT WHEEL WHEN NEEDED

As you roll through and you’re approaching the bigger hits, unweight and/or lift your front wheel over the initial hit.

This is where it’s really easy to go over the bars.

By simply unweighting or lifting your front wheel, it will take the edge off the hit, allowing the back wheel to take the impact. This isn't great for your rear wheel but much better for your safety!

STEP 5 – GET YOUR WEIGHT BACK FOR THE BIG HITS

As you approach the bigger hits, you want to get your weight back and your butt behind your seat. This does two things –firstly, keeping your weight back makes it a hell of a lot harder to get thrown over the bars and secondly, having your weight behind the seat will allow the bike to move up underneath you so you don’t get smacked by the seat. Even with your dropper all the way down, this shift in body position is really important for the big hits.

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ADVENTURING 101: FUELLING LEGS AT THE PETROL STATION Planning a big day of exploring on two wheels? The humble petrol station can make a convenient pit stop for fuelling legs. Follow these essential nutrition tips to ensure you’re energised for the journey, no matter where you stop to refuel.

WORDS ZOE WILSON APD / PHOTOS ELLA BLOOR

THE BASICS OF FUELLING Just as you wouldn’t start a road trip with the petrol light on, don’t embark on a long ride without proper nutrition. It’s equally important to top up along the way. Petrol stations can be a treasure trove of fuelling options if you know what to look for.

So how do you choose? The big focus for fuelling long rides should be on easily digestible carbohydrates, adequate fluids to maintain hydration and a little protein to keep hunger at bay. Variety is also key to minimising ‘flavour fatigue’ and keeping things interesting.

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Using these simple principles, try some of the following options which are all readily available at the average petrol station.

HYDRATION ESSENTIALS Staying hydrated is crucial for maintaining energy and performance. At a petrol station, consider these options (but don’t forget about the tap where you can refill with plain water!).

Sports drinks: brands like Gatorade and Powerade replenish electrolytes and carbohydrates lost through sweat. They’re especially beneficial during long rides.

Low-carb sports drinks: if you want more control over your fuelling, opt for a low-carb sports drink. These allow you to separate fuel and fluids, adjusting your intake based on conditions—more fluid on hot days, less on cooler rides.

Coconut water: nice for a change in flavour, coconut water provides fluids and some electrolytes to help with hydration.

Caffeinated soft drinks: caffeine helps to reduce the feeling of exertion during exercise, meaning you can ride harder and longer. If you’re hitting a wall, there is nothing like the pick-me-up you get from a little caffeine and a soft drink is always

available at the petrol station!

Protein options: there are many protein-based options like protein shakes, flavoured milk and even juice blends. If you’re hungry-thirsty, this is a great option for a dose of protein and carbohydrate, particularly when riding at a lower intensity when the gut is more tolerant.

QUICK ENERGY BOOSTS Need an immediate pick-me-up? Try these options.

Energy gels and chews: you might be lucky and find some sport-specific energy bars, gels or chews in a well-stocked petrol station, providing a quick source of carbohydrates.

Bananas: high in carbohydrate, rich in potassium and easy to digest, bananas offer quick energy without the crash.

Simple sweets: treat yourself to red frogs or gummy snakes for a quick carbohydrate boost.

Bonus – these are easy to throw in the jersey and eat regularly en route!

SNACKS FOR SUSTAINED ENERGY When your energy dips, the right snacks can make all the difference. These options deliver a slower releaser of carbohydrate and therefore offer sustained fuelling.

Muesli or fruit and nut bars: easy to carry and packed with carbohydrates. There are lots of different options so go for one that suits your taste.

Trail mix: a mix of nuts, seeds, and dried fruits provides a balanced source of protein, healthy fats, and carbohydrates, making it a good option for a long, cruisy day out.

Savoury chips: savoury chips make a great option when you need a change from the sweet stuff. Go for something plain like Shapes or original salted chips to get the sodium from the seasoning and the carbohydrate from the chip itself.

Yoghurt or bircher muesli: depending on the petrol station, you may find options like bircher muesli, muesli and yoghurt or plain yoghurt.

These can make a good option for a pit stop during a more leisurely ride, delivering carbohydrate and protein for sustained fuelling.

Wraps and sandwiches: a wrap or sandwich filled with lean meat and salad is a great option for lunch on the go. There may even be the option to buy a bread roll and some jam, honey, peanut butter or vegemite to make your own for a more easily digestible snack.

THE BOTTOM LINE As you plan your next cycling adventure, remember that proper fuelling can enhance both performance and enjoyment. Petrol stations aren’t just pit stops; they can be your secret weapon for finding the right snacks and hydration to tackle any distance. With plenty of options, you’ll be able to find something that suits you and your body so you can fuel it in whatever way works for you.

Happy exploring!

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WHAT DOES IT TAKE TO WIN AN E-EDR? WE TALK TO RYAN GILCHRIST ABOUT TRAINING FOR HIS WINNINGEST YEAR YET WORDS ADAM KELSALL PHOTOS DAVE TRUMPORE

T

here’s no doubt the winner of this year’s UCI E-Enduro World Cup, Ryan ‘Gilly’ Gilchrist, is a beast physiologically! As if winning the World Cup wasn’t enough to prove that, a recent off-season KOM hunt around his local Coffs Harbour trails reveals Gilly dropping watt bombs that would be the envy of XC riders or track sprinters: 5sec power of 1400w, 30sec power of 953w and 60sec power of 672w. Insane!

Are Gilly’s fitness, power, skills and strength a product of nature or nurture?

The evidence suggests he chose his parents damn well with an old man who was one of the best white water paddlers in the world. He started riding at age 3, racing at age 4, kicked off mountain biking as a lycra-clad cross country kid racing his dad around local races until he got bitten by the BMX bug as a teenager and has been relentless and indefatigable in chasing his bike racing dream since.

Winning two World Cups, taking a podium in four others and winning the e-bike Enduro World Cup overall, what does his training look like? We took a deep dive with Ryan to find out.

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AK: Dude congratulations on a bonkers year on the bike! What was your favourite race and why?

RG: I loved Finale Ligure E-EDR World Cup this year. Finale is an iconic location and the trails this year were 'classic Finale'. To my advantage, the trails were quite pedally and physical, so I enjoyed gritting my teeth and doing what I do best; suffer.

AK: What was your favourite result this year and why?

RG: Winning 2 championships. Not one result but a culmination of years of hard work coming together in a (pretty much) perfect season.

AK: Hard question ... a lot goes into performance, especially over a whole World Cup season. If you were to put percentages on what contributes most to your performances over the year, how would you rate the following in terms of importance (and you only have 100% to play with over the whole lot)?

RG: Rest/recovery: 35% Zone training: 15% Gym: 10% Skills training: 25%

Confidence: 2% Coaching/mentoring: 3% Bike set up: 5% Mindset/mental performance: 5% AK: So the 2025 World Cup calendar has just dropped, and you would already be planning for 2025. Can you give us some insight into how you and your coach Jared plan training for the season ahead?

RG: Always starts with building a solid aerobic base, so lots of Zone 2 starting around new year. A lot of bike time getting the skills dialled in is in order too so I’ll be heading down to Maydena to spend some time there getting up to speed. After that, it’ll be all about adding discipline specifics like building up to a solid max power and having strong anaerobic fitness.

AK: When planning the World Cups do you plan to peak for certain races, or be good for the whole thing?

It’s very hard to be 100% all year round so it’s about building up to certain races in the year and balancing maintaining fitness and recovery between them for me. So focusing on staying topped up when the races are close together and putting in hard, well-timed blocks

when there’s a gap in the calendar (which there rarely is).

AK: You’re coached by Jared Graves, a legend of Aussie biking across so many disciplines – BMX, DH, XC & Gravity, he’s done it all! How would you describe Jarred’s coaching? And your coach-athlete relationship?

RG: Brutal but effective. Jared has me working very hard on both my physical and skill game. It is a full-time job and it’s a program that’s been tried, tested and developed by him and the Yeti team for over a decade, and the results speak for themselves.

AK: Without giving too much away in terms of power/heart rate. Can you give us an example of one session you use to train each of the zones?

RG: VO2 - 3hr road ride with a pile of long VO2 efforts Threshold - 30/30s (30sec hard, 30sec recovery repeated a bunch of times) Endurance - I’ve done a 6hr easy endurance zone Zwift before (Not joking!)

Anaerobic power - BMX gate starts Recovery - Feet in the air, 10 hours sleep,

midday nap, sauna, ice bath, massage, eat your body weight in white rice and beef mince, Superdust protein shake Skills - Timed runs on a short track AK: How important is nutrition to your training and racing and can you give us a broad oversight into what you focus on in training and then race week?

RG: Nutrition is very important. Your body needs fuel and the fuel you put in the car determines how it drives. Plenty of protein in training weeks, and plenty of carbs during training and racing. For Enduro, I’d say under-fuelling is a lot more dangerous than overfuelling. You don’t need to be a weight weenie for enduro. Yeti has the heaviest team in the World Cup and we do ok.

AK: How do you go about tapering into a World Cup week?

RG: I do what Jared tells me. Typical tapering means a reduction of fatiguing intervals and cutting down the kilometres. Keeping the body awake with fast twitch movements and rides, but mostly listen to the body extra carefully and pull the pin if I’m feeling the beginning of fatigue.

I perform best when I have a little bit of

fatigue in the system (obviously not too much). Having a negative, sometimes down to –10 training stress balance, on Training Peaks is where I perform my best. It feels counterintuitive but everyone is different and it works for me.

AK: There are so many frothing grommets in Enduro racing in Australia right now. Let’s say they are in that u15 to u19 age group, they are stepping up to the big leagues for Elite or World Cup racing soon. What advice would you give them around training?

RG: You should only be focusing on getting out on your bike and having fun. Ride your bike up hills. Ride your bike whenever you can. When you're 15-19 everyone is developing so don’t worry if you’re not world class at 15, you’re still a child.

Adam Kelsall is a UCI Level 2 Coach & Bachelor Sports Science (Honours) and coaches XCO, DH, bikepackers and sadly a handful of triathletes. He can be contacted via @adzapples on Instagram or follow @HeroDirtCycling on X

gritcoaching.com.au

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THE BALANCED BIKE: HOW TO SET UP YOUR SUSPENSION WORDS RYAN WALSH

PHOTOS JORDAN RIDDLE

Does your dual suspension bike feel balanced?

Does your bike like to buck you when you jump or just have a mind of its own? Here are a few pointers to getting your suspension dialled in and feeling more balanced, it will help you jump, corner and maintain traction better keeping even pressure on both the front and rear tyres.

As a bike mechanic and a qualified skills instructor, I am often asked about how to set up suspension and how to jump. The challenge when explaining either really depends on the rider's body position on the bike. If either the rider's body position or suspension are incorrect or unbalanced, the rider's centre of mass will be biased to the front or rear of the bike and make jumping and other skills difficult or unsafe.

I see many bikes come through my service centre with the rear shock far too soft and often far too slow. A bike with inadequate rear shock pressure will often understeer in a corner. With the rider's centre of mass being over the rear wheel, the front tyre will have insufficient pressure on it to grip.

Furthermore, when jumping, the rear will compress more and subsequently buck the rider forward or over the bars which could be counteracted by slowing down the rebound but not addressing the route cause.

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HOW TO CHECK IF YOUR SUSPENSION IS BALANCED There are some cool aids like RockShox’s Shockwiz that can help calibrate your suspension and collate data while riding in order to make setup suggestions through the app, which is super powerful but sometimes a bit overwhelming. Many stores will rent them out but if you want a simple low-fi approach, here is a simple one for you.

There are two very simple checks you can do at home with only a shock pump and some flatground or driveway. Firstly, ride along a fireroad or path, stand in the neutral position and stamp/press the bike down using the feet and hands. Drive the bike down into the ground and let it rise back up underneath you. What did you feel? Did one end compress more than the other? Did one endramp up more than the other? Did one end return faster or slower than the other?Jot these notes down and move to the next step.

Get your shock pump out and check the sag of your rear shock first.

Don’t use the manufacturer's recommended pressure, refer to the bike brand's suspension setup guide for recommended sag settings as each bike’s suspension design uses different leverage ratios. For example, my last two bikes used the exact same shock, brand, model, length and stroke. One required 225psi the other 148psi!

Let's assume your sweet new duallie requires a recommended sag of 30% and 200psi for your weight, your shock is a 210mm x 55mm stroke, and when you sit on it and bounce up and down a few times, push the o-ring on the shock up and then carefully hope off the bike.

At 30% there should be 16.5mm of space between the seal head and the o-ring. If so, the brand's recommendations are spot on, if not quite adjust accordingly remembering it’s a guide. Now that we have the rear sag set, let's move onto setting the fork’s pressure and balancing it with the rear.

Checking a fork’s sag is extremely tricky and the slacker/longer the fork the more the bushings want to bind and resist when you are standing in the neutral position on top of it. The fork is designed to take frontal impacts, when you are stationary above it will tend to bind a bit making it quite tricky to do. Almost all forks have a suspension pressure guide on the back of the fork leg and unlike the shock, it's quite accurate! Use it then try this simple method to check.

Drop the seat so it's level with the bars. Place one hand on the back of the seat, place one hand on the front of the stem where it clamps the bar. Brace and centre yourself and push down until your feet want to leave the ground. Does one end want to compress more than the other? If so, which one? Increase or decrease the fork until it compresses at the same rate front and rear. When it feels balanced, take it for a spin, get into the neutral position and press down hard again, what did you feel?

The inner ear is extremely sensitive and even the slightest bias to front and rear will be felt, you can also look down and do a quick visual on how much the front and rear suspension are moving.

Lastly we want to set the rebound: too slow and the wheels will never return quick enough in time for the next bump, too fast and you will be bouncing around glancing off everything in your path like a pinball. You want your rebound to be as fast as possible without being springy. Fast but controlled, not like the rear suspension of a 30 year old ute that’s soft and springing about after each bump. In, out and back to sag, no bouncing.

There you have it, a simple little exercise to get a balanced suspension setup. With a balanced bike, you will be able to corner and jump far easier and safer!

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