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5 LOOPS FIT FOR ALL THE FAMILY + GPS ROUTES SEPTEMBER 2021 l mbr.co.uk

TECHNIQUE

BOOST YOUR CLIMBING with Chris Akrigg

New kit from Evil, Pivot, Ibis, Transition & more

4 great bike parks you’ve never heard of How to fight fatigue Tested: Brilliant complete drivetrain for just £135!

BIK E T E S T

SPEED MACHINES! Fast and furious race bikes from Scott and Santa Cruz on test

IS MOUNTAIN BIKING A PANDEMIC WINNEE R OR L O S ER R? Investigating the state of our trails GROUP TEST

COOLEST SHORTS 0 of th latest pair on tes

FIRST RIDES FOCUS, FORBIDDEN AND MONDRAKER

Contents

ON THE COVER

Danny Milner carves through Surrey’s tropical rainforests.

Photo by Roo Fowler

SEPTEMBER 2021

FEATURES ON THE COVER

46 STATE OF OUR TRAILS 2021

The past 18 months have seen mountain biking booming, with more riders taking up the sport and more old hands returning. That’s great news, but how are our trails coping, are they cracking up under the pressure or are riders putting back more than they take away? Keen to find out, we got in touch with riders and trail groups around the country to try and get a snapshot of the state of the trails here, now, in 2021 ON THE COVER

30 FIRST RIDES

Forbidden’s new bike is the Dreadnought, named after a brutalist battleship it’s designed to blow the competition out of the water, using a high-pivot idler to reduce pedal kickback, a rearward axle path to take big hits and 154mm travel. Is it any good? It’s First Ride time to try and find out, alongside Focus’s Thron, a bikepacking-come-trailbike, and the Mondraker Crafty with real-world riding data

BIKES & GEAR

BIKES IN THIS ISSUE

ON THE COVER

57 HOTTEST BIKES FOR 2022

We’ve put together a list of the 12 best up-and-coming bikes for 2022, from XC and down-country whippets to full on enduro bikes, and everything in-between. With the Raaw Jibb, Pivot 429 and Guerilla Gravity Trail Pistol, to name just three, there’s definitely no shortage of scintillating new hardware coming onto the market next year. And with a bit of luck, they might actually be available to buy!

76 LONGTERMERS

PB has the new ‘Shigura’ brake mod up and running on his Haibike Allmtn 6 e-bike this month, splicing an SLX lever onto a Magura caliper. Now the wheels are falling off though, almost literally.

Meanwhile, Ben Day switches to flat pedals to try and stop his

Data logging comes to mountain biking, find out more on p34

lower limbs getting tangled up in the Vitus Escarpe, Ben Smith gets beaten up at BikePark Wales on his Kona Process, and Sean discovers that the Nukeproof Scout’s onestop-shop SLX drivetrain beats a more eclectic approach to speccing a bike ON THE COVER

80 PRODUCT

For less than £135 you can get a fully functioning drivetrain, with wide-range cassette, clutch mech and silicone-coated shifter paddles from Taiwanese brand Microshift. Called Advent X it could be the answer to the great

component drought of 2021. Plus we review the Dainese Trail Skins kneepads, ION K-Sleeve Amp pads, Scott Stego Plus helmet, Five Ten Freerider Pro Primeblue shoe, Stan’s NoTubes sealant injector, the Park Tool Bleed Kit, and loads more ON THE COVER

86 TESTED: BAGGY SHORTS The baggy short should sit in the top drawer of any mountain biker.

It’s also the first line of defence if you take a tumble, and the latest most modern shorts come with a host of performance benefits.

Check out 10 of the best from the

BMC Fourstroke 01 18 Focus Thron 6.9 38 Forbidden Dreadnought XT 30 Haibike Allmtn 6 76 Kona Process 134 Supreme 79 Mondraker Crafty Carbon XR Mind 34 Nukeproof Scout 290 Pro 78 Santa Cruz Blur XC CC XO1 AXS RSV 100 Scott Spark RC WC AXS 104 Trek Supercaliber 19 Vitus Escarpe 29 CRS 77 likes of Rapha, Endura, Fox, Troy Lee and Sweet Protection ON THE COVER

96 BIKE TEST: XC RACE BIKES

You could win Olympic gold on the Blur or the Spark, because they really are built for it. We’ve picked two of the newest thoroughbred XC race bikes and put them head to head. On test is the Santa Cruz Blur XC CC XO1 AXS RSV and Scott Spark RC WC AXS – both have full carbon, super-lightweight frames, electronic shifting, and 100mm travel. Let the Games begin!

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EDITOR’S LETTER

CONTENTS

Tom Tom club We’ve all had a heart-stopping moment like Tom Pidcock

T

Chris Akrigg’s tutorial on e-bike skills, p70

HOW TO

Canine capers at Dare Valley Bike Park, p14

ON THE COVER

26 BUZZ: FIT AND FAST – UNDERSTANDING FATIGUE Fatigue is usually the limiting factor on a ride. It makes sense to try and understand what brings it on, argues physiology expert Dr Shaun Phillips from Edinburgh University. He breaks down the causes of fatigue, from the climbs to the descents, the terrain, the temperature, what you eat and even how well you’ve slept the night before.

ON THE COVER

70 CHRIS AKRIGG’S E-BIKE SKILLS PART 2 Stop spinning those wheels on tough climbs and listen up! Trials wizard and mbr coach for the month Chris Akrigg talks us through his e-bike climbing techniques – how to moderate power, alter body position, and get maximum grip and fun out of your ride.

REGULARS 10 BIG PICTURES ON THE COVER

14 BUZZ – DARE FAMILY BIKE PARK Dare Valley Gravity Family Bike Park has a clunky name, but this smooth new family bike park is a must-see for new riders and those with kids. Nature reclaimed the hills above Aberdare for its own and among the bucolic beauty is a new blue trail and stonking trail centre, all accessed via Land Rover uplift.

44 MAILBOX Your letters, from sublime to hilarious.

110 MY BEST TRAIL Bernard Kerr – famous for his stoppies, his manuals, his LSD vlog and his sublime talent on a downhill bike – chats about his favourite trail, Rude Rock in New Zealand.

Figure out how to reduce fatigue with our guide, p26

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SEPTEMBER 2021

Editor, tor

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here was a moment in the Olympic XCO mountain bike race when Tom Pidcock was faced with something we can all relate to – the rider in front makes a mistake and only the sharpness of your instinct and reflexes allow you to avoid a massive accident. The incident involved Pidcock’s rival, Mathieu van der Poel, trying to roll a ramp that wasn’t there, on the Izu mountain biking course’s Sakura rock drop, and going over the bars.

Pidcock was right behind Van der Poel tries an him, but sensed impossible save while Pidcock reacts behind the impending crash and backed-off on the approach to give more room, which meant he could avoid the tumbling van der Poel and his bouncing Canyon. Women’s winner Jolanda Neff faced a similar situation in her race when Pauline Ferrand-Prevot rolled the ramp (now reinstated) and baulked Neff at the last moment. In this case the Swiss racer managed to huck off the side of the ramp and hold on to the landing – testament to her DH skills. I can’t imagine training for four (or, in this case five) years only for a freak moment to potentially ruin your race. In both scenarios the champions showed their class, by staying cool and improvising a solution. That’s good practice for all of us as mountain bikers – being prepared for the unexpected. It also showed the importance of something g fundamental to all the skillss advice we’ve ever printed – looking g ahead and staying loose.

Turn to page 42 for details

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BIG PICTURE

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Big picture Stones tingle the thin walls of the Ti down tube as he thunders down the trail. Unfiltered light penetrates the landscape from an empty sky. Tyres race looming shadows slung from nearby peaks.

Ambient temperature falls as the blue hour sets in. Body temperate is at an all time high. Cool air wicks sweat-soaked skin. Heart pounds and calves swell as he digs deeper, attacking punchy inclines in the trail. The end is near but the buzz will linger for hours.

Tristan Tinn

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BIG PICTURE

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Big picture There’s a fine line between confidence and cockiness, but by winning his self-predicted gold medal at the Tokyo Olympics, Tom Pidcock has made mountain bike history and catapulted the sport into the mainstream spotlight.

Coming back from a broken collarbone just eight weeks before the event, and battling a poor grid position, the 22-year-old Yorkshireman dominated the race, winning by a massive 20 seconds. In the women’s race, Malvernslocal Evie Richards rode brilliantly, holding second place for a while, before taking a superb seventh in seriously slippery and strength-sapping conditions.

Getty Images

S TA RT YO U R R I D E H E R E

Edited by Jamie Darlow

GEAR

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RIDES

FA S T & F I T

I N S P I R AT I O N

G E T S TA RT E D

DA R E

T O F L OW

The UK’s first family bike park boasts an uplift and a flowy blue trail to inspire and instruct

W

There’s fun on tap at Gravity Valley

ales is a land rich in bike parks. From Revolution and Dyfi in the north to BikePark Wales and Black Mountains in the south, the combination of great terrain, government grants and a strong riding culture has conspired to grow bike parks like bracken.

Now there’s one more to add to the list: Dare Valley Gravity Family Bike Park. It’s a clunky name, but the park is smooth and flowy, designed with mellow, swooping berms and comfortable gradients, it hopes to carve out a niche for itself as the family friendly bike park – the sort of place you could bring your kids and reasonably expect to drive away from without tears... or stitches.

“There was nothing in this area for families to ride when we started building the trail,” says Mathew Moses from Dare Bike Park. “You’ve got BikePark Wales just over the way, but at the time we were building the park, they didn’t have a family track.”

Built by Trailcraft – the vision behind Black Mountains Cycle Centre amongst others – the new track is owned by the local council. Pedalabikeaway – which also runs the the cycle centre at Cannop in the Forest of Dean, and Wye Valley MTB guided tours – will run you up to the top of the hill in its Land Rover and

Three young schralpers are getting ready to rip

T H E PA R K I S SMOOTH AND F L O W Y, W I T H M E L L OW B E R M S custom people trailer for £20, or £12 for under-16s. That’s for a morning session, during which you’ll get four runs in. Or push and ride up and you can ride the trail for free. The opening weekend is 7 August.

A kids’ uplift service? Surely the lazy little tikes can ride up by themselves like we used to in our day? To be fair, kids need uplift services more than adults thanks to their smaller legs and relatively heavy bikes. There’s little more

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I N T RODUC T ION

Aberdare’s new amenity is an asset to the community

FROM TOP TO BOTTOM, I T SWO OP S AND TURNS than one descent that’s doable if you’re pedalling up, is the counter argument.

Dare hopes to make a family uplift a more affordable option and in a less intimidating environment too.

Why Aberdare? The town is one of the most deprived in Wales, and the logic of locating here is to draw visitors to the area as well as provide the locals with an opportunity for exercise and to reconnect with nature. Its proximity

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to BikePark Wales – one valley over – can’t have hurt the town’s cause either.

It’s a well thought out plan, the visitor’s centre is new and welcoming, there’s a cafe that actually serves good food, and a pumptrack and ice cream for after the ride. On top of that there’s a new adventure playground for kids who don’t want to ride, and bike hire for those that do.

THE TRAIL

There’s just one trail, it’s graded blue, and this is a family-friendly venue with grassroots funding. Boring then?

Not a chance. The best blue trails are fun and safe enough for new riders to flow down, while still allowing more experienced riders to let off the brakes and ride to their limits. This is just such a trail. From top to bottom this trail

T H R E E G R E AT B I K E PA R K S YO U ’ V E P R O B A B LY N E V E R HEARD OF B I K E PA R K K E R N O W

Bike Park Kernow is smack in the middle of Cornwall. There are six trails to ride, two blue trails, two reds and one black, and while the longest is only 600m, they’re beautifully built and sit in stunning woodlands. The uplift is quirky, an old Unimog will tow you and the bikes up in a collection of farm trailers. The only trouble is, it’s booked up solid at the moment. Perhaps not so undiscovered then! £30 adults, £17.50 kids, open Friday, Saturday and Sunday.

T H E B U L L T R AC K

The Bull Track in East Sussex has jumps, berms, and more jumps – start off on small tabletops and you can progress up to big drops and step downs, road gaps and wooden kickers. There’s no uplift, but the climb back up is pretty mellow. You can now book using the Podium.zone app too. £7.50, open Wednesday, Saturday, Sunday.

M O U N TA I N V I E W B I K E PA R K

Another South Wales bike park that’s great for new or young riders. Start off on the 1km-long Tiger Trail with its berms, rollers and switchbacks. There are even North Shore options. Then there are the jump lines for more experienced riders, pump tracks, and a new visitor’s centre with cafe. £10 adults, £7 kids, £30 family of five, all for a three-hour session.

An uplift service is a must for a family-friendly bike park

Skills areas are sure to get the kids pumped

swoops and turns, is always fun but never unpredictable or likely to land you in too much hot water, despite the fact we topped out at over 45kph on the fastest section. It’s five minutes of some of the best blue riding we’ve tried. Twice on the way down, the trail splits into two, breaking off into a little pump-track-come-skills-area packed with tables and step-ups. Circle that a few times like you’re stuck in a Cardiff contraflow, break free and head on down the trail again.

Does one trail make a bike park? Yes, we think it does – there’s an uplift, the trail is actually really long and it’s ideal for families. Of course it would benefit from more trails of varying difficulties for riders to switch things up and try something different, but we’re sure that’ll come.

Twisting trails deliver helter-skelter thrills

“I’ll sample them all if that’s OK”

“How can we not when the trail’s this good?”

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GEAR

The bikes that won the Olympics Tom Pidcock raced on a de-badged BMC Fourstroke 01 with 100mm travel through an SR Suntour Edge shock with lockout, and a full carbon frame dropping the weight to 10.3kg.

The bike also features BMC’s integrated Race Application Dropper post with 90mm travel, one possible explanation for Pidcock’s choice of bike, given just how technical the descents were.

There’s no visible lockout cable coming from the 100mm SR Suntour Axon-Werx34 Boost EQ fork, however Suntour has confirmed to mbr that this is a new electric system, presumably with a wireless connection. Could it be a rival to Fox’s Live Valve where the fork’s compression damping automatically adjusts in real time?

Perhaps, but the more likely option is an electronic compression platform as the suspension was still active on the climbs.

TOM PIDCOCK’S BMC FOURSTROKE Last month Tom Pidcock told us he was going to win the Olympics.

He was confident in his form and ability, and undeterred by the collarbone break he sustained just eight weeks before the race in Tokyo. You probably already know the rest – Pidcock took control of the race halfway through and smashed the field apart, winning by 20 seconds. It would be Great Britain’s first Olympic medal in mountain biking.

Less certain though, was

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Pidock’s choice of bike. Team GB doesn’t have a mountain bike supplier, instead riders typically choose something from their own team or sponsor’s stable. All very well if you ride for someone like Trek Factory Racing, as Evie Richards does on its own XC bike.

Not so helpful if you race for road team Ineos Grenadiers, like Pidcock. Ineos emerged from Team Sky, the squad that propelled Chris Froome, Geraint Thomas, and Sir Bradley Wiggins

to Tour de France victories, it’s sponsored by Pinarello, and that very much makes it a roadriding outfit without an XC bike in its quiver.

Credit to Ineos then, that it let its young prodigy race the Olympics on someone else’s bike, a brand he had no sponsorship relationship with… but who’s?

Step forward Specialized.

And Scott. And BMC. The Yorkshireman could have raced on bikes from any of those brands,

he certainly has experience racing on the Specialized Epic with his erstwhile Trinity Racing team.

We’ve no idea though if he tested out the Epic for the Olympics, but what we do know is that Scott sent Pidcock a new Spark in preparation for Tokyo, which makes it very interesting indeed that the 21-year-old eventually opted for the BMC. Pidcock is serious about set-up. Just watch his YouTube video detailing the team’s week

JOL A N DA N E F F ’ S TREK SUPERCALIBER Jolanda Neff was imperious in Tokyo, beating the favourite Loana Lecomte and leading home a clean sweep for the

A closer look at the wheelset shows Pidcock was running prototype tyres from Continental. The tread pattern reveals it to be a version of the Race King tyre, and given just how hard he landed on the big drop where Mathieu van der Poel crashed, there must be some sidewall protection or tyre insert in the mix.

in Banyoles earlier this year, experimenting with multiple set-ups for the bike, dialling in the right bar height, suspension set-up and choice of wheels.

Given that attention to detail then it’s not a stretch to suggest he picked the BMC Fourstroke because it’s the better bike for him. Perhaps he figured it would work best for him on the technical Olympic course. This is what makes the choice so fascinating… and so unique.

Interestingly, Jolanda Neff revealed to Pinkbike that she raced without any kind of data – no power meter, no heart rate monitor, no computer – to help pace her efforts, and did it on “legs and...heart”. Standard stuff for the Swiss, who likes to ride on feel rather than instruments, we understand.

team’s Supercaliber, decked out in the stunning Project One First Light paintjob that Evie Richards also showcased.

Neff went for Bontrager Kovee XXX wheels and Bontrager XR2 2.2in tyres front and rear for the race, running an incredibly low 16/18psi front/rear. How did she get away with it, and not smash those rims to pieces of the van der Poel drop?

With Turbolight Evo inserts inside the tyres to defend the sidewalls and rims.

The Supercaliber has a unique design, whereby the shock is actually incorporated into the frame design to provide structural support. Called IsoStrut, it delivers 60mm travel, while the full carbon frame uses pivotless flex stays to minimise weight. Up front is a 100mm RockShox SID Ultimate SL fork.

Complete SRAM AXS drivetrain: XX1 175mm cranks, 32t chainring, rainwood colour throughout, and a 100mm AXS dropper post. The only exception is an MRP chain guide for the unusually rough course.

Jolanda Neff raced a size 17.5in bike, with 79psi in the fork, one volume reducing token installed, and 10 clicks of rebound, giving a sag of 18mm. That’s harder than usual, explains Jolanda’s mechanic Alvaro Domínguez, due to the hardness of the rock garden and the drops. The shock had 112psi, the large purple shock token in place, 9 clicks of rebound, and 8mm of sag on the shock’s stroke.

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Images: Getty Images

Pidcock opted for Scott’s component brand Syncros for its Silverton SL carbon wheels with co-moulded carbon spokes, and onepiece Integrated Cockpit bar and stem ensemble, the Syncros Fraser IC SL SE, finished off with ESI silicone grips.

Swiss riders, as Sina Frei took silver, and Linda Indergand securing bronze. Naturally, she raced on her Trek Factory Racing

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HOT STUFF

WHAT WE’RE EXCITED ABOUT THIS MONTH

MOST WA N T E D

H AY E S D O M I N I O N A 2 £ 1 7 9. 9 9 ( P E R B R A K E ) Want to ride faster? Then you’re going to need better brakes.

But better doesn’t simply mean more powerful – you also need enhanced control. And because braking starts at your fingertips, Hayes designed the Dominion lever to have the shortest possible bite-point, which in turn reduces the time it takes to apply the brakes.

The Dominion lever also has a low actuation pressure and reduced lever friction, making the lever effortless to pull, further enhancing brake modulation and reducing arm pump. Hayes calls this LoFi – low input, high fidelity. Not convinced? Try pulling your current brake levers 200 times in a row and you’ll feel your forearms light up – most of which is due to resistance in the lever or an overly strong return spring.

With the reduction in dead lever travel you can also run your brake levers closer to the handlebar, safe in the knowledge that they won’t bottom out on the grips, or worse, your knuckles.

There’s also an SFL (small finger Dominion levers engineered for shortest bite point

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lever) option that’s designed for riders with smaller hands.

Hayes pairs the same Dominion lever with a twin (A2) or four piston (A4) caliper, so you can tailor the power to your riding style or weight – or even mix and match calipers.

All Dominion calipers feature the Crosshair Alignment System where small grub screws next to the mounting bolts make it easier to line-up the caliper with the rotor and eliminate pad rub. The calipers also have rotating banjos for better alignment of the brake hose, regardless of the frame’s cable routing.

Rotors come in standard sizes, where the D-series design is purported to reduce noise and vibration, something that any wet weather rider will no doubt appreciate. Rotors are sold separately though, so if you’re keen to make the switch to the Hayes Dominion you’re going to need to factor in another £38.69 for a 180mm rotor or £42.99 for a 203mm option. hayesbicycle.com

G O L D S TA N DA R D

The famous Dorado Pro upside-down fork from Manitou has been relaunched, with 37mm stanchions, greater stiffness, reworked damping and travel ranging from 180-203mm. Air or coil spring version, 110x20mm thru-axle, Pro, Expert and Comp versions. £1,699, hotlines-uk.com

CANNON FODDER

From an old railway station to a global brand, this stunning book navigates a rollercoaster passage through the Cannondale archives – covering 50 years of success and failure curated into a fascinating historical document. cannondale.com

G O G G L E B OX

New huge-coverage sunglasses from Sungod. Called Airas, they’re cycling specific, come in both frameless and half-frame options and can be customised with a choice of lenses and frame colours. Lenses feature anti-fog coatings and hydrophobic treatment. £155, sungod.co

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S I L E N T RU N N I NG

VHS Slapper Tape is a chunky, stick-on chainstay protector, version 2.0 here comes with a wider 70mm base for better coverage, malleable silicone rubber, and softer air bubbles to absorb clatter. UV resistant, 350mm long, 10mm high, fits all chainstays. £24.99, cyclorise.com

L O U R I L OA D

The Huck-E Strap from Louri is super long, letting you wrap it around your e-bike’s oversized tubes and still have enough length to stow a spare tube and other tools too. Comes in three colours, 85cm long, machine washable. £22.99, louribike.com

S HOW E R S E E N

Based in Portland, Oregon, Showers Pass makes kit for riders, walkers and runners. Its orange Cloudburst jacket has great waterproofing and breathability figures, is made from a three-layer, four-way stretch fabric and uses fully taped seams. £175, showerspass.co.uk

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P E AT P E R F O R M A N C E

New from Peaty’s: Bicycle Assembly Grease, Speed Grease for bearings and bushings and Max Grip Carbon Assembly Paste. All are biodegradable and recycleable. Both greases use ester oil, which is electrochemically charged to stick to metal. £9.99 each, peatys.co.uk

F L AT S B AT T E RY

Bosch has a new power mode called Tour+ to manage your e-bike’s battery power and deliver more range to your rides. It does this by automatically backing off its power on the flats where you need it less, and piling it back on for the climbs when you do. £free, bosch-ebike.com

SKIN DEEP

One pack of Frame Skinz from Mucky Nutz contains 17 clear, adhesive patches to wrap your bike and protect your paintwork. The idea is you pick and choose the sheets you want and tailor it to your bike. Comes in clear gloss, matt, or print options. £25, muckynutz.com

M AV I C C R O S S M A X X L S 2 9 £ 6 9 0 Mavic released its first mtb wheelset back in 1996. Called Crossmax it was super light, used a square rim profile, thin ceramic braking surfaces and cool chrome-coloured stickers. In 1999 it added the first ever tubeless system to the design, UST, making it arguably the world’s most desirable wheel brand. Twenty five years later, Mavic hopes to return to the top, with this new lightweight alloy build.

The new XL S here has been designed not for the big hits that come with enduro racing, or the weight saving design required by XC, but something in the middle. Trail riding. To do this Mavic has made the rim width 30mm – pretty much the standard now for trail wheels, as a compromise between strength and

weight. Claimed weight is 1,790g, with the rim made from S6000 aluminium and the spokes steel. The Crossmax rim bridge is sealed, without spoke holes, meaning there’s no need for rim tape, and it also means you can replace those spokes without removing the tyre or disc. There’s even a couple of spares in the box, and they’re all the same length.

On the other side of that rim Mavic has machined the space between the spokes to reduce rotating weight, and to provide more responsiveness, it says. Tying it all together is Mavic’s own hub with ID360 dual ratchet freewheel, designed for reliability and to let you work on it all without specialist tools. mavic.com

Dual ratchet freewheel designed for easy servicing

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RIDES

KILLER LOOPS

The perfect place to start for new riders and young ‘uns – all killer, no filler mileage DUNSOP BRIDGE, LANCASHIRE 1 9. 3 k m ( 1 2 .0 m i l e s )

Fancy getting that out-there feeling without getting too far from civilisation? This is the route for you. The empty, grassy fells of the Forest of Bowland provide a gentle introduction to some of the North’s wilder scenery. Starting on farm tracks you’ll wind your way up onto Dunsop Fell before dropping off the front of it on fast, fun, flowing singletrack. If you want to keep the ride going turn into Grizedale forest for a trail centre fix.

GPS download bit.ly/Dunsop

The West Yorkshire moors: blooming good mountain biking

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WAT L I N G T O N , OX F O R D S H I R E 2 0.0 k m ( 1 2 . 4 m i l e s )

The Chiltern Hills have long been a refuge for riders in the South-East and their generally unintimidating nature makes them the perfect place to get your off-road fix. Most of the ride is on easy-going hedge-lined bridleway and farm track but there’s some tight and twisty singletrack tucked away in the trees to keep you on your toes. As the Chiltern Hills are made of chalk, exercise a bit of caution in the wet – things can get a little slippy.

GPS download bit.ly/Wattlington

L O U G H R I G G T E R R AC E , CUMBRIA 1 4 . 6 k m ( 9. 1 m i l e s )

There are few finer feelings than riding your mountain bike amongst mountains. You don’t even have to go up one to appreciate them either. Keeping to some of the lower fells this ride acts as a Lakes taster, hopefully whetting your appetite for bigger – and higher – days out. Being The Lake District there’s no avoiding some tough climbs, but there’s also plenty of rewarding descents. And views. And pubs. And cafes.

GPS download bit.ly/LoughriggTerrace

FOR NEWBIES CRANBORNE CHASE, DORSET 14 . 3km (8.9 miles)

Mountain biking in Dorset? We would.

Rubbish joke, but it’s true. Sure you’re not going to get mountains, long descents or wilderness but in between the well-tended fields and manicured estates are some superb singletrack sections and the rolling hills provide enough elevation to give your legs and gears a workout.

GPS download bit.ly/CranborneChase

OX E N H O P E , W E ST YO R K S H I R E 11.2km (6.9 miles)

The hills and dales of West Yorkshire mix sharp climbs and descents with flowing moorland singletrack. All of these elements feature on this ride. The climbs are generally pretty smooth, so while they have a bit of a bite to them they are manageable. Whizzing through the heather when it’s in full bloom is always a buzz and the descents pay back previous efforts with some real speed and chunky rock sections to test your skills.

GPS download bit.ly/Oxenhope

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FA S T & F I T

PA RT 1

H OW T O FEND OFF FAT I G U E

What makes us tired when we ride?

Pretty much everything, it seems, from the climbs to the descents, the terrain, the temperature and even how well we slept last night

N

o matter the trail, weather, your skill level or fitness, there is one thing all mountain bikers have in common; at some point, we will reach the limit of what our body is capable of. The tell-tale signs may be different; from bursting lungs to burning muscles to our mind begging us to ease back; but the outcome is the same – we are going to have to drop the intensity of our ride if we want to continue. We are experiencing fatigue.

The good news is we can normally keep riding if we ease back a little (as opposed to exhaustion, where we simply cannot keep riding at all). However, fatigue will still limit our performance, so it’s useful to try to understand it a little more in order to minimise its impact.

W H AT I S FAT I G U E ?

This may seem incredible, but researchers have not agreed on a universal definition of fatigue in sport

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and exercise. The lack of a universal definition is important for one good reason: how can you fully understand something if you can’t even define it?

The scientific literature is filled with dozens of definitions of fatigue, which are likely driven in part by the expertise of the scientists doing the research (e.g. a muscle physiologist will likely define fatigue with the muscle as the focus, whereas a cardiovascular researcher may focus on that system as the source of fatigue).

W H AT C AU S E S I T ?

There are a multitude of influencing factors. In fact, the range of factors that can influence how an individual experiences fatigue during training or competition is almost unlimited.

Broadly speaking, though, they can be broken down by the individual, the environment and the activity – see table.

THE INDIVIDUAL

THE ENVIRONMENT

THE ACTIVITY

Age

Temperature

Exercise intensity

Gender

Humidity

Session duration

Training status

Altitude

Type of muscle contraction (static, dynamic, concentric, eccentric, etc)

Training history

Wind/rain

Speed of muscle contraction

Health status

Terrain (dirt vs. gravel vs. rocky vs. muddy, etc)

Metabolic demand (e.g. calorie use, carbs vs. fats)

Injury history

Topography (short, steep vs. long, gradual climbs; nature of descents, etc)

Work-to-rest ratios

Diet

Presence/absence of spectators

Competitor-driven demands (race tactics)

Sleep pattern

Presence/absence of competitors

Importance of the event

Use of medications

Presence/absence of co-riders

To further complicate matters, any and all of the factors in the table above can influence one another, meaning that you must look at the overall picture in order to understand fatigue in any given context. Mountain biking is a prime example of this, as there is one person on the bike (so all of the INDIVIDUAL factors are relevant), it is a sport hugely affected by the ENVIRONMENT, and it is a physically demanding activity requiring a host of different physical attributes from the whole body (ACTIVITY). We could even add a fourth category of EQUIPMENT to cover all of the influencing factors associated with the bike and rider gear, but we won’t go there!

HEADS, SHOULDERS, KNEES, TOES (AND E V E RY W H E R E E L S E . . . )

Fatigue is multi-factorial and a headache to define

Tiredness can rapidly ramp up in hilly terrain

The third challenge is that fatigue can occur in pretty much any body system, organ or process, and the fatigue you experience will almost always be affecting more than one system/organ/ process. Of course, riding a mountain bike relies on appropriate contractions of the leg muscles. For those contractions to occur, electrical signals must originate in your brain, travel down your spinal cord, through peripheral nerves in your lower limbs, and into your leg muscles. This stimulates complex chemical processes within your muscles that enable them to contract. So, any disruption in any of these processes can cause fatigue.

But it’s more than just that. What if it’s a hot, humid day, and you are losing a lot of fluid trying to regulate your body temperature? Or how about a strong, persistent headwind, causing you to expend more energy than you anticipated? Perhaps your riding partner switched the route on you at the last minute, so you’re now doing much more aggressive climbing and descending than you’d anticipated. Now, as well as

FAT I G U E C A N O C C U R I N A N Y B ODY SYST E M , ORGAN OR PROCE SS those electrical signals, you’ve got your cardiovascular system (temperature regulation), energy availability (headwind), and anaerobic/aerobic systems (climbing/descending) involved too. Hopefully you can see how easily the number of body systems, organs and processes potentially involved in fatigue, can exponentially increase.

TA K E - H O M E M E S S AG E S

Learning a little about fatigue in sport and exercise can give us a real appreciation for and celebration of the amazing machines that are our bodies, and the truly whole-body demands and benefits that mountain biking can afford us. In the next issue we’ll look at what we can do to adapt our riding to stave off fatigue, but in the meantime remember:

FAT I G U E I S A C O M P L I C AT E D T H I N G

It’s complicated in part because we can’t fully define it, there are many factors that influence how it manifests, and it can affect almost any region of the body.

To home in on how fatigue may be affecting you, think INDIVIDUAL, ENVIRONMENT, and ACTIVITY (and EQUIPMENT, if you’re feeling brave!).

YO U R E X P E R T DR SHAUN PHILLIPS Shaun is an old hand at understanding fatigue – a senior lecturer in Sport and Exercise Physiology at The University of Edinburgh, with over 12 years of experience teaching and researching. He’s new to mountain biking though, and thoroughly smitten.

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I N S P I R AT I O N

“ W E W E R E L AU G H E D AT A S W O M E N , C O N S TA N T LY. B U T N O W I T ’ S U N D E N I A B L E : I F YO U ’ R E G O I N G T O S AY W O M E N ’ S R I D I N G I S N ’ T I M P R E S S I V E T H E N YO U ’ R E LIVING UNDER A ROCK” Canadian DH racer turned freeride star Micayla Gatto tells us about the mixed-media edit that made her famous, riding at Red Bull formation, and her Type Z personality You started out as a World Cup racer, and a really successful one. Why did you leave that life?

My last World Cup season was in 2014 and I crashed really hard at Wyndham.

I destroyed my hip, got a separation in my shoulder, but the bad thing was I got a really severe concussion. I suffered from post-concussion and I took a full year off. I lost my mountain bike sponsors and kind of went to ground zero. I couldn’t get on a mountain bike team that winter. And it gave me time to really reflect on what I’d accomplished and where I was at in my career and where I wanted to go with it. I’d been to all these places, travelled the world since I was 16, never making a dime, working three jobs to maintain my top 10 ranking.

I’d accomplished everything I wanted to without taking it to that next level of training and sacrifice.

Did that crash end up being a good thing then, in a perverse way?

The injury, as horrific as it was, was an amazing thing that forced me to take a step back and look at what I was doing. There was a moment of identity crisis. You don’t realise how much you were forcing something until you’re out of it. You ignore the signs and put up with the struggle. Forced change is uncomfortable but it’s what you need to gain perspective. A lot of people have decided to change their lives after Covid, prioritise their own happiness and self care over making money.

I wanted to dive more into the culture and people and experience of these places rather than just showing up and racing and going home. I felt like it was time to incorporate more of my creative side and my art, as I’m an artist too, and I felt my life was really imbalanced.

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Is that where the idea for Intersection began, the video edit where you ride through your artwork?

Yeah, getting into the media side of things was actually harder than I thought though. I had all these ideas for edits but didn’t know how to approach anyone. I just had this idea and waited for something to happen – looking back I’m like, no, nothing comes to you for free, you have to go out and get it.

So 2016 was a fail. Then I got onto Diamondback, Lacy Kemp was my manager, and Red Bull said they wanted to do a project and we came up with the idea of Intersection.

And the Ferda Girls edit?

Summer 2017 is when it all came to fruition. I solely give credit to those two edits, after that people were coming Gatto has turned to freeride after her accident in 2014

Women’s freeriding is growing rapidly thanks in part to Gatto

up to me asking for advice on women’s riding. Ferda Girls created an entire movement, it was right place, right time, during the #MeToo movement.

It catapulted me, Micayla’s back. And it’s just snowballed from there. Intersection won Banff Mountain Film Festival’s Best Mountain Sports Film Award, and Ferda Girls won Crankworx Dirt Diaries award, and then I did another India edit – and I’d found my calling.

After that, I was like ‘What the hell was I doing?!’ No disrespect to racers, but I’m so much more of a creative now.

Looking back on the racing, it was not playing to my strengths at all. You have to be Type A, and I’m not, I don’t even know what I am, type Z maybe. Haha.

We didn’t see you at Red Bull Formation freeride event this year I was the only girl from the original Formation not to get invited back, which I found very confusing. Especially as the girls voted I had the gnarliest line. And as it’s a progression session – I didn’t ride one of the drops I’d built, but in my eyes there was no requirement to do a top to bottom run. I pushed myself as hard as I could, if you’re not failing you’re not pushing, so the fact I got

Tell us about the Dark Horse Invitational, later in August I’m just stoked to be there, I don’t want to think of it as a competition as I don’t want to put expectation and pressure on myself. But when I’m there, I’ll love the dynamic of ‘she can do it, I can do it’ and your progression just skyrockets when you get a bunch of girls and guys together. It raises the bar so much faster than going to a bike park by yourself.

The Dark Horse is based off the Fest series, so it’s rider judged. In the past, there hasn’t been a lot of encouragement and recognition of rider talent, lifting each other up. Now that’s all changing, it’s really important to

NOW T H E R E ’ S A LOT OF AT T E N T I O N B E I N G P U T ON WOM E N ’ S F R E E R I DE have women recognising other women’s abilities and successes.

How big is women’s freeride now?

The progression in the last two years has been insane, giving women the spotlight, then other girls see it and go try it. It’s grown exponentially.

The mtb industry hops on trends, a few years ago it was all about enduro, now there’s a lot of attention being put on women’s freeride. It’s more than it ever has been, and you have all these events starting to crop up, like Mons Royale’s Progression Session in New Zealand, Dark Horse, Formation, and Big White Slopestyle has a women’s category now, and Nine Knights has that, and Proving Grounds has a women’s section.

Is women’s freeride downplayed?

A few years ago it was like, ‘well the women aren’t doing as big a stuff as the

men,’ and ‘that’s embarrassing because you’re not doing backflip tail whips’ – that’s garbage.

People were very unresponsive and unencouraging. We were laughed at.

Yes we were behind the men, but being laughed at and discouraged is no way to grow a sport.

Now it’s undeniable, if you’re going to say women’s riding isn’t impressive then you’re living under a rock. Vinny Armstrong’s whips are in that top 10 percentile of riders, men and women.

So no, you don’t even have any legs to stand on anymore. Sit down, bro.

Do you still have something to prove in mountain biking?

A big part of what motivates me is normalising things that would generally be stereotyped as more male-centric.

Since the beginning of time women have been told they can’t do things, they’re not strong enough or smart enough or it’s not safe if they go out by themselves. It’s a mindset to feel like we need a male presence.

I want to smash that down a bit – you have the resources to go out and do these things safely without having to rely on anyone but yourself.

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Paris Gore / Red Bull Content Pool

scared and couldn’t overcome one of my features showed I was out of my comfort zone. I was super gutted though, I spent time being sad about it. It sucks, but that’s the game, that’s just the way it is.

I don’t want to take any shine off this year’s event though, everyone invited deserved to be. And I want to be invited back! The competition is stiff, there are a lot of amazing girls and I guess they saw potential in others. They 100 per cent should have been there, so all you can do is work harder.

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SWINGING A LEG OVER WHAT’S HOT THIS MONTH

FORBIDDEN DREADNOUGHT XT £6,399 / 2 9in / forbiddenbike.com

NEED TO KNOW O Named after a destroyer, the Dreadnought is the big gun in the Forbidden range O A 100 per cent rearward axle path delivers 154mm of travel O High-pivot idler design dramatically reduces pedal kickback O Full carbon frame construction gives a 3.32kg frame weight O Updated sizing makes a medium Dreadnought equivalent to a size-large Druid O Currently available in two builds, XT or SLX, with a frame-only option for £3,399

High-pivot idler design allows for rearward axle path while reducing pedal kickback

Forbidden’s launched a new enduro machine; will the Dreadnought rule the trails?

F

orbidden now has a big gun in its fleet. But who needs the Dreadnought when the Druid is already billed as being so capable? In short... everyone.

Let me explain.

In many ways Forbidden painted itself into a corner with the Druid, kinda like when your only tool is a hammer, everything starts to look like a nail. That’s not to imply that the 130mm-travel Druid is a blunt instrument, far from it. It’s just that the Dreadnought is more refined.

When Forbidden only had a onemodel range, the Druid had to cover everything from trail to downhill.

And even if you believe in high-pivot witchcraft, that’s clearly a stretch of the imagination by anyone’s standards.

In fact, Forbidden did a good job of convincing riders and journalists that the rearward axle path is so efficient at gobbling up the chunder, you really don’t need anything more than the Druid. The truth is, it doesn’t matter

what path the rear axle follows, you only have the travel you’ve got. And given that Forbidden measures travel along the arc of the axle path, not vertically, you’ve actually got less than you think. Also, it’s telling that almost everyone that rides the Druid hard switches to a coil shock to make the suspension work better.

Then there’s the weight. The size large Dreadnought XT tips the scales at 15.68kg, which is ballpark for a big-hitting enduro bike at £6k. Yes, it’s 800g heavier than the Druid, but the Dreadnought frame is longer, the bike comes with heavier-casing Maxxis tyres, a beefier Fox 38 fork, more substantial Float X2 shock and bigger Shimano XT rotors for extra stopping power, so the Dreadnought is always going to weigh more than the Druid.

The actual difference in frame weight?

It’s only 260g. So in short, the Druid is portly for a trail bike, the Dreadnought competitive for an enduro race rig.

When I tested the Druid last month, the size large felt a little small and even though I’m only 5ft 11in tall I could have easily ridden the XL, which is the biggest size Forbidden offers. Sizefor-size the reach measurements on the Dreadnought are 20mm longer, so there’s no need to upsize. The rear centre measurements are still size specific and have also increased in length to help maintain the desired balance with associated increase in front ends.

And while both bikes share a similar silhouette, the suspension on the Dreadnought isn’t simply a longer-travel version of the Druid.

Yes, it still has a 100 per cent rearward axle path, but it also has less initial progression and more end-stroke progression. Anti-squat is similar to the Druid at sag but then it falls away more sharply deeper in the travel.

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The design of the Float X2 also makes it easier to see the O-ring

The Dreadnought felt more agile than the Druid Both bikes also run different-stroke shocks: the Dreadnought gets a 205x65mm Fox X2 while the Druid runs a 210x55mm Fox DPX2. Due to the difference in travel, though, 130mm versus 154mm, both result in the same leverage ratio. Critically, the Dreadnought gets a metric trunnion-mounted shock, so it’s rotating on bearings rather than bushings, which makes the suspension much more sensitive off the top. Also, because the Fox X2 has the piggyback on the body end of the shock, not the air-can end, like on the DPX2, the O-ring on the shock body isn’t obscured by the frame, which makes suspension set-up and travel-usage assessment easier.

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The Dreadnought holds its course equally well on calm or choppy trails

SPECIFICATION

e*thirteen LG1 chain guide increases chain/ chainring overlap

The final nail in the coffin for the Druid is that Forbidden has killed it with the shock tune on the Dreadnought. So rather than running all of the dials wide open, as with the DPX2 on the Druid, you can actually use the four-way adjustable X2 shock on the Dreadnought to finetune the ride characteristics of the bike.

HOW IT RIDES

The Dreadnought is a big bike, no two ways about it. And because the chainstay length grows by 15mm at sag, the static 1,283mm wheelbase on the size large doesn’t tell the whole story. The bike feels very well balanced though, and that’s because Forbidden isn’t simply growing the front end as you go up through the size range; its proportional sizing also increases the rear-centre measurement, guaranteeing that weight distribution is matched across all four frame sizes. So not only does every rider get the same experience regardless of height, you can choose your frame size based

on your preferred riding style safe in the knowledge that you are not compromising on the overall balance of the bike. In fact, I had the opportunity to ride the size large Dreadnought back to back with a size medium, and felt equally comfortable swapping between both sizes. Yes, the smaller size was more agile and easier to flick around tight turns, the large noticeably more stable and better suited to faster, more open trails. Also, the Dreadnought is compatible with the Ziggy Link, so if you want a more agile ride, or struggle with with clearance using a 29in wheel, downsizing to a 27.5in MX set-up couldn’t be easier.

I also played around a lot with the amount of sag I was running, starting with Forbidden’s recommended shock pressures before settling on more sag.

Running the shock deeper in the stroke didn’t negatively impact pedalling efficiency, but it made it much easier to get my weight more rearward, which is somewhat counterintuitive given that it also further extends the chainstay length.

What surprised me most, though, was that the Dreadnought felt more agile and dynamic than the Druid even though it is a much bigger bike in every

XT four-piston brakes offer an abundance of stopping power

regard, and that’s purely down to the suspension being easier to preload and pop the bike off the ground. So given that the sizing on the Dreadnought is also better, and the suspension more effective at ironing out bumps, both big and small, I can’t think of a single reason to get the Druid over the Dreadnought.

Alan Muldoon

1ST IMPRESSION

✓ HIGHS Great sizing with balanced weight distribution across all sizes.

Buttery-smooth suspension with good range of adjustment and plenty of support for smashing bigger hits. Steep seat angle means you simply sit down and spin and the Dreadnought climbs with the best of them. It’s better than the Druid.

✗ LOWS End-stroke progression makes it harder to get full travel, so maybe a coil shock would make this bike better still. Idler is noisy when it’s muddy.

Longer chainstay and rearward axle path means you have to put more effort into lifting the front end.

Frame full carbon, 154mm travel Shock Fox Float X2 Performance Elite, 205x65mm Fork Fox Float 38 Performance Elite Grip 2 (44 offset), 170mm travel Wheels DT Swiss 350 110/148mm hubs, e*thirteen LG1 EN Plus 30mm rims, Maxxis Assegai 3C EXO+/ Minion DHR II 3C DD 29x2.5/2.4in tyres Drivetrain Shimano XT, 32t, 170mm chainset, Shimano XT r-mech and shifter, Shimano XT 10-51t cassette Brakes Shimano XT four-piston 203/180mm Components e*thirteen Plus 800mm (35mm) bar, e*thirteen Plus 40mm stem, BikeYoke Revive 185mm post, SDG Radar cro-mo saddle Sizes S, M, L, XL Weight 15.68kg (34.57lb)

GEOMETRY Size tested L Rider height 5ft 11in Head angle 63.2° Seat angle 75.9° Effective SA 76.3° BB height 343mm Chainstay 448mm Front centre 835mm Wheelbase 1,283mm Down tube 755mm Top tube 635mm Reach 479mm

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MONDRAKER CRAFTY CARBON XR MIND £ 8 ,9 9 9 + £ 2 9 9 f o r M I N D / 2 9 i n / m o n d r a k e r. c o m

NEED TO KNOW ● Mondraker Crafty Carbon XR with built-in MIND suspension data acquisition ● The Öhlins TTX Air shock delivers 150mm of rear travel and is paired with a 170mm Öhlins RXF38 M.1 fork ● myMondraker app walks you through suspension set-up ● Metrics like travel, number of bottom outs and jumps are displayed in the app, along with GPS routes ● MIND technology is calibrated to each specific model and as such it cannot be swapped from one bike to another

Integrated data-logging comes to mountain biking courtesy of Mondraker’s MIND system

W

e live in a world of big data. We willingly give it away and it’s mostly collected for the benefit of third parties – whether that’s serving up your favourite products when shopping online or predicting which trimester you’re in. It’s scary, but US retailer Target is likely to know if your daughter is pregnant before you do.

That’s how sophisticated data collection, analysis and prediction has become.

Now, you’re probably thinking, “what’s this got to do with mountain biking?” Well, have you ever wondered what’s going on with your suspension?

We set the sag with O-rings on our shock and fork, but we really have no idea how much travel we’re using as we rip down the trail, the two basic data points being static sag and maximum travel. What happens in-between is anyone’s guess, unless of course, we use a suspension data logger.

And while the days of bulky black boxes bolted to the down tube are long gone, even state-of-the-art units like Motion Instruments require a certain amount of home engineering to get them mounted to the shock. And the reason is simple – a universal system needs adapting to each specific frame design so some degree of ingenuity is required to get it to fit.

Battery cover on rocker link is easy to miss

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But what if your bike came with a discrete data logger pre-installed?

Well, that’s exactly what Mondraker is offering with its MIND system, available as an upgrade for £299 on selected models. And by discrete, it’s barely even noticeable. The only giveaways are a small magnet mounted to the back of the fork lowers, and what looks like an ultra short mudguard protruding from the fork crown. On the MIND rear suspension it’s even more subtle with a rotational magnet mounted to the main pivot of the rocker link calculating and recording shock movement.

No wires or linear potentiometers, MIND is as unobtrusive as it gets.

Both sensors have rechargeable batteries and are charged using the USB 3.0 cables supplied with the bike.

Tucked up inside the head tube, the fork sensor has a much bigger battery capacity than the one on the shock link.

Being small rechargeable units however, both batteries drain quite quickly, even

And by discrete, It’s barely even noticeable

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The app walks you through a traditional set-up when not in use. In fact, when the Crafty XR MIND first turned up, I couldn’t get the MIND system to sync because the batteries had gone flat during shipping.

And while I think non-rechargeable batteries wouldn’t have that issue, I can only assume they weren’t an option as you’d have to remove the MIND system to replace them and then the system would need recalibrating.

Everything you do with MIND is controlled through the myMondraker app. You register your bike using the QR code on the fork sensor, fill in some details about yourself, then sync the MIND system and you’re good to go.

Providing of course the batteries have charge. Thankfully you can see the power status of both sensors in the app.

First, the app walks you through a traditional suspension set-up with suggested pressures and damping settings based on your weight and riding style. And even for someone like me, who is constantly setting up different suspension components, I can’t overstate how useful this is.

Once you’ve completed the baseline

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QR code on fork sensor is used to register bike to app

Stubby fork sensor monitors front wheel travel

set-up, the app instructs you to get on the bike and assume the attack position. This is when you first get some useful data, as the fork and shock sensors calculate if your static sag is correct. My initial set-up based on the recommended pressures for my weight was too soft, so the app instructed me to add pressure and then repeat the process. I did this twice before getting the green light. The app doesn’t tell you Graph shows top-outs, App walks how much pressure to add, so bottom-outs and you through it’s a trial and error process. dynamic sag trend set-up process Also you have no idea how big the window of correct sag is, as there’s no live reading of often stop after a drop and reset the your static sag, which would be a useful O-ring when I’m testing bikes. addition to the app.

With MIND, all I had to do was upload Hit the play button, wait for the GPS the data to my phone and I could see connection, then MIND starts recording that I needed to remove some volume data from your ride. You can leave it spacers from the Öhlins TTX rear shock. running and record your entire ride, but Once I’d done that I repeated the set-up if you’re looking for specific set-up info, process and could instantly see from the say for optimum downhill performance, trace that I was using more travel with it’s best just to record individual the same dynamic sag. Bonus! descents or make adjustments then Now, if you’re not interested in repeat the same section of trail. That geeking out on the specific suspension way you can easily compare the graphs, Mondraker provides simple specific suspension traces for each run. metrics like maximum travel, number Unfortunately, it also means getting of bottom-outs and amount of air time. your phone out and stopping and The latter is calculated every time the starting the recording at the top and fork and shock simultaneously reach bottom of each section. full extension. What’s missing though, is dynamic sag, so you’ll need to interpret After one ride I increased the pressure the graphs yourself to figure that out. in the fork, as I wanted it to sit higher And while having data at your in its travel. You can see on the screen fingertips is incredibly useful, there are grab that my dynamic shock sag – which a few things that I found frustrating with is the average travel (blue trace) – is the MIND system. The first was having roughly 60mm or approximately 40 per to wait for a GPS connection before I cent of the 150mm available. That’s a could start to record a run. If you know soft shock set-up by anyone’s standard. a trail well, sometimes you just want This was no doubt impacted by the raw suspension data. Also you need me running the fork firmer than a 4G signal to transfer data from the recommended to get the front end to sit MIND system to your phone so you can higher, which in turn shifted more of my actually see the graphs. Not something weight to the rear end of the bike. that’s available at all riding spots.

You can also see that I wasn’t using And for real suspension geeks out full travel on the rear. Without the MIND there, MIND currently only provides system, one big drop could have pushed traces for the amount of travel used, also the O-ring to bottom out and I’d have referred to as displacement. With no been none the wiser. In fact, it’s why I data on shaft speed – how fast the fork

TURN ON

and shock are compressing and rebounding – you can’t really use MIND to adjust your damping setting. I’m sure the magnet sensors can record shaft speeds, so maybe Mondraker just didn’t want to overwhelm riders with too much data from the outset.

So while the data that MIND provides is limited compared to a full-blown data logger, the beauty of this system is that it’s super easy to use. And as with any new technology it remains to be seen how it will be employed, but I suspect that unless you’re racing or riding on a wide variety of terrain, once you have your bike set up, there’s every chance that you will no longer need the data MIND provides.

So by serving its purpose well, MIND could have inherent obsolescence.

Unless, of course, Mondraker keeps adding features. Still, for a £299 upcharge, MIND is well worth it. And if Mondraker having access to my suspension data, how and where I ride, helps it improve the performance of its bikes, then this is one invasion of privacy that I’m more than happy to sign up to.

Alan Muldoon

1ST IMPRESSION

✓ HIGHS The myMondraker app provides a user friendly step-by-step guide to suspension set-up on your phone. MIND provides real world data on how you’re using the travel, which makes fine tuning your ride a breeze. Pins on the GPS trace indicate air time and you can instantly see how often you bottom-out the suspension. And while it doesn’t offer comprehensive data, it’s an affordable and easy-to-use system.

SPECIFICATION Frame Crafty Stealth Air full carbon, 150mm travel Shock Öhlins TTX Air, 205x65mm Fork Öhlins RXF 38 M.1, 170mm travel, 44mm offset Motor Bosch Performance Line CX, 85Nm Battery Bosch PowerTube 625Wh Display Bosch Kiox Wheels DT Swiss HX1501 SPLINE 30, Maxxis Minion DHF/ DHR II 29x2.6in tyres Drivetrain e*thirteen e*spec 34t, 155mm chainset, SRAM X01 Eagle r-mech and GX 12-speed shifter Brakes SRAM Code RSC, 200/200mm Components Onoff Krypton 780mm bar, Onoff Krypton FG 30mm stem, Onoff Pija 150mm post, Fizik Antares R7 saddle Sizes S, M, L, XL Weight 22.78kg (50.22lb)

GEOMETRY Size ridden M Rider height 5ft 11in Head angle 64.1° Seat angle 72.3° Effective SA 74.3° BB height 352mm Chainstay 455mm Front centre 803mm Wheelbase 1,258mm Down tube 741mm Top tube 620mm Reach 450mm

✗ LOWS Currently MIND offers no data on shaft speed, which means you have no info to adjust damping. Rechargeable batteries drain quickly. Waiting for a GPS signal gets frustrating.

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FOCUS THRON 6.9 £ 3 ,0 9 9 / 2 9 i n / f o c u s - b i ke s .c o m

NEED TO KNOW ● Short travel trail bike with the ability to double as a bikepacking mule ● Alloy frame, 29in wheels and 130mm travel shared across three-bike range starting at £2,199 ● Includes mounts for rack, mudguards and kickstand as well as a small frame bag inside the front triangle ● Cockpit Integration System feeds the cables and hoses through the stem faceplate and into the head tube

Focus’s all-rounder appeals, but getting the recipe right is not nearly as easy as it looks

T

here’s a moment in every reality cooking show where the contestant boldly explains to the judges that they have a unique take on food that blends two completely different cuisines. Such as Thai haggis, moules korma or some other twisted invention. And it’s at this point that the judge puts on a shocked face and explains that there’s a fine line between fusion and confusion before said contestant is booted off at the next elimination ceremony.

So to the Focus Thron 6.9; a trail bike that thinks it’s an adventure bike, or an adventure bike masquerading as a trail bike? I’m not quite sure which it is since the three-model range includes one fully equipped load lugger complete with rack, mudguards, kickstand and lights, alongside two more conventional options that promise to release your ‘inner child’ and allow you to ‘surf the trails’ at will. Certainly, judging by the photos and video of Olly Wilkins and Ben Deakin out shredding several familiar local spots, it appears to be the latter.

Focus itself says that the Thron was designed first and foremost as a trail bike, and that its ability to shoulder a load was only included if it didn’t compromise its primary role. Certainly, the designers have done a pretty good job disguising its utilitarian side – the rack and mudguard mounts are on

Certainly the designers have done a pretty good job of disguising its utilitarian side Single-pivot linkage driven FOLD system with Fox shock

the inside of the frame tubes, hidden from sight, while the kickstand mount is inconspicuously integrated into the replaceable dropout. And while I’m totally cool with that, as giving riders options is to be applauded, sadly not every aspect of the Thron is in line with this philosophy.

At the head tube, Focus has fitted its new Cockpit Integration System (CIS).

Here, the cables and hose route through the faceplate of the stem, up and over the bar, and then down through the split headset spacers and into the sumosize head tube. Eventually the gear and brake housings emerge from the chainstays at the other end. It’s inspired by the sleek, cable-free frames popular on road bikes to help reduce drag and improve aerodynamics. But seeing as pedalling resistance off-road mostly comes from the ground, rather than the air, the advantages are slightly more tenuous. Focus cites reduced cable rub and less cable rattle as benefits, but the real reason is aesthetics – it makes for a remarkably clutter-free frame.

CABLE STOP

What’s less appealing about the system is that, if you ever want to change the length of your stem you’re going to have to remove the gear cable and the dropper cable, and detach the brake hose from the brake lever. Then you’re going to have to reattach everything – assuming the cables haven’t frayed – readjust the gears and re-bleed the brake. So a simple stem swap, that might take a couple of minutes on a regular bike, now takes, well, ages. And if you want to swap the stem for a different brand, you’re going to have to buy a new Acros headset top cap and some round spacers too. In fact, even if you just want to lower the stem, you’re going to have to source at least one round headset spacer as the ones that come on the bike won’t fit above it.

That’s not the only issue with the cockpit. There’s a narrow 760mm bar (I’d prefer a 780mm model as you can always trim a bar, but you can’t extend it) and a dropper post remote that’s virtually impossible to operate without dislocating your wrist. Focus says that was only a problem on the earliest production bikes, and that it has since been solved with a new mount, but I’d recommend checking that is actually the case if you’re considering buying one.

Ultimately none of this may matter to you, in which case happy days, but in my view the disadvantages of this design outweigh the advantages, particularly

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NEW BIKES

Internal cabling looks trick but makes stem change a headache

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as many brands (Pon Holdings’s sister brand, Santa Cruz, being one) manage to design internal cable routing that doesn’t rub or rattle and still lets you play around with your cockpit position with minimal faff.

Focus is asking £3,099 for the Thron 6.9, which – considering it’s sold through a dealer network – is pretty decent value. There are a couple of minor costcutting choices, including a cheaper, and heavier, Shimano Deore chain and cassette, but seeing as these are consumable items, I don’t consider that a big issue. Everything else, including the excellent Hollowtech 2 crank, is from the highly-regarded XT stable.

There’s no upper chain guide fitted, and the only frame protection is mounted to the chainstay. This wasn’t enough to stop the chain clattering against the frame at the seatstays – likely against the rack eyelet bolt – so to reduce the volume on rough trails, I’d advise adding some rubber protection of your own. I also clipped my heels multiple times on the broad seatstays, which was annoying considering I only have size 43 feet.

With a four-piston XT caliper clamping a 203mm rotor up front there’s

plenty of stopping power, but the two-piston caliper and 180mm rotor at the back can become overwhelmed on longer, steeper tracks. If you’re looking to load this bike up with luggage, it would probably be wise to upgrade to a larger rear rotor.

Shod with dual-compound Maxxis Dissector/Rekon tyres, the emphasis here is very much on low rolling resistance and high-speed efficiency.

It certainly helps offset some of the Thron’s weight when accelerating, but neither tyre really cuts into soft dirt or sticks to hardpack on fast corners.

HOW IT RIDES

While Focus’s marketing talks about finding your inner child, riding the Thron reminded me of being dragged to the dentist. Harsh? Maybe, but at nearly 16kg it’s overweight for a 130mm trail bike. We’ve had 170mm travel enduro bikes with alloy frames and alloy wheels on test that have weighed less than the Thron, and yet pedalled equally well.

All that bulk dulls the bike’s response and quickly drains both energy and enthusiasm. Short travel trail bikes should make you want to sprint out of every corner, flick through every turn,

SPECIFICATION

Rack mount weighs nothing and is out of sight on inside of stay

Kickstand mount is neatly integrated into replaceable dropout

make shapes on every jump and get out of shape on every descent. But the Thron just made me feel out of shape in the fitness sense, rather than wired from flirting with the edge of control.

It doesn’t help that the Thron bobs a bit when you get out of the saddle, also absorbing some of that precious energy.

Fortunately the compression lever on the Fox DPS Performance shock is within easy reach under the top tube as you’ll be needing it.

There’s also a relatively compact, upright riding position that is at odds with the reasonably generous on-paperreach of 471mm. I put that down to the tall head tube and stack of spacers under the CIS stem. Dropping it down 10mm helped lengthen the effective reach and allowed me to put more weight over the front wheel for better cornering grip. But to do that you’ll need to source your own circular spacer.

With more weight over the front contact patch, the Fox 34 Rhythm fork began to reveal its limitations. I ended up running nearly 30 per cent more air pressure than recommended to prevent the fork from diving through its travel, and maintain a better dynamic geometry, yet it would still bottom out

with a metallic ping on bigger drops.

I’d definitely recommend fitting an extra volume spacer and adding a little compression damping if you’re experiencing similar issues.

Focus’s FOLD suspension system is a single-pivot design with a linkage driven shock. Tweaked on the new Thron and Jam, it gets increased progression, which should make the handling more dynamic, and better suited to aggressive riding. Our test shock came up a bit short on stroke (43mm actual versus 45mm claimed) which impacted the total travel – I only measured 121mm against the 130mm claimed. Being progressive, I set it up with 25 per cent sag (12mm shock stroke) which equated to 240psi for my 75kg. Quite high, but the DPS Performance shock is rated to 350psi, so should cope with the Thron’s 110kg max system weight (rider plus bike).

With 25 per cent sag there was good grip and sensitivity, with the suspension feeling quite active around the sag position, but I didn’t get anywhere near full travel. The most I saw was 34mm stroke, which equates to around 100mm of travel, and this meant the Thron felt a little wild on rougher tracks. Taken in combination with the hard, low-profile

tyres, lack of support from the fork, and excess weight meant the Thron left me feeling disappointingly underwhelmed most of the time.

The Thron is designed as a short travel trail bike that promises to blend fun and frivolity with utilitarian function.

But in doing so, Focus has missed the mark, both in execution and message.

Everything about the Thron points to it being most suitable for new riders and mellow tracks, but the marketing gives the impression that it will make every trail come alive. So while it’s good value with additional versatility, thrills and spills are not really its bread and butter.

Danny Milner

1ST IMPRESSION

✓ HIGHS Good value with a solid spec.

Mounting points for luggage and more add to the versatility.

Frame 7005 alloy, 130mm travel (121mm measured) Shock Fox Float DPS Performance (45mm stroke) Fork Fox 34 Float Rhythm, 130mm travel (44mm offset) Wheels Novatec hubs, Rodi TRYP25 rims, Maxxis Dissector/ Rekon 29x2.4in tyres Drivetrain Shimano XT FC-M8100 crank, 32t, 170mm, Shimano XT 12-speed shifter and r-mech Brakes Shimano XT, four-piston front, 203/180mm Components Focus CIS stem 50mm, Alloy 35mm bar, 760mm, Post Moderne dropper post 170mm, Focus Trail saddle Weight 15.88kg (35.01lb) Sizes S, M, L, XL

GEOMETRY Size ridden L Rider height 5ft 10in Head angle 66.9° Seat angle 69.9° Effective SA 75.9° BB height 331mm Chainstay 434mm Front centre 777mm Wheelbase 1,211mm Down tube 738mm Top tube 625mm Reach 471mm

✗ LOWS Overweight for the intended use. Neat cable routing is far from userfriendly. Feels out of its depth for more aggressive riding.

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YOU R L E T T E R S

Future PLC, 161 Marsh Wall, London E14 9AP mbr@futurenet.com mbr.co.uk

EDITORIAL Editor Danny Milner Bike test editor Alan Muldoon Front section editor Jamie Darlow Deputy digital editor Benji Haworth Contributors Paul Burwell, Sim Mainey, Roo Fowler, Dan Gould, Tristan Tinn, Mick Kirkman, Chris Akrigg, Bernard Kerr, Ben Day, Ben Smith, Sean White, Shaun Phillips

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+ S TA R L E T T E R +

WINS

AND OUR SURVEY SAYS...

I am a 14-year-old mountain biker from North Yorkshire and for my school Higher Project Qualification I decided to research the health effects of mountain biking. I distributed a survey, which received almost 650 replies from mountain bikers of all ages. It asked the participants questions about how often and which chronic and acute injuries they sustained, as well as the benefits they received from mountain biking.

The survey found that, although mountain biking injuries were relatively common, they were mostly mild, with only 11 per cent resulting in hospital admission. The most frequently injured riders were those that had been mountain biking for up to two years and were less than 19 years old.

The survey found that chronic injuries – those that last a long time – were infrequent, occurring in under 40 per cent of respondents.

a Madison Zenith waterproof jacket

WORTH Perhaps the most £119.99 positive results of the survey were the benefits received by participants.

Only one participant recorded zero benefits, and 98 per cent recorded increased fitness through mountain biking.

So the message to all mbr readers is to keep doing what you love; it’s a great sport and good for you!

Luke Lovell

Ed – impressive work Luke, and interesting data from your survey. It’s encouraging to hear that injuries are relatively uncommon, but I’m a bit more concerned about nearly half of respondents claiming they have chronic injuries! Maybe worth a follow-up survey on that one.

SUBSCRIPTION ENQUIRIES Telephone: 0330 333 1113 Email: help@mymagazine.co.uk © Future PLC 2020. This periodical must not, without written consent of the publishers first being given, be lent, sold, hired out or otherwise disposed of in mutilated condition or, in any unauthorised cover by way of trade, or annexed to as part of any publication or advertising literary or pictorial matter whatsoever. © Future PLC 2020 ISSN 1367 0824.

Printed by Walstead UK Limited. Registered at the Post Office as a newspaper. mbr is published 13 times a year on every fourth Wednesday.

If you have trouble finding an issue at your newsagents, please call Distribution on 020 3148 3333. mbr incorporating Mountain Biker International, Bicycle Magazine, Performance Cyclist and The Bike Mag, a part of Future PLC, is published 13 times a year on every fourth Wednesday of each month by Future PLC, 161 Marsh Wall, London E14 9AP. Editorial Complaints We work hard to achieve the highest standards of editorial content, and we are committed to complying with the Editors’ Code of Practice (www.ipso.co.uk/ IPSO/cop.html) as enforced by IPSO. If you have a complaint about our editorial content, you can email us at complaints@ futurenet or write to Complaints Manager, Future PLC Legal Department, 161 Marsh Wall, London, E14 9EP. Please provide details of the material you are complaining about and explain your complaint by reference to the Editor’s Code.

We will endeavour to acknowledge your complaint within 5 working days and we aim to correct substantial errors as soon as possible.

CONTACT US

There could be mileage in a high-pivot versus standard suspension bike test

TAKING THE HIGH ROAD I was very eager to read the August issue review of the Deviate and Forbidden bikes. Two weeks earlier I placed an order with Deviate for a Highlander 150. However, contrary to the article, I spoke with Deviate several weeks earlier and they are able to provide the frameset with a Fox 36 160mm-travel fork and a Fox X2 rear shock at my request. It is only on their website they are not offering these options as standard, I didn’t ask why. So it was interesting to read the comments on the review and how the rear shock seemed to be the biggest issue.

However, I would really have liked more information on how it gripped on climbs and technical sections and how it

behaved on the trails it was intended for.

To conclude, that more travel means you can go faster on rough trails is a given, but how would these bikes compare to 130/140mm-travel bikes of standard suspension design? Are the benefits of the high pivot limited to enduro/downhill bikes, or can they offer a competitive advantage on small-travel bikes?

I’ll be moving from a 2015 Specialized Enduro to the Highlander 150 and worry it just will not climb or corner as well, or be as planted. I’m assuming it would not be possible, but a timed head-tohead of the Deviate (with Fox) against something like a Stumpjumper, with similar build specs, would be interesting.

Classic, tried, tested and evolved suspension against the new generation with very few miles under its belt.

Leuan Rees Ed – Glad you enjoyed the review Leuan, and hope you enjoy the Deviate. Sadly both bikes have been returned to the brands now, so we can’t follow up with any timed runs or further comparisons.

Perhaps that’s something we can look at further down the line though.

STICKING POINT Hi guys, firstly I would like to say thanks for all your hard work during the pandemic as I know it’s been tough with the high demands of your amazing products. Secondly, I’ll just be honest,

me and my riding group are doing a challenge where we each email 10 mtbrelated companies to ask for free stickers or samples. We have a score system where its five points for stickers, 10 points for other products such as pens, badges, lanyards and 20 points for a sample of one of your fine products. The person with the least points has to buy lunch for all four of the other competitors on our trip out to BikePark Wales later this month. As I said before, we each chose 10 companies and I decided to choose ones I’ve previously bought products from or love their messages that are being spread to the mountain bike community. I hope this weird and wacky request cheered you up a little and I appreciate the time you took out of your day to acknowledge this.

Tyy Kellard, 13 Ed – it’s your lucky day Tyy. We’re in the process of moving office and having a huge clear-out, so we’ll pop a couple of promotional items in the post to you.

WRONG TURN I have recently read your article about joining the Ramblers’ Association to preserve the rights of way in the UK. I have been trail riding motorcycles for over 20 years and have fought many legal battles with the Ramblers. In their view the countryside belongs only to them, they are against anything with engines or wheels and will strongly fight anyone or anything that has any connection with these.

I have only been riding e-bikes for two years and we already have them trying to stop us using some of the paths and lanes in South Wales. The reason I ride an e-bike is due to age, fitness and an old injury. It enables me to get to places I cannot walk and still enjoy my local countryside.

I would strongly suggest you point your readers to join the local Trail Riders Fellowship (TRF) who are putting up a very strong fight to keep the lanes and rights of ways open to everyone, not just ramblers.

Jason Lewis

Dinosaurs beware: these women will eat you alive

I have ridden in small groups of mixed abilities and sexes. Most of the ladies are a lot better than me. I like to follow them and watch how they do trails so I can learn, but keeping up with them can sometimes be a problem.

My point is this sport is not just a men’s thing, it’s for everyone and those sexist pigs should go ride on the road and leave this side of the sport to decent riders. We can do without them muddying the waters. I hope that people don’t think all us men are like that because we are not.

Adrian Toms

BRING BACK THE MAPS Congratulations on the Summer edition – it’s a triumph!

It’s so good to see well thought-out

and well-written investigative articles alongside solid mtb information, in a magazine which is determined to expand diversity and address some big issues in our sport.

I’d also just like to say that I too miss the printed maps which accompanied the ride descriptions.

When planning a route, a map shows the character of the ride (contours, woodland, rivers, etc.) at a glance.

When riding, I find that Garmin mapping/guiding works well, but there are times when one really needs more detail, or a look at the bigger picture.

Disclaimer: I’m 63 and have used maps and compass for trekking over the hills and mountains since my youth... a little biased perhaps?

Tony Day

OCTOBER ISSUE ON SALE WEDS 15 SEPTEMBER NEXT MONTH

SUMMER SURPRISE As I’m based in Spain, I don’t often get to see the print edition of mbr. Last week I was returning from a muchpostponed trip to the UK and picked up the Summer edition in Heathrow airport. It was lovely to actually handle the magazine and I was thrilled to see a female-oriented issue. It’s such a breath of fresh air to see women in the features, reviews and adverts. I hope we’ll see more of this in the ‘standard’ issues.

Keep up the good work!

Jenny Mayhew, Pure Mountains

WINNING WOMEN’S ISSUE Wow what a shock to read in the August mag three men who objected to the July issue with those articles for ladies.

I normally ride on my own but this year

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STATE OF OUR Over the past 18 months, riding has been a lifeline for many but a mixed blessing for the state of our trails; we sound out some of the biggest stakeholders to find out what lessons have been learned Words & photos: Sim Mainey

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ide a trail enough times and it becomes a part of you, imprinted on your memory alongside all the important information and trivial junk that takes up space in your brain. These trails are so familiar, their detail so baked into us, they’re ridden on muscle memory as much as by sight. But sometimes memory and reality don’t quite tally.

Trails are constantly changing. Sometimes this is seasonal; autumn throwing leaves on the lines, winter’s endless rain filling ruts and holes with water, or summer’s dust making it harder to scrub speed. These changes require a slight recalibration, but are generally factored into the mental map we have of a trail. It’s when larger changes happen that the map, rather than being a guide, becomes a liability. Relying on the lines in your head rather than those in front of you usually leads to unexpectedly cartwheeling down the hill wondering what just happened – just ask Mathieu van der Poel about his line off the rock drop at the Olympics.

WEAR AND TEAR

A lockdown-related surge of riders has put our our trails under pressure

This last year and a half, over the course of the pandemic, my local trails have been going through changes, with every ride requiring amendments to my mental mapping. Part of it is the seasonal year-in, year-out stuff, but there have been some bigger, unexpected, changes, too.

Well-known trails have seen more traffic than usual, growing deeper and wider.

Riders with time on their hands, thanks to furlough or working from home, have taken the opportunity to get out more, but with travel restrictions in place, their riding has been limited to, and concentrated on, a much smaller area. At the same time, we’ve had an influx of new riders on the trails, eagerly discovering what’s on their doorstep and keen to get out and explore. The trails are busy, and in parts they are showing a lot of wear and tear.

In some cases though, trails have actually improved. Those same riders with time on their hands have got stuck into fixing some of the blown-out sections, so they now ride better than they did pre-pandemic. New trails, for

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F E AT U R E

A groundswell of interest in local trails could become a new grassroots movement...

better or worse, have also started to appear, while other trails are fading out of existence.

The trail network is seeing some of the biggest changes in recent memory.

Keen to find out how other areas have fared over the last 18 months or so, we got in touch with riders and trail groups around the country to try and create a snapshot of the state of the trails here, now, in 2021.

TRAIL EXPLOSION

The Forest Of Dean is one of the South West’s most popular riding destinations, with a mix of official and wild trails. Dan Weston works for Forestry England as a cycle ranger in the forest.

“We’ve had off-piste trails here for over 30 years, and a lot of the authorised trails at the Pedalabikeaway centre started off as wild trails, but the growth over the last 18 months has been huge. We’ve seen areas that have always been popular just explode, with longstanding trails being altered and new lines being cut in – generally, to a very poor standard. The number of built wooden features and shonky dirt jumps we’ve found has gone up, as have the complaints and awareness by the wider public.”

Ride Sheffield is one of the most wellestablished trail groups in the land, and its work has been instrumental in helping keep Sheffield worthy of its ‘Outdoor City’ moniker.

Henry Norman is its chairman.

“Over the past 18 months, Sheffield’s trails have never been busier, not just from mountain bikers, but from all users. More people connecting with nature is great, but it’s also had an impact on the trails. Like a wornout drivetrain, or a pair of grips showing patches of plastic, worn trails are certainly a

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sign of lots of people having a good time. On our built trails, like Lady Cannings and Greno, there was an explosion of new users. It’s been amazing to see so many new people out there (particularly from a broader demographic too). But more users have definitely taken their toll.”

The quality and quantity of the riding in the Scottish Borders is no accident. The Tweed Valley Trails Association (TVTA) has been responsible for building, maintaining and safeguarding trails that have achieved international renown. Gordon Smith, a

member of the TVTA’s board, is for the most part positive about the effects of the pandemic on the trails in the area.

“My own personal take on things is that most trails have improved. With them being inaccessible to the main population centres for the majority of the winter, it was only the riders from the Borders who were on them.

With the higher trails buried under snow for almost a month, then the ongoing good and dry weather we are having, the trails are probably running better than they ever have round here.”

TWEED LOVE

...of volunteers ready to get their hands dirty and build the future of mtb

It’s not just been the weather and lack of traffic that has helped matters in the Tweed. With a strong culture of digging and proactive maintenance in the valley, existing trails have been given the love and attention they require and new trails have started to appear.

“There’s definitely been a lot of unofficial ‘furlough furtling’ going on over the lockdowns, improving and renovating old trails, but there’s also been at least five new trails built at Caberston/Golfie (a hotspot just outside Innerleithen) alone over the last 18 months. Over on the Traquair/Elibank side (home to the Innerleithen DH tracks) the limited numbers on the uplift due to social distancing, and the fact that it wasn’t running for the majority of the winter, have definitely slowed down the degradation of those trails.”

Unofficial furlough furtling might have been going on in Scotland, but official trail fettling has been off the cards for Ride Sheffield, who normally run regular trail maintenance days. Henry Norman again: “Compounding issues for us was the fact we were not allowed to go out and maintain

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Riding during the pandemic often blurred the line between therapy and thrill-seeking

the trails during this period of peak usage.

This meant that small issues out on the trails rapidly turned into bigger problems. It’s only been in the last month that we have been able to open up trail-repair sessions to the public, so trail crews have been very small. Thankfully, with support from Santa Cruz’s Pay Dirt program, we are currently in the process of setting up a number of trail crews who will be able to keep our trails sweet all year round.”

With official trail building on hold, the trail building that has gone on in Sheffield over the pandemic has not always been done with the landowner’s permission, or to any kind of passable standard.

“We live in a city blessed with lots of green spaces and woodland close to where we live. During periods of lockdown, these woodlands have seen a proliferation of new trails appearing. Sometimes, the quality (pits behind jumps, etc.) and the location (on popular desire lines, close to houses, etc.) have left a little to be desired and have put pressure on those promoting mountain biking to the local authorities, as well as desire line trails that had been tolerated until this point.”

In the TVTA’s case, it’s taken a proactive approach to managing the proliferation of trail building by trying to channel this enthusiasm more productively: “There was a bit of an issue over the first two lockdowns with (mainly) school kids building sketchy little lines in popular walking forests, and gap jumps over walking trails, but the winter lockdown seemed to keep them at home! The issues with shonky trails and kids building ghetto jumps, we

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By fostering awareness we can teach a new generation of trail riders to leave a good impression

addressed through social media requests to them/their parents to ease up and think about what/where they are building. On the whole this seemed to be taken on board.

We’re aiming to run specific under-18’s digs this year to help educate kids about what is good practice and might be tolerated by landowners, versus what they seemed to be doing during lockdown.”

EDUCATION AND OUTREACH

Like the TVTA, Dan and the team at the Forest Of Dean have been working on engaging with riders to try and manage things.

“While this [unsanctioned trail building] has been a problem for years, we have definitely had to step up our efforts in the

last 12 months to try and address the impact it’s having. Our approach is really to try and engage and educate riders – there are so many aspects of trail management we have to consider, which makes it a very complicated thing to communicate about. There are ecological, heritage and public safety things we have to consider, as well as the fact that it is a working forest, and that, sooner or later, nearly every block is going to have some sort of forestry operations taking place.”

With a real mix of users using the same area there’s always going to be friction, but there have been issues within the riding community too, as Dan explains.

“Local riders have been noticing it [illicit trail digging], too. We’ve had conversations

F E AT U R E

Armoured sections are the perfect way to reduce trail maintenance

with a number of them after they have started to see increasing numbers of riders from outside of the area coming into the local spots and drawing attention to what was previously a low-key trail that flew under the radar.

We’ve also seen an increasing number of trails being built in amongst the authorised trail network. This obviously poses a huge safety concern for us, especially where they interfere directly with a formal trail.”

There are clearly some issues that have been caused, or amplified, by the pandemic, but there are also some real positive outcomes, too.

So how does the next 18 months look? Henry Norman is for the most part optimistic.

“More people riding and more people wanting to create new trails, is an amazing thing to come out of the pandemic. But the challenge we have now is to educate those new (and old) riders and diggers on how they can be a force for good in the sport and the outdoors community. This is something that needs support from the industry and media as well as grassroots groups and riders. It is a work in progress, so watch this space!”

MEETING OF MINDS The trails in the Tweed have had things good so far, thanks to weather and a low volume of riders. But with riders now returning in force, it could be that they’ve just delayed the inevitable, as Gordon explains.

“When inter-region travel restrictions were lifted in Scotland, there was a huge influx in activity from the Central Belt area, but it came at a time when the trails were already in good condition, and at the start of a prolonged spell of good/dry weather. The additional load that inter-country travel is placing on them is definitely starting to take its toll though, as more riders look within the UK for their mtb fix, given that most people won’t be hitting the Alps this year. I don’t think the amazing conditions we have enjoyed since April will continue.”

The relationship between Forestry England and riders in the Forest of Dean hasn’t always been an easy one. But the current situation has provided the opportunity to improve that situation, potentially leading to a much more solid and productive partnership from now on, something that Dan Weston is happy to acknowledge.

“What hasn’t taken place in the past is a dialogue between Forestry England and riders, which is what we are trying to get off the ground now. Sometimes we have no

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THE CHALLENGE IS TO EDUCATE RIDERS HOW TO BE A FORCE FOR GOOD choice but to intervene in a trail or area, but we have to be better at explaining that.

If riders and trail builders understand the responsibilities we have as land managers, hopefully they’ll be more likely to consider those points when they are out and about.

We are really lucky here in the FoD to have staff involved in mountain biking right the way up the ladder who ride themselves, and we are really keen that people understand that, because hopefully that will help with that relationship.”

Mountain biking is unarguably on the up and while the pandemic has impacted all of us it’s also had an impact on our trails. Stopping to take stock of where we’re at is an important step in working out what the future of our trails, and our relationship with them, should look like.

STATE OF THE TRAILS 2021 In the feature we’ve touched on just a few examples of what’s happening out on the trails in the UK. To build a bigger picture of the state of the trails in 2021 we need your help. Tweet us or tag us on Instagram, @mbrmagazine, using the hashtag #mbrsott21, with photos of your trails and let us know how the last 18 months has affected where you ride.

Have your trails seen more traffic? Have you been out making sure great trails stay that way? What do you think the next 18 months has in store for your trails?

There’s no shortage of scintillating new hardware coming onto the market next year. And with a bit of luck, some of it might actually be available to buy!

Words: Danny Milner Photos: Various

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As trail bikes pile on the pounds and start to give full-blown enduro bikes a run for their money on the scales, so people are turning to skinnier alternatives in order to reinject some frenetic pace back into their rides. Where reduced mass meets progressive, modern geometry, new life is being breathed into traditional XC bikes. It’s even spawned a whole new category: down-country. Hey, you know how much the bike industry loves a new buzzword.

This year’s two big releases on the XC front are the Santa Cruz Blur (also known as the Juliana Wilder) and the Scott Spark.

Both are covered at length in this month’s bike test on p96, so instead we’ll look at a few lesser-known alternatives here.

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PIVOT 429

With progressive geometry and 120mm of travel via a DW-Link suspension design, the Pivot 429 claims to offer a category-defying ride. Yes, while Transition was first to the down-country party with its razor-sharp Spur, other north American boutique rivals are rapidly filing in behind.

In terms of reach, the carbon-framed Pivot runs very similar sizing to the Ibis Ripley AF (next page), although there are five options instead of four – but the head angle is 1° steeper at 66°, the chainstays are a hair shorter at 430mm and the BB is a fair bit taller at a claimed 340mm. If that still sounds too progressive for you, a flip-chip lets you jack up the BB by 7mm and steepen the head angle by half a degree.

According to Pivot, the 429 uses its new ultralight Hollow Core carbon tech that loses 300g from the previous frame weight, while it also boasts a custom-tuned ride feel depending on the size. There’s also a more progressive linkage to help generate extra support and pop while charging hard.

Price? Well you’re looking at £7,249 for the entry-level Pro XT/XTR model. Bikes should be in stock in certain dealers right now, with a further shipment due in the UK early September. upgradebikes.co.uk

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GUERILLA GRAVITY TRAIL PISTOL Based in Denver, Colorado, Guerilla Gravity takes a unique approach to design and manufacturing.

In contrast to most brands, GG actually makes its own carbon frames in Colorado, but manages to stay competitive by using a modular design and a sales-direct strategy.

Details of its aerospace-derived Revved production process are closely-guarded, but the general gist is that the carbon lay-up is automated, rather than applied by hand, there are time-savings during the curing process, and once out of the oven, the frames require less sanding and finishing.

Another radical ingredient in the GG USP is the modular element. By purchasing a new seatstay kit (yes, you’ll also need a fork and shock), you can convert your 120mm Trail Pistol into a Gnarvana enduro bike.

Alternatively you can play with chainstay length and wheel size

to tune the bike’s handling. The included Geo Adjust Headset also lets you tinker with the reach.

With that many options, it’s almost not worth talking about specific numbers, but for what

IBIS RIPLEY AF

Sizzle and pop might be something you expect from your breakfast, rather than your mountain bike, but according to Ibis, that’s exactly what you’ll get with the new Ripley AF. Packing a thrifty 120mm travel paired with a competitively-priced alloy frame and modern geometry, dull moments should be few and far between.

Like every bike in the Ibis range, the Ripley AF uses Dave Weagle’s DW-Link suspension layout, with the shock driven off the swingarm by a yoke that splits around the steep seat tube. To make room for a water bottle within the front triangle, there’s an S-bend down tube, while the low standover heights and generous insertion depths mean you can run long dropper posts and choose a frame size based on reach rather than saddle height.

Talking of sizing, the Ripley AF comes in four options, with a reach that extends from 425mm up to 500mm on the XL. Low stack heights make for a racier position than, say, the Raaw Jibb, but the 65.5° head angle is anything but XC. Skimpy 432mm chainstays across the board should make for a flickable machine, but Ibis still claims clearance for 2.6in tyres out back.

Complete bikes cost from £3,599 and Ibis UK distributor 2Pure says your best bet to secure a model is to put in an order at your local Ibis dealer. Incoming bikes are always prioritised to orders with customer name’s attached, although 2Pure only gets around a week’s notice on new shipments, so can’t predict future stock levels. ibiscycles.co.uk

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it’s worth, the three sizes on offer come with a reach range from 458mm to 523mm, 430mm chainstays, a 65.4° head angle, 333mm BB height and 78° effective seat angle. There’s

room inside the front triangle for a bottle and a gear strap, and the 120mm of rear-wheel travel is designed to be matched with a 140mm-travel fork. Complete builds start at £4,300, which

RAAW JIBB

With a CV that includes stints at both Scott and Ghost, Ruben Torenbeek had no shortage of experience before he set up his own brand – Raaw Bikes – back in 2016. Since then Raaw has built up an enviable reputation almost exclusively through positive reviews and word of mouth. Its first model was the 160mm-travel Madonna, and this has now been joined by the 135mm-travel Jibb. Yes, that’s a bit more than the 120mm stipulated by the down-country judiciary, but as it’s a bike that, in Ruben’s own words, “lets you get away with murder”, the Jibb certainly encapsulates the right spirit.

Constructed using 6066 T6 alloy, the Jibb runs 29in wheels, comes in four frame sizes and is available with either a signature raw or matt black finish. It uses a very conventional four-bar linkage layout, with a rocker link driving a shock mounted in line with the seat

tube, but it’s the details that set it apart from big-name rivals. Large-diameter pivots are all secured with 5mm Allen bolts, fully sealed bearings abound, and there is a gear strap mount, water bottle provision and integrated frame protection to ensure the frame is as user-friendly as possible.

While Raaw is no longer at the bleeding edge of geometry, the Jibb is still a progressive bike, with a reasonably slack 65.5° head angle, healthy 470mm reach for the size large, steep actual seat angle and proportional chainstays to help maintain a good weight balance across the size range.

Frame kits cost from £1,651.45 and Raaw says that it should have stock of all sizes and colours with various shock options into late August, with a further shipment due in the winter. raawmtb.com

seems like pretty good value for something as radical as the GG Trail Pistol, and because each bike is built to order, you’re looking at a lead time of seven to nine weeks. ridegg.com

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DIET E-BIKES Lightweight, low-power e-bikes might not have the car park wow factor of their full-fat cousins, but for certain riders, the analogue-like dynamics combined with the opportunity to double your power, represents a dream come true. While Lapierre was one of the earliest adopters with its eZesty model, the category got a major credibility boost when Specialized brought out the Turbo Levo SL last year followed by the burly Kenevo SL back in spring.

Orbea has also pitched in with the sleek-looking Rise, but we have a feeling this is just the tip of the iceberg, as other brands adopt Shimano’s EP8 motor wired to custom, lightweight 300Wh batteries.

ROTWILD R.E375 German brand Rotwild has been around a long time now and back in the 90s it used to sponsor Nukeproof team manager Nigel Page here in the UK. More recently has it really begun to specialise in e-bikes. For a time it boasted one of the biggest batteries on the market with a 750Wh unit plugged into its R.X750 and R.E750 models, but now the pendulum has swung in the opposite direction. The R.E375 (and shorter-travel R.X375) marry a Shimano EP8 motor with a lightweight 375Wh carbon-sheathed battery.

And unlike most of its competitors, the battery is quickly removable, so you can swap in a freshie or easily charge it indoors.

The full carbon frame runs 29in wheels, a four-bar linkage suspension design pumping out 170mm of travel, and uses the clever

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integrated Eightpins dropper seatpost.

Rotwild hasn’t held back with the geometry either. A 63.5° head angle is mated to a 77° seat angle, 445mm chainstays and a 350mm BB height. There are three sizes, with 460mm, 485mm and 510mm reach measurements. You may recognise those numbers from the Specialized Kenevo SL – they’re virtually identical. On paper, the Rotwild also boasts a bigger battery and, with 85Nm of torque, a much more powerful motor.

Price for the Pro spec with Fox Factory suspension and Shimano XT drivetrain is €8,999 but there’s also a Core model that retails for €7,499 with Fox Performance series suspension. rotwild.com

FORESTAL CYON The electric revolution has sparked several completely new entrants to the mountain bike market: Haibike, GreyP and Moustache, to name but a few. One you may not have heard of is Forestal, an Andorran-based brand with an impressively sleek and innovative range of lightweight e-bikes.

Its line-up includes an enduro bike (the Siryon), a downhill bike (the Hydra) and a trail offering – the Cyon. At the heart of every Forestal is the carbon frame, EonDrive motor and single-pivot suspension layout. Starting with the frame, the claimed weight is 2.2kg (without motor) and it uses high-modulus T1000 fibres blended with

lower-modulus T800 and T700 to tune the stiffness and compliance. Reinforcing the shock area is an asymmetric bridge between the seat tube and top tube similar to those used by Specialized and Orbea.

A chunky swingarm connects to Forestal’s Twin Levity linkage system to provide 150mm of travel, while the EonDrive motor boasts a minimal weight of 1.95kg yet still packs a claimed 60Nm of torque – that’s almost double the grunt of the similar-weight Specialized SL 1.1 motor. According to Forestal there’s no additional friction through the drivetrain when disengaged, and the motor is

hooked up to a 360Wh Aurora battery that can be expanded by a further 250Wh with a range extender.

What really sets Forestal apart from the rest, even Goliaths such as Specialized, are details like the touchscreen dashboard integrated into the top tube, the vast array of data and integration this can feed you and the bonkers chemical paint finishes that promise to light up as you ride.

Prices for this enthralling piece of design start at €8,299 and Forestal is aiming for new Cyon orders to be delivered between late September and mid-October. forestal.com

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MULLET BIKES Ignoring the somewhat puerile penny-farthing comparisons, the roots of the modern mullet mountain bike can be traced right back to the 80s. That’s right, at the same time that pop stars and footballers were flaunting the classic business-at-the-front, party-at-the-back haircut, so Cannondale was offering versions of its alloy mountain bike with a 26in wheel up front and a 24in wheel out back. Over 30 years later, the mullet bike is back with a vengeance. Why? Well, two reasons really.

One, because they give shorter riders the chance to enjoy the improved rollover and stability of 29in wheels up front, while reducing the chance of buzzing their butts on the rear tyre. And secondly, because they can crank up the fun factor by adding agility in turns while also building into a (theoretically) stiffer and stronger wheel.

Already this year we’ve had big guns like Santa Cruz embrace the mullet with the new Bronson, while Specialized has resurrected memories of the classic Big Hit with last summer’s Status and newly released Turbo Levo. But plenty of other brands are getting in on the act, with the likes of Transition, Saracen, Propain and Orange also offering mullet models.

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SANTA CRUZ BRONSON Last year Santa Cruz took its first tentative steps into the mullet – or MX in the brand’s own parlance – market with the Bullit. Now the Bronson becomes the first naturally-aspirated model with mixed wheels. Equipped with the latest lower-link driven VPP configuration delivering 150mm of travel, this is a trail bike with the emphasis on fun. Aside from slick detailing and rider-friendly features such as easily serviceable bearings, comprehensive frame protection and threaded bottom brackets, Santa Cruz brings its generous sizing range to the table. Five frame sizes are on offer, all with low standover heights and short seat tubes, while the proportional chainstay lengths introduced on the 5010 mean no one should be left hanging off the back of the bike – unwillingly, anyway.

Prices start at £4,999 for the R spec with the cheaper (heavier) carbon C frame and stock is actually looking good, with bikes in most dealers across the country and regular resupply drops. santacruzbicycles.com

TRANSITION PATROL

With 160mm of travel front and rear, and mixed wheel sizes, the alloyframed Patrol is what Transition describes as a ‘pure bred party animal’.

It uses the brand’s familiar four-bar layout with Horst pivot and rocker link, but the shock now anchors to a pair of ribs that bridge the base of the seat tube and the down tube. Held within said bridge is a geometryadjust chip offering 0.5° head and seat angle variation and 7mm of BB height change. Stout pivots and muscular forgings abound, and the overall effect is of a seriously hench chassis.

And take one look at the geometry and you’ll be in no doubt about the intended use of the Patrol: a 63° head angle (slackest position), 333mm bottom bracket and size-specific chainstays indicate how hard it is straining at the reins. Throw in the option to run angle or reachadjust headsets, as well as dual-crown forks, and you’ve got a party that’s guaranteed to get wild.

Prices start at £3,699 for the Deore and NX builds and there’s a container-load of bikes due in the UK at the end of August. With strong pre-orders though, it’s still worth checking with your local dealer before setting your heart on one. transitionbikes.com/windwave.co.uk

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The venerable hardtail remains just ass relevant heading into 2022 as it did 40 0 years ago, and while development has slowed in terms of materials and geom metry, this has allowed brands to focus on fine-tuning the details and maintainin ng value-for-money as a priority.

WHYTE 629 V4 Whyte hasn’t put a foot wrong in the hardtail market for many years now, with the awardwinning 901 and 905 setting the benchmark for hardcore hardtail performance. For 2022 both these models get a fresh lick of paint, but if you want a faster-rolling alternative

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with equally sorted trail geometry, the 629 V4 looks like a smart choice. Costing £1,750, it gets a 6061 alloy frame, RockShox 35 Gold RL fork with 120mm travel, a SRAM NX Eagle drivetrain and grippy Maxxis tyres. There’s also a KS dropper post so that you can make

full use of the low standover height and generous reach to really slash some turns.

Whyte says its new hardtail range is in shops now, but to check with your local dealer for specifics. whyte.bike

RIBBLE HT TRAIL AL 29 Shaking free from the shackles of its roadie roots, Ribble Cycles’s first stab at a mountain bike in many years was bold – progressive angles and a purist-approved choice of either titanium or steel frame tubing gave the brand credibility from the get-go. To bolster the lineup there’s now also an alloy hardtail model that shares the same hardcore attitude and walletfriendly price. It’s built from 6061 aluminium, runs 29in wheels, and is designed to work with a 130mm-travel fork up front. The three frame sizes are all furnished with modern geometry, including a 64° head angle, while the reach goes from 445mm on the medium to 483mm on the large. Complete builds – running a SRAM SX drivetrain/RockShox Recon fork – start at £1,399 while the top-end Pro model gets GX Eagle and a RockShox Revelation fork for £1,999. Currently there’s availability in all sizes, and the brand’s website displays accurate stock levels. ribblecycles.com

HIGH-PIVOT IDLER BIKES Aside from Brexit and Covid, 2020/21 will be remembered for the high-pivot idler bike. Last month we tested both the Deviate Highlander and the Forbidden Druid, and this month we swing a leg over the Druid’s

bigger sibling, the Dreadnought. Then there’s the Cannondale Jekyll (pictured) and Norco Range that we covered in Buzz Gear last month, and the immaculate UK-made ARBR Saker. But we don’t expect the trickle

of new idler bikes to end there – a new Devinci and a new GT are both being tested at the Enduro World Series currently, and will probably see a public release before the year is out.

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SUPER ENDURO BIKES Just when you thought the bike industry had run out of potential bike niches, along came Nukeproof with ‘Super Enduro’ to categorise its new 180mm-travel Giga. Never one to take itself too seriously, Nukeproof did this knowing it would ruffle a few feathers, but since the Giga arrived, both Transition and Evil have brought out bikes that also fit the Super Enduro mould.

EVIL INSURGENT While it’s just 2mm shy of 170mm travel, there’s nothing else that could be described as reserved about the new Evil Insurgent.

Available in two versions – a freeride/park machine with 27.5in wheels, and an enduro/ DH sled with a mullet set-up – Evil’s most capable model pulls no punches. The new

sculpted frame design incorporates a much steeper seat angle than previously – 76.9° effective in the steeper position – along with a 64° head angle and 500mm reach on the largest of the four frame sizes. Evil has also adopted Super-Boost (157mm) rear dropout spacing, which has allowed it to increase the

TRANSITION SPIRE If you love riding a downhill bike, but hate pushing it back up the hill, the Spire could be the bike for you. With 170mm of travel front and rear and 740mm wheels (that’s 29in in old money) the Spire is not lacking in mills.

A sub-63° head angle (with the flip-chip in the slack position) will give rock-solid stability at World Cup pace, but the 79.6° (size small) effective seat angle points to an efficient twiddling position to get back up for another run. Depending on the depth of your wallet, there are alloy and carbon frame options and both materials are dual-crown compatible. Prices for the carbon models start at £5,799, while the alloy version kicks off at £3,699. As with the Patrol, a shipment is due at the end of August, but check with your dealer as some of that may be pre-sold. transitionbikes.com/windwave.co.uk

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width of the main pivot for greater stiffness and bearing durability.

Prices start at €7,549 and frames and complete 27.5in bikes are in stock now. All the parts to build the MX model should be available by September. eu.evil-bikes.com

TECHNIQUE

AR

E-BIKE S K I L L S 10 1 Power on tap and extra weight demand a different approach to get the best out of your e-bike, especially on steep climbs and steps Words: Chris Akrigg Photos: Mick Kirkman

C

hris Akrigg is known for hunting out crazy technical lines on all kinds of twowheeled machines, including more recently electric mountain bikes. Type his name into Google and it will throw up a whole host of videos documenting the Yorkshireman’s superhuman skills, riding stuff most of us wouldn’t even dream of.

It’ll also reveal a treasure trove of Chris’s techniques and moves that we can all learn, whatever our skill level.

This month we’re delving deeper into

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a couple of climbing techniques Chris regularly uses out and about on the e-bike. Extra power plus the weight of a motor and battery changes the way an e-bike handles, so you’ll need to adapt the methods you’ve picked up on a regular bike to squeeze the maximum potential and fun out of your e-bike.

The two specific skills here will potentially unlock sections of trail that were un-climbable without an e-bike: first, learning to get up the steepest of pitches, and second, tackling sharper obstacles or steps in the trail.

THE COACH CHRIS AKRIGG Chris is a multiple UK trials champion and GT rider who’s been bossing it on all kinds of bikes since the early days of British mountain biking. Best known for concocting a continuous stream of internet videos packed with insanely technical lin nes that h showcase his skills, Chris has bee en part of the growth in popularity of e-bikes. He’s now putting them front and centre in his editss, whether it’s riding up near-verticcal banks, trees and streams, Chris has set a new benchmark for wha at’s possible with a motor. A unique, powerful and controlled rider, he e’s one of the best bike handlers out therre.

TECHNIQUE

SKILL 1: CROUCHING TIGER

Keep your head as far forward as possible to weight the front tyre sufficiently.

This leaning forward position has to be exaggerated compared to a normal bike since you’ll likely be riding up steeper inclines than ever, plus the extra power and drive at the rear tyre makes it easier to wheelie, loop out and fall off the back.

E-bikes might be way heavier than regular bikes, but rider weight is still by far the largest chunk of overall mass being pulled uphill on a climb. Adding assistance obviously makes it easier to climb up much steeper and more sustained pitches than with leg power alone, but the motor also necessitates a different approach to maintaining traction and balance.

With this crouching tiger position you can harness more of the assist without wasting power, overcooking it or unsettling rider balance. Basically, if the incline gets too steep or ground conditions are lacking sufficient traction, this is a technique to get you way higher than a more upright riding stance ever will.

Crucial to this is compressing your body weight downwards to get your centre of gravity as close to the middle of the bike as possible. That way, weight is more evenly distributed between tyre contact patches to get power and bite down on the ground. That is the best way to utilise the extra drive, without the front wheel rising into a wheelie and looping the bike out or forcing you off the back.

On an e-bike, weight has to be slightly more rearward than a regular bike to prevent the rear tyre from spinning out. This is because there’s extra drive where the rubber connects to uneven trail surfaces and means it’s way easier to fire out loose stones or spin-up on greasier surfaces than when cranking uphill with your legs alone. If your rear tyre does break traction you’ll probably ground to a halt as your cranks will surge forwards violently with no ground connection.

Maximum traction on an e-bike comes from the rear tyre having sufficient weight loaded into it to allow the knobs to bite. It’s also vital to try and maintain a smooth power transfer to keep that grip continuous.

By almost exaggerating how low you get and having a flatter back and more rearward hips, it’s easier to load both tyres simultaneously and ensure power delivery is syncing with the ground, driving you and the bike forward.

COMMON MIS TA K E S Putting too much power into the ground leads to wheelspin. Controlling this is a combination of choosing the right power mode and also learning to be very delicate and smooth when you’re cranking. Putting the bike into Turbo or Boost mode is an easy pitfall to make as it’s tempting to think you want all the power you can muster to surge up a tricky section. In reality, deliberately staying slightly on the underside of the power is a better option – use your legs more and you’ll better sense what’s going on with your traction and can therefore fine control the power more accurately.

Too much kick from the motor can put excess torque through the cranks and any slip at the rear tyre will blast you forwards with the motor, effectively stopping your heavy bike dead. An e-bike spinning out at high revs effectively cuts the power completely, as the torque sensor reacts, so you’re stuck on a machine that weighs double that of a normal bike. Worse, it’s impossible to get going again without dabbing and physically moving the rear tyre to a place with more traction, which might not be an option in tricky terrain.

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Set motor to Trail or equivalent as less torque allows a smoother power delivery and reduces the chance of a violent wheelspin. Lower tyre pressures also amplify grip if you fancy tackling the steeper climbs for a special skills session.

Subtle shifts in your hips and torso height are all it takes to allow weight to move between wheels.

Try to get even lower with hips and bum further over the back tyre if you need to lighten the front tyre to step up a root or bump, rather than letting your head come further back. Having the saddle slammed enables this.

Approach with saddle low to enable waist and chest to be really low down in a crouch. Your approach angle, line choice, gearing and power mode settings all come into play. Especially if it’s super steep, wet or loose, it needs a lot of finesse and adaptability on-thefly to get up the most technical sections.

Anticipate potential wheelspin spots and work carefully with the overdrive – if you stop driving the cranks on top of a slippery or loose surface it may be too late, as the motor will continue giving assistance for the second or so that might cause traction to fail. Try to work out through trial and error where the edge of the power is, which gears work best and how to manage the assistance smoothly.

Smooth and consistent power delivery is crucial to winch up the steepest gradients – make sure you’re conscious of not stomping on the pedals at points where traction will be compromised like a greasy patch of earth or a slimy root.

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TECHNIQUE

SKILL 2: THE POWER WHEELIE Approach with the exact line choice you’re going to take. Sometimes it’s not possible to have a balanced position in the run-up to an obstacle, so you need to be ready to react close to any obstacle.

Keep the back brake covered at all times and be ready to pull the lever the instant the bike feels like it might loop out – this will bring the front tyre back down immediately.

If the back brake is mis-timed or you simply end up unbalanced, having the seat low also enables a jump or step off the back.

Shoulders need to be relaxed and arms allowed some room to adjust.

But using a pushing motion through the motor’s power in the legs will always be more effective and safer than pulling at the bars with hands to control the tipping point.

Start with your body weight low and chest tight to the bars and top tube and time the acceleration to match extending your arms further – your legs and the motor achieve the lift, not your arms.

If you’re seated climbing beforehand, make sure the saddle is low, so there’s enough room to hover the groin and torso above the seat and keep pedaling – the continuous cranking will ensure consistent power delivery and traction.

Power through any small bumps or irregularities in the ground.

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As a minimum, make sure feet are in a good position if you’re on flat pedals, and nothing on the bike (like a raised saddle) is going to hamper you changing position rapidly. Select an appropriate gear – usually near the top of the cassette for steeper steps. Choose a drive mode that allows some extra input from your own power.

2 Your hips will be behind the saddle and the main key to balance when stood up is maintaining good flexibility in your legs to shift body weight up and down.

Once the front wheel is lifted, forcefully accelerate into the obstacle and ‘slap’ the tyre, always maintaining drive in order to lift the rear tyre up the bump face. Having the front wheel lifted affords valuable clearance room for the bottom bracket and cranks to keep spinning.

3

One area where it’s possible to approach obstacles differently with an e-bike is climbing up big steps or ledges. This is a more advanced move and you need to be pretty confident in your wheelies to start with. This technique is brutal, but effective – to power straight up steps or vertical rock and roots continuously on the back wheel.

On a normal bike you don’t have enough pure horsepower for this move.

It’s always more of a rocking-horse weight shift effort to get your front wheel up, followed by a forward motion and a sudden weight shift. It’s similar to a bunnyhop to kick the back end up to meet it.

With a motor it’s easier to drive straight up things on the back wheel.

There are some great advantages here – greater crank clearance, less chance of a loss in traction and fewer surges at the motor to affect balance. It doesn’t work for everything if it’s undercut or totally square, but a lot of times you can get away with it.

As soon as you stop pedalling, you lose assist. Learning to keep the motor working to your advantage is an extension of what you’ve already trained yourself over years on a normal bike – essentially, ease off the power on slippery roots and loose surfaces to increase traction and keep that power consistent rather than spinning out.

On the e-bike, steps can be more like one continuous fluid motion. It’s a case of slapping into the bottom of a step and then pedalling through it to maintain momentum. So long as the front tyre clears the obstacle, there’s enough power to drag you up quite big faces or edges. Once you get used to your weight balance and more comfortable on the back wheel, it’s really effective.

COMMON MIS TA K E S

Maintain power delivery right through the obstacle until the back tyre is fully up to the next level. At this point, easing off on the power will allow the front tyre to come back down and you can prepare to anticipate the next trail feature.

Lacking commitment – it’s easier to commit if you have the basics sorted. Make sure to anticipate your weight shift back and be ready adapt on the fly. Your approach angle, spotting the smoothest line, gearing and power mode settings all come into play. It needs a lot of finesse to get up the most technical sections, especially if it’s super steep, wet or loose.

Make sure you’re ready with your pedals in an appropriate position, and once you start to slap into the step or face keep the power delivery going through the move – any let-up in the pedal revolution and you’ll lose drive.

Get comfortable with jumping right off the back of the bike if your balance tips too far back.

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LONG TERMERS Countless hours on the trails make this the ultimate test of performance as well as reliability

PB’S HAIBIKE ALLMTN 6 £ 5 , 3 9 9 / 2 9 / 2 7. 5 i n / h a i b i k e . c o m

MONTH 8: PB’s ‘new’ brake mod turns out to be an old-school pairing, but it still works a treat... unlike Haibike’s in-house hoops

THE RIDER PAUL BURWELL Position Freelance writer/tester Mostly rides Surrey and Sussex Height 5ft 10in Weight 79kg

THE BIKE n All-mountain e-bike with a 160mmtravel Fox 38 fork and 150mm of rear travel n Carbon frame with air intake ports on the head tube for cooling n Powered by the latest 80Nm Yamaha PW-X2 motor and 600Wh InTube battery n Mullet design with 29x2.5in tyre up front and 27.5x2.8in out back n Acros BlockLock anti-rotation headset with custom stem

I

made a mistake last month. I said good to go. I’m late to the party with the the ‘Shigura’ modification I watched Shigura concept, and initially had the online combined a Magura brake wrong address, but the brake feels just lever with a Shimano caliper, but it’s as powerful as the full Magura. It’s also actually the other way round, so I more positive because the SLX lever wasn’t actually breaking new ground. doesn’t flex as much as the composite Still, I wanted to do this mash-up body on the MT5 assembly. It’s also brake combination to the AllMtn 6 cheaper to fit an SLX lever (£41.99) because I broke the carbon Magura MT5 than replace the MT5 (£60). And if you lever and happened to have a Shimano want to save even more money, you SLX unit sitting around which would could easily splice in a budget Shimano allow me to get the bike back on the BL-M4100 brake lever, which is £19.99 road pretty quickly. I also wanted to an end. So, did Shigura eliminate the see if this mod would suggest a fix for inconsistent feeling? Too right it did the inconsistency you can experience – the lever now pulls to the same bite with Shimano brakes – where the bitepoint every single time. point has a tendency to change. My The other issue I’ve had this month is thought was, if the SLX lever doesn’t do with the wheels on the AllMtn 6. Sadly it with the Magura caliper, then the lever they are starting to fall apart, especially ain’t the problem. the rear. The thing about wheels is you The reason you can combine can see all of the component the two brake systems is parts and assess them because both brands use individually, but the build WHY IT’S HERE mineral oil and similarquality is a total unknown.

One of the few size fittings, so all I had Obviously when I test a e-bike brands to do was amputate the DT Swiss wheelset, for running Yamaha’s damaged Magura part, example, I know from PW-X2 motor with fit a new olive and barb, experience they are InTube 600Wh do a quick bleed and I was built to a high standard

battery

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Haibike’s wheelbuild is unravelling

and are going to last, but they’re more expensive. I suspect the stock wheels on the AllMtn 6 were machine-built with maybe a bit of hand-finishing, but the rear has taken a beating and lost a ton of tension and I’ve had it in the truing stand three or four times already. The problem is, you can’t foresee this when you get a new bike – the wheels should be true, but if the spoke tension is slightly uneven or the build was rushed, they won’t last, which is the case here.

SPECIFICATION Frame XDURO AllMtn i600 carbon, 150mm travel Shock Fox Float DPS Performance EVOL Fork Fox 38 Performance, 160mm travel Motor Yamaha PW-X2 Battery Yamaha 600Wh InTube Display Yamaha, Side Switch, 1.7in LCD Wheels Haibike 110/148mm hubs, Mavic E-XM 430 rims, Maxxis Minion DHF/ DHR II 29x2.5in/ 27.5x2.8in tyres Drivetrain Haibike TheCrank chainset 38t, SRAM GX Eagle r-mech and 12-speed shifter Brakes Magura MT5, 203/203mm Components Haibike TheBar +++ Gravity 780mm, Haibike TheStem 2 stem 50mm, Haibike dropper post 150mm, Selle Royal Vivo saddle Sizes S, M, L, XL Weight 24.5kg (54lb)

GEOMETRY Size tested L Head angle 64.3° Seat angle 74.5° Effective SA 75.1° BB height 340mm Chainstay 460mm Front centre 810mm Wheelbase 1,270mm Down tube 750mm Top tube 620mm Reach 455mm

BEN’S VITUS ESCARPE 29 CRS

IN THE SHED

£ 2 ,6 9 9.9 9 / 2 9 i n / v i t u s b i k e s . c o m

MONTH 9: Foot out, flat out? Not quite! Ben makes the switch to flat pedals in pursuit of clearance

THE RIDER BEN DAY Position Account director Mostly rides Trails around Dorset Height 6ft Weight 80kg

THE BIKE Q Brand-new carbon-framed 140mm-travel trail bike available in both 27.5in and 29in wheel sizes Q Revised suspension layout with increased progression Q Rejigged geometry and a new XL frame size that’s genuinely large Q The Escarpe 29 CRS is the midpriced bike in a three-strong range

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ast month’s cliffhanger was that I was going to switch WHY IT’S HERE to flat pedals for the rest Ben tried going of this longterm test. big, then going Basically, I wanted to fast, now he see if it made any difference to the clearance issues I’ve been just wants a having: calves hitting on the shock trail bike linkage, heels rubbing on the stays.

Well it seems that the wider stance that flat pedals typically offer has made all the difference as I haven’t noticed any more strange knocks or rubbing. It’s also been great to be on flat pedals again and I wonder why I bothered with clips in the first place. The annoyance of trying to get clipped in before dropping in has gone and the freedom to move my feet around on the pedals really makes sense to me. Yes, my roadie tendencies still suggest that I’m better off clipped in on the climbs but I’m not racing anyone off-road so who cares? Also, I’m sure clipping in makes me ride stiffer, too.

It’s not all plain sailing, though. Blasting into bumpy corners or braking hard into braking bumps, I need to remind myself to really drop my heels and pivot at the hips and let the suspension in my ankles, as well as the bike, do the work. I’ve also noticed that the suspension felt a bit firm. It’s nothing to do with having switched pedals, I’ve just lost a little bit of lockdown weight, so 10 minutes with the shock pump was time well spent.

2 9/27.5in

Haibike AllMtn 6 £5,399

2 9in Kona Process 134 Supreme £9,999

2 9in Nukeproof Scout 290 Pro £2,449.99

2 9in Vitus Escarpe 29 CRS £2,699.99

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LONGTERMERS

SEAN’S NUKEPROOF SCOUT 290 PRO £ 2 ,4 4 9.9 9 / 2 9 i n / n u k e p r o o f . c o m

MONTH 5: Sean revels in the smooth-shifting joys of a complete SLX drivetrain

THE RIDER SEAN WHITE Position Freelance writer/tester Mostly Rides Forest of Dean, Mid Wales Height 6ft 2in Weight 87kg

THE BIKE n Flagship version of Nukeproof’s 29er aluminium hardcore hardtail that promises verstility as well as gravity-fuelled fun n Pro model gets ‘overforked’ with a 140mm-travel RockShox Lyrik; the Comp and Race spec bikes get 130mm-travel forks n Complete Shimano SLX groupset n Maxxis 3C rubber with reinforced casings adorn DT Swiss’s M1900 Spline wheelset

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ver the past five months the Pro model and it’s the attention to Scout has presented a faultless detail that I feel contributes to this scorecard when it comes to unshakeable reliability. Nukeproof’s reliability. OK, the test started cable routing is clean and direct, with in early spring, so it’s not been full-length outer casing from the shifter subjected to the worst that a British to the rear mech. No fiddly internally winter can throw at a bike. Still, it got me routed piping here. Slick shifting is thinking… does the high-end kit on this further aided by the genuine Shimano top-of-the-range Pro model contribute inner cable and outer casing, a rare but to its dependability? welcome sight, and without doubt a real Wind the clock back 10 years or plus point. more, and riders often judged a bike But what about its performance in by its groupset alone. Over time, the mud? Well, I’ve certainly read other mbr longtermer reports flagging up we’ve learned that geometry, sizing, problems with Shimano’s 12-speed suspension performance and tyre choice gearing when the weather turns foul. are ultimately better ways of improving The Scout has a Shimano chain fitted performance than the bragging rights of as standard and with a complete SLX high-end XT, XTR or X0 drivetrains. transmission (including chainring That said, the spec highlight for me is and cassette) it works as one, and as the Scout’s SLX 12-speed transmission, intended. As such, I’ve yet to experience which sits above the newly overhauled any noise, miss-shifts or swearing.

Deore and in the shadows of Shimano’s So the one thing that product benchmark XT hardware. It’s a groupset managers often got right in the past that often gets overlooked but it was that they had the good hasn’t missed a beat from the sense to spec a full groupset first ride – unnoticed in this rather than the mixing case being a plus point, as WHY IT’S HERE of brands that we often it is so quiet and efficient Sean addresses see today. A sound but I’ve never given it a the hardtail stealthy move from second thought. imbalance in our Nukeproof, even if it Dig a little deeper longtermer bumps up the price. into the build kit on the

fleet

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SLX rear mech worked faultlessly come rain or shine

30t SLX chainset handles drivetrain duties up front

The brakes?

You guessed it... SLX

BEN’S KONA PROCESS 134 SUPREME

£ 9,9 9 9 / 2 9 i n / k o n a w o r l d . c o m

MONTH 4: Ben instantly finds the limits of the Kona’s 134mm travel at BikePark Wales SPECIFICATION Frame Triple-butted aluminium Fork RockShox Lyrik Select Charger RC, 140mm travel Wheels DT Swiss M1900 Spline wheelset, Maxxis Assegai/Dissector 29x2.5/2.4in tyres Drivetrain Shimano M7100 SLX 30t chainset, SLX r-mech and shifter Brakes Shimano SLX M7120, 203/180mm Components Nukeproof Horizon V2 800mm bar, Horizon 50mm stem, Brand X Ascend 170mm post, Nukeproof Horizon SL saddle Sizes M, L XL Weight 13.5kg (29.72lb)

GEOMETRY Size tested XL Head angle 64.6° Seat angle 71.2° Effective SA 74.2° BB height 307mm Chainstay 440mm Front centre 798mm Wheelbase 1,238mm Down tube 757mm Top tube 675mm Reach 465mm

THE RIDER BEN SMITH Position Art editor Mostly Rides Forest of Dean Height 5ft 9in Weight 76kg

THE BIKE n Limited-edition ‘dream-build’ fullcarbon trail bike with 134mm rear travel and 29in wheels n 140mm-travel RockShox Pike Ultimate fork paired with Super Deluxe Ultimate shock n SRAM XX1 AXS electronic shifting and Reverb AXS electronic dropper post eliminate cables for clean looks n Zipp 3Moto carbon wheels boost traction and comfort, and come with wireless pressure sensors

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ast month I waxed As I charged through WHY IT’S HERE lyrical about how the rocky horrors of the Process’s black-grade trails like It’s Kona’s 134mm of rear Deep Navigation, all I Supreme build, suspension is just could think about was but will it turn right for about 90 per the abuse that those out to be Ben’s cent of the riding that I do. expensive Zipp wheels dream build?

Well, four short weeks later were taking. I needn’t have and a trip to a baking hot worried though, the bike BikePark Wales had me dipping came through it all (relatively) into that other 10 per cent. unscathed - a few light scuffs here and The fast, rocky and rooty nature of the there being the only permanent signs trails at BPW instantly made me wish I of damage. By the end of the day we was on a longer-travel bike, a first since were both moaning, though – the Kona taking custody of the Kona. Trails like developed a horrible creak from the Root Manoeuvres seemed relentlessly bar/stem area, which I put down to the tough, the agility of the Kona and its ingress of fine dust from spending so ability to skip over short, rough sections much time hanging in the plumes of negated by the constant onslaught and it from the uplift. That has since been relentless pounding that no amount of sorted by taking it apart and cleaning it manoeuvring could, er, outmanoeuvre. all thoroughly.

The SRAM G2 brakes also had a bit of a hissy-fit from being hung on the trailer.

SRAM G2 brakes need At first the rear brake lever pulled back bleeding after taking a beating to the bar when the bike was removed at the top of the hill, but went back to normal with a bit of lever-pumping. Then the front brake followed suit a few runs later. This didn’t quite go back to feeling normal, so frustratingly, I’ll have to get the bleed kit out before I can get back out on it again.

The takeaway from my trip to BikePark Wales? I took a beating, but I’d still rather have a bike that’s suitable for 90 per cent of riding, not the other way round.

SPECIFICATION Frame Kona Carbon, 134mm travel Shock RockShox Super Deluxe Ultimate Trunnion Fork RockShox Pike Ultimate RC2 Charger 2 DebonAir, 140mm travel Wheels Zipp 3Zero Moto, Maxxis Minion DHF 3C/ Dissector 3C 29x2.5/2.4in WT tyres Drivetrain SRAM X01 Eagle DUB chainset, XX1 AXS r-mech and AXS Eagle shifter Brakes SRAM G2 Ultimate, 200/180mm Components Truvativ Descendant DH Carbon 800x35mm bar, Truvativ Descendant 35mm stem, RockShox Reverb AXS 170mm post, WTB Volt titanium saddle Sizes S, M, L, XL Weight 13.37kg (29.47lb)

GEOMETRY Size tested L Head angle 65.8° Seat angle 66.9° Effective SA 74.9° BB height 336mm Chainstay 427mm Front centre 791mm Wheelbase 1,218mm Down tube 735mm Top tube 624mm Reach 470mm

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NEW PRODUCTS

Tested MICROSHIFT ADVENT X DRIVETRAIN £ 1 3 4 .9 7 SPECIFICATION Cassette range: 11-48t (spread: 11-13-15-18-21-24-28-34-40-48t) • Weight: 869g (cassette: 427g, shifter: 132g, derailleur: 310g) • Freehub body: HG-splined only • Contact: hotlines-uk.com

himano and SRAM do for drivetrains what Apple and Samsung do for smartphones – namely deliver the most innovative and reliable products out there for consumers. In fact you need a good reason to step away from this duopoly given just how dominant the two brands have become, and how good their products are. Now though, Microshift has a compelling alternative in its Advent X drivetrain. It’s the brand’s premium off-road groupset, boasting plenty of mod cons – clutch mech, single-ring setup, wide range cassette – but a tiny price tag.

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CASSETTE What’s the catch then? The backbone of Microshift’s Advent X drivetrain is the cassette.

It’s called Advent X because it has 10 gears, the smallest is 11t and the largest 48t. This means it’s out-gunned compared with SRAM, with the NX Eagle cassette sporting 12 gears and a bigger 50t bail-out sprocket to Advent X’s 48t.

There’s really not much in it though, both NX and Advent X start with an 11t sprocket, so really it’s only that big crawler gear you’re missing out on in terms of range (you can offset this with a smaller chainring).

The Advent X sprockets are mounted on an alloy spider to reduce wear on aluminium cassette bodies, although you can get £15 off the price going for a spiderless cassette. Eight of those sprockets are made from steel, while the two largest ones are aluminium – NX uses steel throughout.

Microshift also argues that its 11-48t range is actually better for performance, because there’s a tighter spread between the gears with fewer

Details impress like the silicone grip pad on the thumb lever

big jumps, resulting in a smoother ride and improved reliability too.

DERAILLEUR The Advent X mech costs £59.99 and weighs 310g, it uses an aluminium cage and big jockey wheels with tall teeth just as SRAM and Shimano do. Naturally, you get high and low limit adjustment – they’re helpfully marked H and L to avoid confusion, and accessed with an Allen key, as is the B-tension.

Microshift had the good sense to design its own ratchet and pawl clutch to stop the chain jumping around in motion too. You can turn it on or off – as you can on a Shimano derailleur – and adjust it via a little dial underneath a cover plate.

SHIFTER The Trail Trigger Pro shifter uses a silicone traction pad on both paddles to improve grip and comfort – it’s the same kind of design as Shimano uses for XT. This one will cost you just £24.99, although you can drop that to £19.99 if you’re prepared to forego the pad. Weight is 132g. Inside there are sealed-cartridge bearings to keep it smooth, and you can shift up to four easier gears at a time (NX will do five). Drop down the block and it’s just one, unlike XT and XTR where you can ditch two at once.

SET-UP Microshift doesn’t make a crankset, so you’ll have to look elsewhere. I used a Shimano Deore

YOUR TESTERS

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DANNY MILNER

PAUL BURWELL

MICK KIRKMAN

JAMIE DARLOW

Back in shorts like a real man this month, riding XC bikes and putting the big baggies grouptest together. Those knees hadn’t seen the sun in years.

Loves inventing things, like the bath laptop float, or crash detection wing mirrors. This month its the Shigura – not a dog, but a bastard brake.

Rejoicing in the news that ‘Ard Rock really is on this year, heading there now with a tent and a slab of Carlsberg, and his Covid passport.

Found his level, riding children’s trails at Dare bike park this month but also enjoyed sprocket swapping on the new Microshift mech tested here.

SEPTEMBER 2021

interference. It also proved very resilient to mud and just kept shifting without the delay or forced double shift some drivetrains can fall foul of. My guess is that, with just 10 sprockets to cover, there’s less lateral movement for the chain and mech to accommodate, and precise cable tension is probably less important too.

Either way, it never missed a gear.

Shifting on Advent X does take more finesse than you’ll employ using SRAM Eagle though.

Changing down to an easier gear is a slower process, it requires you to wait a fraction longer with your thumb on the paddle for the chain to derail. I took a closer look at the shifting ramps on both cassettes and Advent X is less sophisticated and could explain the delay.

I like the feel of the shifter with its excellent silicone pad. The action is solid and crisp, but could never be called light – you certainly have to apply more force than on a SRAM NX or GX drivetrain, and you have to move the levers further to perform a shift. It’s still a very functional action though, and if you have strong digits (thumbs-up to the gamers out there) you’ll never even notice. The paddles are made from plastic rather than aluminium, meaning there’s bound to be some inherent flex and vagueness there, but it wasn't noticeable.

The clutch mech worked perfectly, although SRAM’s locking feature really helps when removing wheels and I missed not having it on the Advent X. I also added a smidge of extra resistance to the clutch to provide just a bit more chain control.

My set-up weighed a meagre 869g. That’s around 200g lighter than NX and is partly due to the smattering of aluminium on the cassette, and partly because there are fewer and smaller sprockets. Did I miss the extra range? Not really, but then it depends where you ride. My local trails have short but occasionally punchy climbs, meaning higher gearing isn’t really a problem – just get out of the saddle for a few seconds and power up. That might not be the case in, say, the Lakes, where you have an hour’s steep ascending to do, cursing your lack of a 52t all the way. Certainly it would be best to experiment by dropping down a chainring size to make up for it, boosting your low gear power by sacrificing some high gear speed.

Microshift Advent X is remarkably good for the price. It’s reliable, shifts well enough and doesn’t weigh a ton. It would make a great expendable set-up for e-bike use, where chains and cassettes have a hard life, or simply as a trail bike drivetrain for high mileage riders. Sort out the firm lever action and I could see it getting full marks.

Jamie Darlow

Derailleur has aluminium cage and oversize jockey wheels

32t chainring and chain without any problems, and Microshift says every chain it’s tried works just fine as long as it’s a 10-speed model. That said, Ace Bicycles in Guildford and Monmouth has been using 11-speed chains without issue.

Just for the record, you can’t run a Microshift mech and cassette with a shifter from any other brand, and your SRAM or Shimano set-up won’t work with an Advent X shifter either.

Setting up the Microshift drivetrain was uneventfully easy, the shifter comes with a gear cable pre-installed and you thread it through a port in the side and clamp it to the mech.

The cassette mounts to a standard HG splined freehub body, and the mech screws into a hanger just like any other derailleur does. There are a bunch of set-up videos on the Microshift

mbr ratings explained The scores on the doors

1-4

site too, if you need help.

The only slight niggles are that the shifter clamp doesn’t open fully, so you have to take your grip off to fit it, and the cable obstructs the high adjustment screw on the mech just when you want to use it.

PERFORMANCE Advent X doesn’t look like a budget drivetrain – it’s more akin to a high-end groupset like XT or GX. This isn’t strictly performance related, but I still want everything in my life to look great, and that includes the view from behind bars.

Looks are subjective, you probably want to hear about the shifting, which is very reliable.

Once I’d sorted out a bent mech hanger, the chain danced up and down the cassette without

Something’s wrong. It’s rare, but sometimes a product will have a design flaw or some other weakness that means we can’t recommend it. Steer clear.

5-6

OK — one or two faults but it has potential.

Good — Very worth good considering. — for the money, we’d buy it.

7

8

Excellent — a slight mod or two and it might be perfect.

9

Simply the best — we couldn’t fault it.

10

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NEW PRODUCTS

FIVE TEN FREERIDER PRO PRIMEBLUE SHOES £120 SPECIFICATION Weight: 849g (pair) • Sizes: 6-13.5 (39-49EU) • Contact: adidas.co.uk

A few years ago, Adidas, the parent company of Five Ten, started a partnership with a company called Parley and developed a running shoe using Ocean Plastic or upcycled marine waste, which is literally stuff that’s found on the beach. The range of Adidas shoes using this technology is expanding, and this year the company launched a new Freerider Pro using a high-performance recycled material called Primeblue, hence the name.

What the company does is transform the plastic waste into a yarn and then it weaves this, and some regular polyester, into a textile, which forms the upper of the shoe you see here. It’s more breathable and flexible than the synthetic leather used on the regular Freerider Pro and, so far, is showing none of the wear I’ve seen in the base shoe. It’s not as water resistant, but it dries quickly and there’s also some extra flex, so the shoe is easier to get on. I’ve found the fit to be identical across both models, but some mbr testers with bigger feet said the Freerider Pro Primeblue can come up slightly narrower.

The big difference between the shoes is the rubber used to form the Dotty sole. The Freerider Pro Primeblue uses Stealth rubber, whereas the base shoe gets softer Stealth S1 – the former is around 15-20 per cent harder, and when I rode these shoes back-to-back I could feel that difference on the pedal. It just wasn’t as

locked-in when descending and there was definitely more movement in the wet. There’s more flex too, which isn’t a bad thing because I could curl my feet easier on the pedal for more grip but the Freerider Pro Primeblue is

also not as cushioned and that’s partially due to wafer-thin footbeds.

The upper has the same triple-layered toe and heel bumpers, but with reinforced eyelets and better laces. It’s padded around the heel for comfort, but I find this area is a bit sensitive to nicks from the chainring and it can start to pull apart eventually.

The price for both Freerider Pros is the same, so the obvious question is, do you want to do your bit for the environment, but take a hit on performance? That is your choice, but if Five Ten had used the softer S1 rubber on this shoe then you wouldn’t have to make that call – you could help the planet and enjoy maximum performance.

Down the line we’re going to see more shoes and products like this (like Patagonia’s Dirt Roamer short, tested on p90), made using upcycled materials. And Adidas is already working on footwear that can be repaired. If you think about it, surely the ultimate flat pedal mountain bike shoe has to be one you can re-sole and hopefully that’ll be the next step in the evolution of the Freerider Pro. Paul Burwell

STAN’S NOTUBES THE INJECTOR £13 SPECIFICATION Weight: 110g • Presta and Schrader compatible • Contact: paligap.cc

Mountain bikes have been running tubeless tyres for the best part of 20 years, and for some reason it’s still not easy getting the bead to seat on certain wheels, even using a fancy pump or compressor. Since this is a pain, removing the tyre to top-up the sealant is never a good idea and it’s much easier to just unscrew the valve core and inject some fresh sealant through the valve stem.

The best tool I’ve found for this job is NoTubes’s The Injector. Obviously, a lot of those little sealant sachets do fit directly onto a valve stem, but if you buy tubeless sealant in bulk – which is more economical and environmentally-friendly – The Injector is one of the only ways to get it in there without making a mess or wasting valuable sealant.

Topping-up the sealant is something I do every few months, because most sealants break down, leaving either a congealed mass or just water inside the tyre, and neither of those

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will seal a puncture. It’s pretty easy to do, just remove the core (I use NoTubes Core Remover, £10), and give it a clean while you’re at it.

NoTubes recommends removing the handle to pour in the sealant, but I just poke the nozzle into the bottle, suck a load up then inject it into the tyre – job done.

If I do have to swap tyres, this feature also allows me to suck up any excess sealant in the bottom of the used tyre and transfer it to the new one. Sealant is not quite as expensive per

litre as printer ink, but it’s not cheap, so I’d always recommend reusing it if you can.

The Injector isn’t a new tool – I’ve had it for nearly four years – but it’s definitely a musthave part of my tubeless gear when testing tyres for mbr.

I could use a basic syringe, but this is the right tool for the job and it's paid for itself many times over.

Paul Burwell

NEW PRODUCTS

ION K-SLEEVE AMP

DAINESE TRAIL SKINS PRO

£ 7 9.9 9

£ 8 4 .9 5

SPECIFICATION Weight: 318g pair (L) • Sizes: S, M, L, XL • Contact: ion-products.com

SPECIFICATION Weight: 364g pair (L) • Sizes: S, M, L, XL • Contact: windwave.co.uk

ION’s new-for-2021 K-Sleeve ups protection levels over its predecessor and is now a slip-on Lycra-style tube with a removable, pre-shaped, kneepad. The new design, therefore, does more than just resist scuffs and abrasions, but still retains a very pedal-friendly design with good freedom of movement.

The outer front portion uses a tougher damage-resistant material to allow it to slide a bit, rather than grip the ground and either pull down or get damaged in an impact.

The removable, dense and rubberised, kneepad is shaped into a knee-hugging shape with two cutouts either side of the knee at the top and bottom.

This shaping allows it to flex while pedalling and ensures ION’s pad is one of the most invisible and comfortable I’ve used with thicker kneecap coverage.

ION’s stretchy compression tube reaches far enough up the thigh to stay put (and even stash under the grippers on the bottom of liner shorts) and uses an effective triple row of silicone ribbing that’s as good as any rivals I’ve used. Basically, so long as you take care to pull the K-Sleeve up really high and ensure all the elasticated parts are well positioned and not twisted, the pads stay put for hours with minimal wriggling. I reckon this is also aided by how well the kneepad portion fits, and twists and distorts easily to keep the compression tube stable.

The K-Sleeves are also very well ventilated due to a mesh insert around the back of the kneecap. However, having the abrasion-resistant kneecap area and coarser materials targeted purely at the front leaves significant sections of the sleeve construction using thinner materials which can potentially get damaged.

Seeing as crashes are rarely that selective, and often damage the sides too (judging by every set of kneepads I’ve ripped over the years), this is a concern, and I wasn’t that surprised to put a small hole in the thin mesh behind the kneecap after a couple of rides.

The K-Sleeve is a great fitting pad that’s perfect to pedal all day in with a nice balance of comfort/ freedom of movement and minimal protection for most trail and lighter UK enduro riding.

The exposed mesh fabric which rips too easily and the higher cost for a lower protection level kneepad means it isn’t absolutely perfect though.

Dainese has been making mountain bike protection longer than almost any other brand, to the point I’ve spent multiple trips to the Alps clad head-to-toe in a Dainese Shuttle suit over 20 years ago. This latest Trail Skins Pro is the culmination of all that knowledge and packs a lot of features in a mid-protection level kneepad with excellent ventilation and an impact-hardening breathable polymer cap.

The Italian brand has used body mapping to shape the Trail Skins sock to match cyclists’ legs and, on top of that, both upper and lower elastic retention bands are width adjustable using a wrap-over Velcro tab. Inside these cuffs, silicone gripper strips – to prevent pads shuffling about and provide friction against skin – are laid out in a vertical pattern, rather than a continuous circular band like ION’s pads.

Compared to other tube-style trail pads, Dianese’s upper thigh cuff doesn’t extend as high up the leg, and I also found the upper opening looser than other brands’ large pads. This is even with the tabs cinched tight, and the overall fit elsewhere is nice and tight around the kneecap and calf. This meant that, combined with the perforated knee guard portion being less flexible than it looks, I struggled to keep the Trail Skins in one place.

This was especially true when pedalling seated, where it seems like the continual bending of the protective webbing section continually wriggles the pads lower and lower while riding. I’m not alone in thinking this, as other testers here have had the same issue.

To improve this, I believe the retention cuff at the top needs to sit much higher up and use a tighter fabric with greater tension and compression on the thigh to prevent unwanted movement. Obviously, stopping the Trail Skins wriggling down will ensure all the protective features like well-placed pads on the side and upper shins do their job. Furthermore, while I didn’t crash, it also looks like the perforated kneepad will dig in the dirt rather than slide if you did, and potentially pull the kneepad down the leg.

Dianese’s protection feels reassuring when in the correct position, and the Trail Skins Pro is really well made from quality materials, but for my legs, it simply doesn’t stay in place enough to rate that highly.

HEAD TO HEAD

TEST WINNER! VERDICT It’s crucial that kneepads don’t shuffle about or slip down legs while riding. Not only because this is extremely annoying, but it also means protection can be seriously compromised if a kneepad isn’t actually covering your kneecap by the end of a run.

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Dainese’s pads don’t cut it for me in this regard, whereas ION’s K-Sleeve stays put all day whether pedalling or pulling shapes.

It would score higher if the build quality was a bit tougher and a couple of details were changed, like a bigger ‘slide’ zone on

the front of the kneecap. In this lightweight kneepad category, I still prefer the latest Sweet Protection Knee Pads, but in warmer weather they do run a fair bit hotter and sweatier than both products tested here.

Mick Kirkman

SCOTT STEGO PLUS HELMET £ 14 9.9 9 SPECIFICATION Weight: 420g • Sizes: S, M, L • Colours: Orange, purple, white, black, grey, green • Contact: scott-sports.com

The Stego Plus is the latest top-end trail/enduro helmet from Scott and comes complete with all the usual features that you would expect on a model costing £150 – extended head coverage, MIPS liner, GoPro mount, adjustable peak, dialadjustable Halo fit system and a full-wrap shell to protect from knocks.

The Stego is constructed using EPS foam to absorb high speed impacts along with polyurethane pads to deal with lower speed impacts. Combined with the MIPS liner it certainly ticks all the safety boxes.

Cooling is provided by an array of 17 vents and they prove pretty effective – this is one of the better ventilated helmets that I’ve used recently. The three small brow vents in particular are great at directing air over the forehead, which helps keep my riding glasses noticeably more fog-free than with most of my other helmets.

The Halo system has a knurled rubber dial to make adjustments on the go super straightforward and the rear cradle is easily height adjustable, so a good comfortable fit is simple to achieve. The padding is slightly thicker at the front as well which also increases comfort. It works too, the Stego really is a comfortable helmet and seems to fit a variety of different head shapes.

As much as fit is a personal thing, so are aesthetics. Personally I think this is a good looking helmet, not too bulky, with sleek

lines and I particularly like the way the peak is seamlessly incorporated into the design. Talking of the peak, it sits neatly out of your vision, moves up to make space for goggles and can be switched with a separate peak that has an integrated GoPro mount.

I currently have two helmets on rotation – this and a Troy Lee A3. Of the two the Troy Lee

feels like it cradles slightly more of my head, and as such feels a touch more protective. Then again it also feels heavier and warmer, and on hot summer days the airy Scott is always the first one I reach for.

Ben Smith

PARK TOOL BKM-1 BLEED KIT £ 1 14 .9 9 SPECIFICATION Compatibility: Magura, Clarks, Promax, Shimano Tektro, TRP • Contact: freewheel.co.uk

If you’ve read my longtermer test this month you’ll know I did a Shigura modification on the Haibike, replacing the broken Magura brake lever with a Shimano SLX assembly.

I did a quick bleed afterwards using this Park Tool BKM-1 Bleed Kit, which is designed

specifically for disc brakes that run mineral oil. What made this process super easy is the fact that, included with the BKM-1, are a load of adapters for different brakes and they’re all colour coded, so you know instantly which one you need.

Also included in the sturdy box are two syringes complete with extra-long hoses, shut-off clips and ergonomically-shaped push-pull handles.

There’s also a holder that you can lash to a fork leg or frame tube to keep the syringe vertical, which means it doesn’t flop around when you’re trying to push fluid through the system. You also get a set of multi-size bleed blocks and one of those odd-shaped bleed funnels for Shimano brakes.

I test disc brakes for a living, so I have all of the different bleed kits on the market.

But since getting the BKM-1 Bleed Kit I’ve been able to clear out half of them from my workshop – and the other half I’ll ditch when I get the Park Tool BKD-1, which is designed for disc brakes that run DOT fluid.

Obviously, if you only have one bike with one set of brakes then a multi-brake bleed kit like this is unnecessary, especially at this astronomical price. But, if you have more than one bike, the BKM-1 Bleed Kit is excellent quality and a joy to use.

Paul Burwell

SEPTEMBER 2021

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GROUP TEST

Summer trail shorts This wacky summer threw everything at 10 shorts selected for tech, comfort and style Words: Danny Milner, Jamie Darlow Photos: Roo Fowler, Daniel Gould s befits mountain biking’s relaxed, chilled-out vibe, its clothing has always favoured a baggier, more casual disposition compared to the uptight, performance-driven options worn by road riders. From the early jeans and work boots repurposed by the Repack pioneers, through surf shorts in the 90’s and heavy-duty protective freeride wear in the early noughties, mountain bike clothing has evolved dramatically, with standard issue kit now boasting lightweight, hi-tech fabrics, built-in stretch, wicking properties and waterproof coatings. For a relatively simple garment, mountain bike shorts have been on quite a journey in the last 40 years.

And the reason shorts have made such great strides is that, globally, the sportswear market is worth a staggering 353 billion dollars. Annually.

There is no shortage of cash swilling around to fund research and development. And that means that MTB clothing benefits from innovations being made across the entire sportswear industry.

A

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Most MTB shorts are made from a polyester/ elastane mix. Polyester has excellent durability and is resistant to shrinking and stretching. It’s also easy to look after and quick-drying. The elastane element gives the garment a stretchy property, making it more suitable for high intensity activities involving lots of movement.

And yes, you probably know it better by one of its trade names Lycra or Spandex.

Many brands add a Durable Water Repellent (DWR) coating. And while that might seem like a waste of time on a pair of shorts, where water can splash up the leg, it actually makes a lot of sense to prevent the seat area becoming saturated from spray. No one likes a soggy bottom, after all.

Mountain bike shorts also need a secure fly closure, pockets and a cut that allows freedom of movement without billowing in the wind.

For this test we’ve assembled 10 of the latest shorts from an assortment of the most popular brands. Read on to find out which are pants and which are the bee’s knees.

USED & ABUSED

How we test All the shorts here were tested over a variety of summer conditions, from really hot and humid, to damp and mild.

We assessed the fit, sizing and comfort while pedalling, the position and capacity of pockets and the effectiveness of waist adjusters and fly closures. We looked for any kneepad gap, as well as measuring all the inseams.

To test the DWR effectiveness, we also sprayed each pair of shorts with a set amount of water and measured how much had soaked through after a set period of time.

JARGON BUSTER

Know your shorts FLY

WAIST ADJUSTE

Buttons, buckles and poppers – not the stomach contents of an 80’s raver, but different ways of fastening a fly.

Whichever method is used, it needs to be quick and easy to fasten and unfasten, as well as secure. The last thing you want are your shorts falling down when you have to get off the back of the bike on a steep chute.

To add an elemen of adjustability, and room for a po ost-ride slice of cake, most shorts come with some form of wai adjuster.

These can be subtle and hidden or externa and easy-to-access.

FABRIC All the shorts tested here use some variation of nylon/polyester/elastane mix. On average there’s around 10-15 per cent elastane to add sufficient stretch to the fabric. Flatlock seams are popular to join panels of material as they are strong and low profile, so there’s less rubbing on bare skin. Some shorts are now ultrasonically welded, or taped, which not only creates a more waterproof join, but is also impressively unobtrusive, eliminating chafing altogether.

VENTILATION POCKETS As riding packless has become increasingly popular, useful pockets have become more and more important on trail shorts. You don’t want huge cargo pockets that let you carry around the kitchen sink, as these will just flap against your thighs, but you do want enough space for a phone and a key at the bare minimum.

Ideally the pockets should keep the contents secure against your body so they don’t rattle around.

CUT Fashions come and go, and with them hem lengths. Most trail shorts now have a relatively tailored, slim-line cut with a length at or around the knee. While length is really down to personal preference, it does depend to some extent on whether or not you wear kneepads.

Too high and the short can ride up above the pad and expose an unflattering band of skin – known as the pad gap.

Zipped vents let you tune the amount of cooling air that can enter your shorts on a hot day, but these add weight and cost. So the latest trend is for laser-cut holes around the inside thigh.

DURABLE WATER REPELLENT Known as DWR. This is a treatment, or coating, added to the fabric to make water bead on the surface and run away, rather than pool and be absorbed. It’s useful on shorts to prevent an uncomfortable wet bottom while pedalling.

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88

100% CELIUM

7MESH SLAB

£ 1 1 9.9 9

£100

SPECIFICATION Weight: 184g • Sizes: 28-38in • Inseam: 13in • Colours: Blue, sand, grey, black • Contact: silverfish-uk.com

SPECIFICATION Weight: 165g • Sizes: XS-XXL • Inseam: 14.5in • Colours: Black, grey, red, blue • Contact: 7mesh.com

The new Celium short from 100% has the feel of a premium product – the fourway stretch material is made from nylon and elastane, letting it move easily with you on the bike, and there Belting-up is done are taped seams to ensure with a Boa dial a perfectly flush finish inside. It’s an extremely comfortable short, and really breathable especially in warm conditions. The zippered pockets also hold a phone securely and snug against your thigh so it doesn’t bounce around annoyingly on the descents.

But the DWR coating didn’t prove very effective in our water spray test, with the water pooling quickly and ultimately being absorbed by the fabric.

The Celium uses a BOA fit system – there’s no zip and no button or popper. Simply engage the BOA dial and twiddle it to the appropriate tightness. It does provide a very neat and precise way of holding your shorts up, because there’s no need for additional Velcro tabs to fine tune the fit, and it also means there are no pressure points or areas of bunched material around the waist. It also contributes to the high price.

However, the Celiums were so snug we could have worn them with the BOA dial fully open. We’re not convinced 100% has the sizing and fit right, as the Celium is too short in the leg and leaves an ugly pad gap. We took to wearing it without kneepads, effectively demoting the whole garment to casual rides or family bimbles as a result.

Two inches longer in the leg and a wider fit would have the Celium rocket up the rankings. But as it stands it’s expensive and oddly-sized.

There are five different Only one pocket but shorts in the 7Mesh range, it does a good job with this Slab model being aimed at the enduro end of the spectrum. If that conjures up images of thick fabric and extra reinforcements, think again.

It’s an incredibly light and minimal short, with only the Patagonia Dirt Roamer making less of an impression on the scales. The weight of a phone and car key in the single pocket – located behind the right thigh – didn’t tug the fabric or flap around excessively on rough terrain, though ideally we would like to see a pocket on each leg to balance the load and keep items separate.

7Mesh uses a four-way stretch fabric with a fairly high elastane content, which makes the Slab extra stretchy. It has a beautifully soft touch against bare skin, and the ultrasonically welded seams are so minimal they almost disappear.

With a 14.5in inseam, we had no issues with pad gaps either, and the DWR coating worked beautifully when tested for water resistance.

Where the Slab short gets a bit kooky is at the crotch.

There’s a no fly zone, with a seamless gusset, large elasticated waist panels and a front-mounted adjuster. Supposedly this helps prevent chafing, but it also makes going for a comfort break more difficult. On balance, we would prefer a regular fly – fortunately 7Mesh offers the more traditional Farside Long and Glidepath.

A premium, luxurious, lightweight option from 7Mesh then, even if it favours those with a strong bladder.

With a regular waist and an extra pocket, these could be a perfect 10.

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SEPTEMBER 2021

DAINESE HGL AOKIGHARA

ENDURA SINGLETRACK LITE

£9 4 .9 5

£ 6 9.9 9

SPECIFICATION Weight: 199g • Sizes: XS-XXL • Inseam: 12.5in • Colours: Black, sand • Contact: windwave.co.uk

SPECIFICATION Weight: 224g • Sizes: S-XXL • Inseam: 14in • Colours: Blue, black, green, orange • Contact: endurasport.com

Dainese’s HGL Aokighara Velcro adjust not short uses a ripstop nylon ideal on waist fabric with a small blend of elastane to give it a subtle four-way stretch, and there’s also an effective DWR coating. While it feels nice and soft against bare skin, and the flatlock stitching is unobtrusive, it’s not as supple and luxurious as some of the welded polyester/elastane mix fabrics – it reminds us of an old-school shell in that respect.

At the waist, Dainese has integrated all the adjustment into the fly closure. First close the pop-stud, then pull the flap across and attach the hook and loop tab at your preferred tension. This is reasonably effective, but the Velcro doesn’t feel especially secure, and any excess material tends to bunch at the crotch, creating a creepy/embarrassing protrusion.

There are two pockets on the front placed fairly high on the hips, but they’re not very deep and there is no zip to secure what’s inside. While nothing bounced out during testing, frankly we could do without the worry that something vital might go missing mid-ride.

Fairly short, with a 12.5in inseam, we found the Aokighara rode up quite a bit while pedalling, although the drop hem at the front of the knee helped cover the top of our pads while descending.

The Aokighara could be a decent short thanks to its unfussy styling, but Dainese has over-thought the waist closure and needs to add zips on the pockets.

Bearing in mind this is a £95 short, there are definitely better options out there.

Endura’s SingleTrack Lite Neat zippered pockets short has been designed and bright colours for warm-weather riding.

It’s made from a blend of nylon and elastane, so feels lightweight and stretchy, and just about as thin as you can decently get away with.

Keeping things summery, there are 30-or-so laser-cut ventilation holes atop each thigh, and it’s available in three fun colours. And black.

Hailing from the rainy end of the UK, Endura has also sensibly added a PFC-free DWR finish to the SingleTrack Lite to fend off splashes. It works well, although it wasn’t the best-in-test in this respect. There’s also a crash repair service available should you rip them – a worthy scheme that improves sustainability and reduces waste.

The SingleTrack Lite fit is tailored rather than baggy, but we could have upsized for a more generous fit. Praise also goes to Endura for making the Lite in both a regular and a short version. The regular-length size medium was ideal for our 6ft 1in tester’s gangly lower limbs. There’s a slight flare to the leg openings, and the seams are neat and flush, which all helps it sit and slide neatly over your pads without hooking up. Keeping it snug around the waist are twin Velcro tabs at the back, and a double popper closure and zip fly at the front. Then there are some nice details like three zippered pockets.

The SingleTrack Lite is a great short – it’s lightweight and cool without being flimsy or floaty, and Endura has nailed the details, sizing and style. It also happens to be the lowest priced on test.

TEST WINNER!

SEPTEMBER 2021

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89

FOX FLEXAIR £80 SPECIFICATION Weight: 211g • Sizes: 28-40in • Inseam: 13in • Colours: Black, grey, blue, green or red • Contact: uk.foxracing.com

The Flexair short is a carbon Laser cut holes copy of the much-loved ventilate to the max Flexair Pant, with shorter legs. It is made from the same TruMotion four-way stretch fabric, and that makes it compliant when riding, without being so stretchy as to hook up on your saddle. It also gets the same excellent DWR water protective coating.

Around the waist is Fox’s brilliant and super-wide elasticated waistband which means there’s no unsightly material to bunch up or chafe. At the front it’s held in place by a moto-style ratchet buckle. We tested the size 34 and the closure is about right, being neatly in the middle of the range so we could slacken it off or cinch it up depending on the size of our lunch.

Fox has laser cut around 40 lozenge-shaped holes into the inside of the short to keep things breezy, and it definitely works to keep things cool. We’d rather see a zippered vent though, because then you have the option to close it when it’s not roasting hot.

The Flexair is also a tad on the short side – it could do with another inch of material to cover the gap between knee and pad. We did like the angled zipped pockets on either hip though, as they are nice and high and further rearward than on most shorts, meaning anything put in there stays firmly in place.

The Flexair Short is a great choice for summer use, it’s comfortable, stylish and cool. If it was a smidge longer and had zip vents instead of laser cut holes we would bump it up a mark.

90

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PATAGONIA DIRT ROAMER £90 SPECIFICATION Weight: 141g • Sizes: 30-40in • Inseam: 11in • Colours: Black, grey, blue • Contact: eu.patagonia.com

Patagonia asserts its green credentials on the Dirt Roamer short by using a polyester fabric made from recycled plastic bottles.

This is blended with 12 per One pocket on cent elastane to give a the left-hand thigh four-way stretch, while the ultrasonically-welded seams are low-profile and unobtrusive and capped off by a highly effective DWR treatment. The fabric itself is exceptionally light, soft and supple and is arguably the nicest found on any of the shorts tested here. It’s also the lightest short on test, weighing a svelte 141g in size 32in.

But part of the reason for that minimal weight is because less material is used – the Dirt Roamer has a brief 11in inseam, and with a relatively slim fit, this means it rides quite high on the thigh. Fine worn pad-less on an XC or down-country bike – but with knee protection there’s a yawning pad gap.

Patagonia has kept features to a minimum on the Dirt Roamer, but there’s a secure zip pocket on the left thigh that will hold a phone without tugging the fabric or slapping against your leg. Ideally we’d prefer to have this pocket mirrored on the right leg too. The minimal waist adjuster was mostly redundant thanks to the tight fit, but we liked the simple button/zip fly.

If you ride XC or gravel and want a lightweight, minimal short that’s exceptionally comfortable and ethically produced, the Dirt Roamer fits the bill perfectly, but to make it more versatile, we’d like to see an extra pocket and a longer inseam.

SCOTT TRAIL TUNED £ 1 3 9.9 9 SPECIFICATION Weight: 234g (liner 117g) • Sizes: XS-XXL • Inseam: 14in • Colours: Blue • Contact: scott-sports.com

Scott’s Trail Tuned short is Deluxe fabrics and made from fabric that feels lots of nice details fantastic; it’s luxuriously soft, stretchy and light without being so flimsy as to flap around in the breeze or creep up your thigh. And it’s capped with an effective PFC-free DWR coating for splash protection. Scott has licensed this posh fabric from Cordura, and we found the Trail Tuned stood up well to abuse and survived one close encounter with a bramble bush without a scratch.

Detailing is excellent – there are two zippered side pockets for a phone and key, and a run of laser cut holes down the inner panel of each leg for cooling. The Trail Tuned also uses an aluminium hook closure – you simply slide the hook into the correct nylon loop to get the fit spot on. It’s an innovative solution that should, in theory, outlast a more traditional button or popper design.

The Scott Trail Tuned short also comes with an excellent padded short liner, which together with the Cordura fabric explains the higher price. Fortunately the Scott liner (£46 separately) is very comfortable and well fitted, so makes a decent investment.

Long-legged riders will rejoice at the fit of the Trail Tuned shell, as it’s probably the longest short we’ve tried since the heyday of capri pants in the noughties. It’s not silly long if you’re 6ft tall, but shorter riders might want to try before buying.

Overall we really rate the Trail Tuned short – it’s comfy and tough, floats over kneepads and covers everything, but the price is fabulously steep.

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SPECIALIZED TRAIL CARGO £75 SPECIFICATION Weight: 263g • Sizes: 30-40in • Inseam: 13.5in • Colours: Black • Contact: specialized.com

Do you enjoy the cool vibes Straps fine-tune that come from riding the button closure in skintight, cut-off jean shorts? Nah, us neither.

But we do love the tailored fit of the Specialized Trail Cargo short. The Trail Cargo has a few decent features that bump it up our short pecking order – there are two hand pockets for lolling about in, and two zippered pockets – one of which is just the right shape and size to snug your phone to your upper thigh without it budging. Keeping these slacks around your waist is a simple button closure, with adjustment straps either side of your hips. There’s no zip, instead you just get a sliver of mesh fabric, perhaps as a bug guard to fend off summer intruders.

There are no fancy zippered vents on the thighs to cool you down, but Specialized has laser cut small holes into the legs. We’re not big fans of this approach – plenty of us still like wearing shorts in cooler weather, and there’s no way to stop the wind whistling through the gaps. Wet weather performance is also disappointing. Despite supposedly being equipped with a VaporRize water-repellent coating, our sample short soaked up water like a sponge in our DWR test.

If the Trail Cargo had an effective DWR and was just an inch longer we’d bump it up a mark or two, but it disappoints if you’re over 6ft tall, sometimes revealing the dreaded gap between pad and short.

It’s nevertheless a decent option for the less gangly out there.

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SWEET PROTECTION HUNTER

TROY LEE DESIGNS SKYLINE AIR

£ 1 1 9.9 9

£110

SPECIFICATION Weight: 281g • Sizes: S-XL • Inseam: 14.5in • Colours: Black or green • Contact: jungleproducts.co.uk

SPECIFICATION Weight: 251g (liner 135g) • Sizes: 28-38in Inseam: 12in • Colours: Black, blue • Contact: saddleback.co.uk

The latest Sweet Protection Hunter short gets a Velcro strap instead of a popper fastener, while the Velcro waist adjusters have been replaced by a nylon belt just above the zippered fly. Both improvements, as it’s easier Sensible waistband to adjust the fit, and now clip on nylon belt there’s no Velcro to hook up on your jersey.

The pockets have moved around too, so you get two open ones for your hands, and two zippered ones down the thigh.

There are now zippered thigh vents to let off some steam on hot days as well.

Longer at the front than the back, the length is spot on.

There’s also a band of material that wraps around the knee like an oversized cuff. This makes the short hang perfectly when you’re riding. The fabric is good too – light, but not too flimsy – and there’s some great detail inside the leg openings, where a slippery ribbon keeps it gliding over the knee or pad. After three months our sample still looks box fresh and the DWR has lasted fairly well – spin it for 20 minutes in the tumble drier to reactivate after washing.

Flaws? It comes up slightly big, but you can always buy one size smaller. We’d also prefer a zippered pocket higher up – as it stands, the position means the contents whack into your leg. Finally, £120 is a lot of money for a short without a padded liner.

If you can live with the price though, there are few shorts to match the Hunter’s blend of durability and style.

The Skyline Air short is Mesh fabric provides not the lightest in Troy Lee most airflow on test Designs’s comprehensive range – that accolade belongs to the Drift – but it is definitely the best ventilated. Almost the entire front panel is constructed using a mesh fabric, but surprisingly it doesn’t feel like you’re wearing a giant teabag.

There’s a four-way stretch to the mesh and a smooth backing that’s neither scratchy nor irritating.

More airflow means better ventilation in hot weather, and having worn these on some truly sweltering days, we can testify to its effectiveness. The flipside is that the Skyline Air sinks in less clement conditions. There is a solid panel at the rear, but with no DWR coating, water is absorbed instantly.

Compared to the likes of the 7Mesh and Patagonia shorts, the Skyline Air has quite an old-school construction with flatlock stitching that doesn’t chafe, but feels bulky next to modern ultrasonic welding. It also adds to the weight, so despite the minimal mesh panels, the Skyline is relatively heavy. At 12in, the inseam is more XC than enduro and you’re likely to experience some pad gap. We really liked the two zip pockets as they provide ample secure storage, but the popper fly isn’t the most reliable solution and the friction fit does wear over time.

Included with the Skyline Air is Troy Lee Designs’s excellent padded short liner.

Bought separately this costs £50, but as a package you get both for only £20 more than the shell alone, making it a bit of a bargain.

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Conclusion TEST WINNER!

f there’s one key point from this test, it’s that there’s now no such thing as a bad pair of shorts. Sure, some perform better in hot weather, some are better at keeping out rain and spray, some are more comfortable, or have better pockets and some are great value, but all do a decent job.

Our least favourite short was the Dainese HGL Aokighara.

While the fit was decent and the durable ripstop fabric boasted a good DWR treatment, the lack of zipped pockets makes it a risky choice for mountain biking if you ride without a pack.

100% has an aspirational Californian image and slick styling, but the Boa dial was a case of form over function and the length wasn’t sufficient.

The DWR was also poor.

Patagonia is a welcome new entrant to the mountain bike apparel market as it brings ethical and sustainable practices that force other brands to up their games. And the Dirt Roamer short is a quality item at a price that undercuts many more established rivals. But it’s lacking in length if you ride with kneepads and the single pocket limits storage.

There are a cluster of shorts all rated 8, but each one has different strengths and weaknesses. The Troy Lee Designs Skyline Air is perfect for a heatwave and good value when you take into account the quality padded liner short. But

I

it’s usefulness is limited in the UK, making its more versatile Skyline stablemate a better choice for most riders.

Scott’s Trail Tuned short is comfortable, stylish, generously-cut and also comes with a quality padded liner, but it’s pricey at £140, and may not appeal to non-Scott owners.

Specialized’s Trail Cargo short is significantly more understated than the Scott Tuned. Unlike the lanky Tuned short, Specialized’s offering comes up a bit short, leaving an unsightly pad gap.

Fox is one of the trendiest brands on the market, up there with Troy Lee Designs, and it boasts more tech in the fabric and construction of its Flexair short than TLD’s Skyline. Once again, it’s just a bit too short for kneepad wearers, and we felt that it would be better without the laser-cut vents.

Finally the 7Mesh Slab with its weird seamless crotch. While we weren’t big fans of the unique looks and no-fly inconvenience, the material and cut is top notch.

With a 9 rating, Sweet Protection’s Hunter short impressed us with its durability and attention to detail. The cut was perfect for riding with kneepads, there’s plenty of secure storage for keys and a phone, and zip vents let you play with the thermostat depending on the weather.

Which leaves the Endura SingleTrack Lite to take the top step once again – it’s already won our women’s short test earlier this year. There’s just so much to like about this classic garment: the price, the cut, the styling, the features and the reduced environmental impact.

It even comes in two lengths depending on your height and kneepad proclivity.

Price

Weight

Sizes

Inseam

Contact

£119.99

184g

28-38in

13in

silverfish-uk.com

£100

165g

XS-XXL

14.5in

7mesh.com

Dainese HGL Aokighara

£94.95

199g

XS-XXL

12.5in

windwave.co.uk

Endura SingleTrack Lite

£69.99

224g

S-XXL

14in

endurasport.com

Fox Flexair

£80

211g

28-40in

13in

uk.foxracing.com

Patagonia Dirt Roamer

£90

141g

30-40in

11in

eu.patagonia.com

£139.99

234g

XS-XXL

14in

scott-sports.com

£75

263g

30-40in

13.5in

specialized.com

£119.99

281g

S-XL

14.5in

jungleproducts.co.uk

£110

251g

28-38in

12in

saddleback.co.uk

100% Celium 7Mesh Slab

Scott Trail Tuned Specialized Trail Cargo Sweet Protection Hunter Troy Lee Designs Skyline Air

Rating

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TESTED THIS MON

SANTA CRUZ BLUR XC CC XO1 AXS RSV £ 8 ,0 9 9

SCOTT SPARK RC WC AXS £ 7, 2 9 9

GOING FOR GOLD

CUTTING EDGE Following Tom Pidcock’s gold medal ride at the Tokyo Games we test two XC bikes which, with a bit of training, are good enough to go wheel-to-wheel with Tom Words: Alan Muldoon Photos: Roo Fowler

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BIKE TEST

Make no mistake though, both bikes are designed for one thing and one thing only.

And that’s winning elite-level XC races

W

ith Tom Pidcock winning gold for Team GB in Tokyo, XC racing is centre stage in the UK right now. But bike companies don’t wait for the spotlight of the Olympics to shine once every four years to develop new XC race bikes.

Two brands that launched state-of-the-art XC race machines in the run-up to the Games were Scott and Santa Cruz. In terms of timing, the unfortunate delay to the Tokyo Olympics worked in their favour, even if the race results did not. Swiss legend Nino Schurter narrowly missed out on a medal in fourth on the new Scott Spark RC, while 2020 Italian national champion Luca Braidot finished back in 25th spot on the Santa Cruz Blur CC. So we have two full carbon bikes on test with very different approaches. The Scott has an internal shock and one-piece bar/stem combo for a futuristic look, while the latest Santa Cruz Blur XC is pure retro chic in its simplicity. Make no mistake though, both bikes are designed for one thing, and one thing only. And that’s winning elite-level XC races.

But that’s not the only thing that the Santa Cruz and Scott have in common, as both bikes are also available in more trail friendly versions. For Scott it drops the RC tag, ups fork travel from 120 to 130mm and swaps out select components to further enhance its trail capability. Santa Cruz takes a different

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approach, increasing the travel from 100mm front and rear to 120 front and 115mm on the rear while tweaking the geometry to give more than a one-degree slacker head angle. It also gets a full-length dropper and bigger brakes.

But those aren’t the models we’re testing here – our focus is firmly fixed on XC racing.

So let’s start with the one metric XC racers are obsessed with – weight. Or more specifically, the lack of it. At the weigh-in, the size L Santa Cruz Blur CC was a scant 10.41kg, 710g lighter than the Scott Spark RC. Dig a little deeper, however, and the difference in wheel weight alone accounts for 280g. The Blur also gets the 32mm RockShox SID SL Ultimate fork which is over 350g lighter than the 35mm SID Select + fitted to the Scott.

Pedalling efficiency is also key, which is why it took so long for most XC racers to transition from hardtails to full-suspension bikes. It’s also why the Scott and the Santa Cruz both have handlebar remotes for stiffening up the front and rear suspension. Scott uses the latest iteration of its proprietary three-position TwinLoc remote. Santa Cruz opts for a cleaner, simpler and more functional SRAM TwistLoc. There’s a big difference in travel too. The Scott Spark RC boasts 120mm front and rear while the Santa Cruz has 20mm less at both ends.

It’s no surprise that both brands employ flexstay suspension designs to reduce the number of pivots, weight and complexity. That’s not to say that hiding the shock inside the seat

tube isn’t complex, but both have given up the linkage designs favoured on their longer-travel bikes in pursuit of weight saving.

Both bikes also have SRAM Eagle AXS wireless shifting, the main advantage being that there’s one less cable to contend with.

In fact, both bikes would also benefit from wireless shock remotes, but the technology isn’t available just yet.

Keeping hydrated is also key for optimum performance, especially for multi-day stage races, so both bikes have double bottle cage mounts. Santa Cruz has also gone with the SRAM Universal Derailleur Hanger and a standard threaded BB, so that no matter where the racing takes you, you’ll alway be able to find spare parts.

So we have two lightweight high-end modern XC bikes with very different approaches to solving the same puzzle – getting to the finish line first. But which one has put the pieces together in the best format?

CONTROL TYRES

To make the testing process as fair as possible we fitted the same Maxxis tyres to both of the XC race bikes in this test. Choosing a 29x2.4in Recon Race front, accompanied by a 2.4in Aspen on the rear, both in the lightweight EXO casing. Available at extrauk.co.uk, prices start at £54.99 per tyre.

BIKE TEST

Santa Cruz Reserve 28 XC carbon rims are light and ideal for highervolume tyres

The more compact 10-50t Eagle cassette and 34t chainring are geared for speed

SRAM Level TLM brakes have small 160mm rotors but aren’t shy on stopping power

Chain guides aren’t just for DH and enduro racing

SANTA CRUZ BLUR XC CC XO1 AXS RSV £ 8 ,0 9 9

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o one can accuse Santa Cruz of jumping on the XC bandwagon.

Along with the V10, the original Blur helped pioneer its VPP suspension and even before VPP, the single-pivot Superlight was a firm favourite among XC racers and trail riders alike.

It’s fitting then, that the latest Blur XC blends aspects of the old and new world. The Superlight single-pivot suspension design is back, albeit with flexstays and a linkage-actuated shock to deliver 100mm travel. And combined with Santa Cruz’s modern carbon tech, it’s the lightest Blur the brand has ever produced. How light? Well, compared to the previous Blur, Santa Cruz has managed to whittle away 289g from the

RockShox SIDLuxe with 100mm of travel and simple rebound adjustment

100 mbr SEPTEMBER 2021

frame weight alone, which helps explain why our size large test bike weighed an impressive 10.41kg (22.95lb).

With 100mm of rear travel in pure XC guise – there’s also a longer-travel TR option – it’s no surprise that Santa Cruz dropped its signature twin-link suspension for a lighter flexstay design.

It’s pretty much ubiquitous on the XC circuit, because everyone has worked out that replacing bearings, links and pivot hardware with flex in the carbon stays is a great way to save substantial amounts of weight.

But that’s not the only change to the suspension on the Blur XC. Santa Cruz also adopted a flatter leverage rate so it could rely less on anti-squat to stop the suspension bobbing – claiming that this approach allows the suspension to have more traction and sensitivity both climbing and descending. We actually dropped the shock out of the bike and it’s interesting that there’s no noticeable spring force in the flexstays until you get deeper in the travel, which could explain why we struggled to use all of the 100mm available travel.

Geometry-wise, the Blur is modern, if not quite progressive, with a 68° head angle and 463mm reach. The fit is spot on and thanks to the size-specific geometry that sees the chainstay length increase by 2.5mm with every jump in frame size, the Blur feels remarkably well balanced and that weight distribution should translate to all four frame sizes.

SUSPENSION

We’ve already mentioned how the suspension design on the Blur has evolved, so let’s take a closer look at the suspension components. The 100mm-travel SID SL Ultimate fork has slender 32mm upper tubes, and everything about it has been optimised for weight saving – even the rebound adjuster and valve cap on the air spring have been stripped to the bare bones.

Santa Cruz adds in some rigidity to the SID SL by taking full advantage of the fork’s Torque Cap compatibility. An added bonus being that oversized hub end-caps make it much easier to locate the hub and axle in the dropouts when fitting the front wheel.

Matching travel on the rear is provided by a RockShox SIDLuxe Ultimate shock. Just like the SID fork, adjustments are limited to air pressure and rebound, and like the fork, sag gradients make setting up the suspension a breeze.

The fork and shock are both hardwired to the SRAM Twistlock remote. Ring its neck to choke the suspension for a firmer pedalling response, then simply press the button on the collar of the twist grip to resuscitate the suspension. It’s fast and easy to use, and because it leaves plenty of space for the dropper post remote, you never get confused as to which lever to press. It also gives the Blur two very distinct suspension modes.

SPECIFICATION

HIGHS

Punches well above its weight

Frame CC carbon, 100mm travel (99mm measured) Shock RockShox SidLuxe Ultimate with remote Fork RockShox Sid SL Ultimate with remote, 100mm travel Wheels DT Swiss 350 110/148mm hubs, Santa Cruz Reserve 28 XC Carbon rims, Maxxis Aspen 3C EXO 29x2.4in tyres Drivetrain SRAM X1 Eagle Carbon 34t, 175mm chainset, SRAM X01 Eagle AXS r-mech and GX AXS shifter, SRAM XG-1295 Eagle, 10-50t cassette Brakes SRAM Level TLM two-piston 160/160mm Components Santa Cruz C 31.8mm 760mm bar, Syntace LiteForce 60mm stem, Fox Transfer SL Perf Elite 100mm post, WTB Silverado saddle Sizes S, M, L, XL Weight 10.41kg (22.95lb) Contact santacruzbicycles. com

GEOMETRY

Size tested L Head angle 68° Seat angle 71° Effective SA 75.5° (740mm) BB height 327mm Chainstay 435mm Front centre 740mm Wheelbase 1,175mm Down tube 711mm Top tube 615mm Reach 463mm

LOWS

Rear suspension is too active when pedalling

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BIKE TEST

COMPONENTS

In keeping with the lightweight theme, the Blur XC uses a standard 31.8mm bar and stem. The Santa Cruz carbon XC bar has a great profile and at 760mm it’s wide enough for even the broadest of XC brawlers. And while the black alloy stem looks positively dull next to Scott’s carbon one-piece construction, the forged Syntace unit is optimised for stiffness and reduced weight. Santa Cruz has definitely focused on weight saving Twistlock toggles suspension on and off while freeing up bar space

here, but it hasn’t been at the expense of comfort as the WTB Silverado saddle and silicone ESI grips both do a great job at isolating the rider from highfrequency vibrations, which is somewhat indicative of the Blur’s overall focus on longer multi-stage races, rather than sprint XCO events.

Launched in conjunction with the new Blur, the Reserve 28 XC carbon rims have a shallow profile and 28mm internal width, making them ideal for the highervolume 2.4in Maxxis Aspen tyres. And at 385g per rim they make the Blur XC effortless to accelerate.

PERFORMANCE

34t SRAM X1 chainset with chain guide

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Given its impressive weight, we were half-expecting the Santa Cruz Blur XC to ride like a wet noodle. It was anything but. Proof, if it were needed, that you don’t have to oversize everything to achieve a precise, accurate ride.

Granted, the overall package is not as stiff as the Scott Spark, both in terms of frame stiffness and suspension response, but on the descents that actually played to the Blur’s advantage.

By offering a smoother, more composed ride with increased traction, it often felt like we were running the tyres harder on the Spark, even though the pressures were identical on both bikes.

The reach numbers on both bikes are also identical, but the Santa Cruz feels more open in the cockpit and that’s because the ultra-short head tube on the Scott gives it an artificially long

reach measurement. So even though the Santa Cruz is steeper and has a shorter wheelbase, it still feels really stable.

In fact, it’s only when you start to climb that Santa Cruz loses ground.

The more open and active suspension response, that otherwise makes it a joy to ride, sinks into its travel with every turn of the crank. It’s as if the suspension needs more support at sag, and less end-stroke progression. You need to be prepared to constantly switch between the two suspension settings to maximize efficiency. The fact that the rear suspension bobs when just spinning lightly along the road may be enough to put some hardcore XC riders off. But for multi-day or marathon-style racing, the extra comfort and control that the Blur offers may well outweigh any loss in pedalling efficiency.

VERDICT

This is no average XC race bike. Yes, the Blur XC is light, only has 100mm travel and all of the components have been selected with durability and compatibility in mind.

Stand up to sprint and it’s tight and reactive. Bomb down the descents and it’s remarkably composed.

Spin along the flat or grind up a climb, however, and the rear suspension is, how do we put this, overly active. So unless you use the remote lockout, the Blur XC feels slightly laboured on the climbs.

It’s the bike’s only shortcoming.

But in XC racing, you can’t afford to show any weakness.

TwinLoc 2 remote offers three suspension modes: Lockout, Traction Control 80mm, Descend 120mm

BIKE TEST

The integrated suspension system conceals the RockShox NUDE 5 shock inside the full carbon frame

An integrated angle adjust headset offers +/- 0.6° of adjustment

35mm upper legs boost stiffness on the 120mm-travel RockShox SID Select+

SCOTT SPARK RC WC AXS £ 7, 2 9 9

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ame an XC event, and chances are that the unstoppable force that is Nino Schurter has probably won it on a Spark RC. Over the years, the bike has evolved with changing standards and race formats, before finally settling exclusively on a 29in format. Through all of the transitions though, Nino and the Spark RC have always managed to remain on top.

But enough of the history lesson, let’s take a closer look at the latest Spark RC. As we’ve just mentioned, it’s a 29inonly format. It has 120mm of rear travel which is matched on the RC WC AXS model with a 120mm-travel RockShox SID fork. There’s also a Spark 900 series that uses the same frame with a 130mmRemovable cover reveals damping adjusters and shock valve

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travel fork and different parts to give it a more trail-friendly flavour.

Regardless of the focus, the key change on the Spark frame for 2022 is the internal shock format. It’s a bold move, literally, as Scott acquired a majority share in Bold Cycles in 2019. The hidden shock gives the bike a fresh look, allows for the addition of a second water bottle on the medium, large and XL sizes, but fundamentally it’s still a flex-stay design with a linkage-actuated trunnionmounted shock. The integrated shock is not purely about aesthetics though, it also offers a lower centre of gravity and gains in stiffness have been made with the shorter links and oversized bearings on the seat-tube pivot.

To gain access to the shock for adjusting the spring pressure or rebound damping, there’s a removable cover under the down tube, just in front of the BB. There’s also a port (basically a cut out) on the non-driveside of the seat tube that gives you access to the body end of the shock hardware, and doubles as a window into how much travel you’re using.

But how do you set the sag when you can’t see the shock? Simple, there’s a sag indicator on the rocker-link pivot that can still be seen when riding, which makes it much easier to get an accurate sag setting with the saddle at full height.

When designing the frame around the new suspension layout, Scott took the opportunity to update the geometry

and sizing. Size for size the new Spark has a 20mm longer wheelbase where the reach measurement on the size large has grown by 15mm. It also features an angle-adjust headset that offers just over a degree of adjustment by simply rotating the headset cups. Not only does this give the rider a degree of adjustment, it also allows Scott to match the seat angle and pedalling positions on the RC and 900 models. And even though the cables run internally through the headset, thanks to the split headset spacers it’s still possible to slam the stem without having to remove any cables. Why run the cables through the headset instead of the frame? Additional holes require additional reinforcing, which in turn adds additional weight.

Another neat feature on the Spark RC is the rear axle tool which has a T25 for adjusting the stem and seatpost height, a T30 for the pivot hardware and a 6mm Allen key to remove the front and rear axles.

SUSPENSION

It’s not often that an XC bike overdelivers on suspension, but we measured vertical rear-wheel travel on the new Spark with the RockShox Nude 5 shock at 125mm, 5mm more than claimed. Scott balances travel front and rear with the stiffer 35 RockShox SID and both the shock and fork are connected to the new Twinloc 2 remote.

The underbar remote has three levers,

SPECIFICATION

HIGHS

Ruthless in its efficiency

Frame Spark RC Carbon HMX, 0/80/120mm/ (125mm measured) Shock RockShox NUDE 5 RL3 Fork RockShox SID Select+ RL3, 120mm travel Wheels DT Swiss 370 110/148mm hubs, Syncros Silverton 1.0 30 rims, Maxxis Rekon Race 3C EXO 29x2.4in tyres Drivetrain SRAM X01 Eagle Carbon 32t, 175mm chainset, SRAM X01 Eagle AXS r-mech and GX AXS shifter, SRAM XG1295 10-52t cassette Brakes Shimano XTR M9100 two-piston, 180/160mm Components Syncros Fraser iC SL XC Carbon, 740mm bar, 70mm stem, Fox Transfer SL Perf Elite 100mm post, Syncros Belcarra R1.5 Ti saddle Sizes S, M, L, XL Weight 11.12kg (24.52lb) Contact scottsports.com

GEOMETRY

Size tested L (steep) Head angle 67.1° Seat angle 68.8° Effective SA 75.7° (740mm) BB height 326mm Chainstay 436mm Front centre 755mm Wheelbase 1,191mm Down tube 730mm Top tube 610mm Reach 463mm

LOWS

Suspension could be more supple in Descend mode

SEPTEMBER 2021

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TEST WINNER!

BIKE TEST

two for the suspension and one for the dropper post. Toggling between the two suspension levers gives you Lockout, Traction Control and Descend modes, which correspond to 0, 80 or 120mm travel. The lever pressure is lower than before, but it’s still easy to get mixed up and drop your saddle height when trying to change your suspension setting. And with what feels like no internal resistance on the Fox Transfer SL post, you fall TwinLoc remote uses two levers for three suspension settings

like a stone, so thankfully it’s only got 100mm of drop. Obviously, with more time on the Spark RC and only one bike to ride, toggling between the settings should become second nature.

COMPONENTS

In keeping with the integrated theme, the Scott Spark RC comes with a carbon one-piece bar and stem. The Syncros Fraser iC SL XC is 740mm wide and is seamlessly moulded to the 70mm stem.

It looks cool, but if you don’t like the sweep of the bar, or want to change the stem length, both will have to go. That didn’t stop us sliding the lock-on grips out by 10mm on each side, however, increasing the bar width to 760mm, matching the one on the Blur. The Syncros Belcarra saddle has a firm, flat profile and offers plenty of support.

It also takes a bolt-on saddle pack to securely carry an inner tube, tyre levers and a multi-tool.

The tubeless-ready Syncros carbon rims have a generous 30mm internal width so you can run the 2.4in Maxxis Rekon Race tyres at lower pressures, with reduced risk of burping. The rims are also Quarq TyreWiz compatible.

PERFORMANCE Sag is set using markings on the rocker-link pivot

106 mbr SEPTEMBER 2021

With all of the updates, the Spark RC has lost none of its urgency. Stomp on the pedals and it reacts without hesitation.

Even climbing in Descend mode doesn’t elicit the same degree of suspension

movement as on the Santa Cruz Blur.

Point it downhill and it’s not as plush either, even though it easily has 20mm more travel at its disposal.

It’s noticeably stiffer than the Blur too, the 35mm SID chassis providing the confidence to tackle bigger terrain at a faster pace. The Spark RC even sounds different – rumbling along with a hollow hum like a high-end carbon road bike.

For an hour and a half of suffering, we can’t think of a better torture device.

Scott could have made the Spark even faster though. As it stands, the 80mm Traction Control setting just feels like a short-travel version of Descend mode, so we’d like a slightly plusher setting when using the full 120mm travel. That way you could save energy on the descents or gap your rivals on the climbs.

VERDICT

Fast, efficient and responsive, the new Scott Spark RC is an outstanding XC race bike. With 120mm of travel, it has the suspension to tackle the toughest courses, but reserves a sharpness to its pedalling response that won’t leave you languishing in the finish-line sprint. It’s stiff too, so if you’re not under 65kg dripping wet, you’ll still have the confidence to charge hard.

Scott has missed a trick with it’s TwinLoc remote though, as we think the Spark RC would be even faster if the suspension was a touch more active in the 120mm Descend mode.

BIKE TEST

Conclusion ot got enough time to read this test in its entirety? Well, we can probably sum it up for you in just one sentence.

The Scott Spark RC is efficient while the Santa Cruz Blur XC is comfortable.

Obviously that’s a gross oversimplification as there’s a lot more going on with these two XC race bikes, but it also captures the essence of both in a simple heuristic.

For short-track races the Scott Spark RC has a distinct advantage, most noticeably on the climbs. There’s a real directness and sense of purpose to the Scott that the Santa Cruz lacks.

Stretch the event over the course of a week, however, and the added comfort of the Santa Cruz Blur XC could pay dividends in terms of reduced fatigue. And when your reactions are not razor sharp, the more forgiving ride of the Blur will smooth out your mistakes more readily.

That constant bobbing of the rear suspension could mess with your head though. So even though we’re not 100 per cent convinced that a firmer suspension response would be any faster, if you think it’s slower, chances are you will be slower. Because racing is just as much about the mental approach as physical preparation and bike performance.

The quality level of suspension components on each bike also played a part in this test. So while the Select + SID on the Scott is only one tier removed from the flagship SID SL Ultimate on the Santa Cruz, it’s not as plush or as composed, even though the 35mm chassis adds a lot of stiffness.

Obviously this disparity in damping performance is reflected in the price of both bikes. So if you want Ultimate performance and the ability to fine tune the compression damping on the rear shock, the Scott Spark WC AXS Evo at £8,699 is the one to get.

We set both of the bikes up with the same amount of suspension sag: 20 per cent on the fork with the rider in the attack position, 25 per cent on the shock with the rider seated.

Interestingly we never used full travel on either bike, even though we rode trails that really taxed them. Given that the bikes are so light, it’s almost as if the suspension components have safety bumpers built in to them to stop them bottoming out and transmitting all of that force into the lightweight frames.

If you’re considering either of these bikes you need to ask yourself if your primary focus really is XC racing. If it’s just another string to your bow and you want an ultra-light bike to race on but also like shredding trails with your mates for fun, then the Santa Cruz Blur XC could be a better choice as its plusher suspension makes it a more active and engaging ride. We can’t wait to try the longer travel TR version.

Both brands bill these bikes as ultimate XC race weapons and that’s how we judged them.

And in that respect, all other things being equal, the Scott Spark RC will get you to the finish line ahead of the Santa Cruz Blur XC every time.

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If you want to win XC events, the Scott has the racer’s edge

Santa Cruz would be the better option for speed with comfort

RANGE FINDER

Our test winner’s SCOTT SPARK RC SL EVO AXS £ 1 1 ,9 9 9 Now, I know what you’re thinking! £12k for a bike and it doesn’t even have a motor?! Well, the Spark RC SL Evo AXS doesn’t need one. At a claimed weight of 10.1kg it’s crazy light for a 120mm bike, so it will almost rocket up climbs under its own steam. And with Fox Factory level suspension, with Kashima coating adding a touch of gold, its looks match the price.

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NOTES ON THE NUMBERS

TEST WINNER!

B

Specification & geometry

H

C

To say that XC bikes have come a long way in recent years is an understatement. In fact, the numbers of the Santa Cruz and Scott in the geometry chart opposite wouldn’t look out of place in a trail bike test from 10 years ago. Some of the vital stats are even more progressive, including reach numbers and seat tube angles.

Disappointing though, is that both Scott and Santa Cruz only offer four frame sizes.

That seems odd, given that XC racing is at the pointy end of performance. And it’s not like the volume of sales doesn’t warrant it, as XC bike sales dwarf Enduro and Downhill bike sales combined. Now that Scott has made angle-adjust headsets acceptable in XC, maybe we’ll see reach-adjust headsets in the future for fine tuning the fit.

Make/Model

A

I

E

F D G

Santa Cruz

Scott (steep)

A Head angle

68°

67.1°

B Seat angle

71°

68.8°

75.5° (740mm)

75.7° (740mm)

D BB height

327mm

326mm

E Chainstay

435mm

436mm

F Front centre

740mm

755mm

G Wheelbase

1,175mm

1,191mm

H Down tube

711mm

730mm

I Top tube

615mm

610mm

J Reach

463mm

463mm

C Effective SA

Santa Cruz Blur XC CC XO1 AXS RSV

Scott Spark RC WC AXS

£8,099

£7,299

Weight

10.41kg (22.95lb)

11.12kg (24.52lb)

Contact

santacruzbicycles.com

scott-sports.com

S, M, L, XL

S, M, L, XL

L

L

CC Carbon

Spark RC Carbon HMX

Rear shock

RockShox SidLuxe Ultimate w/Remote

RockShox NUDE 5 RL3

Rear travel

100mm (99mm measured)

0/80/120mm (125mm measured)

RockShox Sid SL Ultimate, w/Remote

RockShox SID Select+ RL3

100mm

120mm

Hubs

DT Swiss 350 110/148mm

DT Swiss 370 110/148mm

Rims

Santa Cruz Reserve 28 XC Carbon

Syncros Silverton 1.0-30

Sapim D-light stainless

Stainless

Maxxis Aspen 3C EXO 29x2.4in

Maxxis Rekon Race 3C EXO 29x2.4in

SRAM X1 Eagle Carbon 34t, 175mm

SRAM X01 Eagle Carbon 32t, 175mm

SRAM DUB BSA 68/73mm

SRAM DUB PF92

Rear mech

SRAM X01 Eagle AXS

SRAM X01 Eagle AXS

Shifter

SRAM GX AXS 1x12sp

SRAM GX AXS 1x12sp

Cassette

SRAM XG1295 Eagle, 10-50t

SRAM XG1295 Eagle, 10-52t

Brakes

SRAM Level TLM two-piston

Shimano XTR M9100 two-piston

160/160mm

180/160mm

Santa Cruz C Flat Bar 31.8mm, 760mm

Syncros Fraser iC SL XC Carbon, 740mm

Syntace LiteForce, 60mm

Syncros Fraser iC SL 70mm

FOX Transfer SL Perf Elite 100mm

FOX Transfer SL Perf Elite 100mm

WTB Silverado

Syncros Belcarra R1.5 Ti

Price

FRAME Sizes Size tested Frame material

Suspension fork Front travel WHEELS

stablemates SCOTT SPARK RC COMP £3,299 The entry point to the carbon Scott Spark RC range is the Comp, in yellow or blue. It has the same geometry, sizing, travel and integrated shock design as our test winner, but uses HMF carbon instead of the lighter HMX to help keep costs down. Wireless AXS shiting is replaced by a standard NX Eagle 12-speed drivetrain and the Fox 32 Rhythm fork leads the charge.

Spokes Tyres GROUPSET Chainset Bottom bracket

Rotor sizes COMPONENTS Handlebar Stem Seatpost Saddle Rating

SEPTEMBER 2021

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Mtb’s movers and shakers select their favourite places to ride A S C H O S E N B Y. . .

BERNARD KERR, DOWNHILL RACER

Bernard Kerr’s stoppies, manuals and Reliant Robin wheelies are stuff of legend. The man’s not bad at his day job either, having just taken a hat-trick of wins at the Red Bull Hardline, while vlogging it all for his YouTube channel

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y best trail would have to be Rude rock in Queenstown; it has some of the nicest scenery in the world and, if ridden well, not a pedal stroke is needed for 3km. It’s on Coronet peak just five-10 minutes out of Queenstown, which has trails mostly in the forest. I guess maybe that’s why I like it so much, this one is just so different. The soil is a weird mix of sand and a silver kind of gravel-dirt – if it’s just slightly damp there’s not much in the world that compares.

It starts off with a massive rock shaped like a dick, which is where it gets its name from. You can see Queenstown in the distance but with

SEPTEMBER 2021

one small kick of the pedals you’re into a smooth bicycle roller coaster.

I genuinely think that’s the best way to describe it as it dips down and almost straight back up and then into banks – it’s just the natural shape of the terrain. Like I said, there are no trees and just mini bushes called tussocks that surround the track that meanders its way alongside and down a ridgeline. It’s not super-steep but has some awesome fadeaways that you just float down before another rise and then slash-style turns into the banks.

Normally I love jumps and this track literally has maybe three small ones, but the number of natural pumps and rollers you can double, combined with

the shape of the ground, make it so you don’t even need jumps!

It’s a weird track, as most beginners could ride it – I even took my mum down the whole thing, which she loved. Yet fast guys and girls can absolutely bomb it, making it one of the most flowy and rewarding trails there is out there. If you nail your braking points and pumps and trust you know which way the rise or blind corner is going next, it’s a hard feeling to beat. Sunset or sunrise is golden hour and although the sun might be in your eyes, it will make for one of the nicest-looking tracks you’ve ever ridden. I would recommend this to family and friends.

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