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THE ULTIMATE ENDURO

BIK E T E S T

MULLET POWER! Specialized Turbo Levo Vs Merida eOne-Sixty

Specialized’s new Kenevo SL ridden

Contents

ON THE COVER

Rhys Sutton hits a purple patch on one of his creations.

Photographer: Andy Lloyd

JULY 2021

FEATURES ON THE COVER

48 TRAILBLAZERS: STU AND BRENDA PRICE

The genius of the Dales Bike Centre and its founders Stu and Brenda Price was in making existing trails easy for riders. Not boring, or dumbed down, but easy to find, easy to park at, easy to access, easy to repair your bike or easy to grab a cake afterwards. We head out for a ride with Stu to find out where the inspiration came from, how the DBC differs from your run of the mill trail centre, and what’s next for the team.

58 CLASS OF 2021

Katy Winton, Reece Wilson, Lewis Buchanan… why does the Tweed Valley in Scotland produce more than its fair share of great riders?

Sure, there are corking trails up there, but what else is going on?

The answer lies not on the trails but in the classroom, where Dirt School runs its Borders Academy of Sporting Excellence college course with the goal of turning out top class riders. We sharpen our pencils and go back to school.

BIKES IN THIS ISSUE

Premium e-rigs get put through their paces, p96

Giant Trance X 29 2 79 Haibike Allmtn 6 78 Kona Process 134 Supreme 74 Merida eOne-Sixty 10K 100 Nukeproof Scout 290 Pro 76 Pole Stamina Remastered 22 Scott Future Pro Ransom 600 27 Specialized Kenevo SL 32 Specialized Turbo Levo Pro 102

ON THE COVER

32 FIRST RIDES

The Specialized Kenevo SL is a bike from the future, light and subtle enough to (nearly) pass for a regular bike, but with a featherweight motor thrown in for good measure. We find out if it’s like riding an Enduro with a little extra help, or a sorry excuse for a low-powered e-bike. Plus our first impressions on the Zeb-like RockShox Domain, X01-like SRAM GX AXS and e-bike-like Whyte E-150 RS.

74 LONGTERMERS

Posh doesn’t begin to do Ben “lucky” Smith’s new longtermer justice: the Kona Process 134 Supreme boasts SRAM AXS X01 drivetrain and dropper, Ultimate level suspension, carbon frame,

BIKES & GEAR Zipp Moto wheels... and a pricetag of £10k. Time to find out whether luxury living is as rewarding as it sounds. Plus updates on Sean White’s Nukeproof Scout 290 Pro Benji’s Giant Trance X 29, Ben Day’s Vitus Escarpe CRS and PB’s HaiBike AllMtn e-bike.

80 PRODUCT

The Cane Creek Kitsuma coil shock offers traction and performance above and beyond most other shocks – but is it worth the £600 pricetag? Plus reviews on the Wahoo Elemnt Rival sports watch, Crank Brothers Mallet E Boa shoe,

Madison Zena and Scott Trail Vertic womens shorts, Sungod Velans glasses and more.

ON THE COVER

86 TESTED: TYRES

Tyres used to be an easy choice for mountain bikers, you picked the Maxxis High Roller and had done with it. Now though there are many, many more genuinely excellent contenders for the prize of Best Tyre, from traditional brands like Specialized and of course Maxxis, to new entrants like Vee Tire and Goodyear. We’ve got 10 on test.

Vitus Escarpe 29 CRS 79 Whyte E-150 RS 38 YT Capra Mk III 20 ON THE COVER

96 BIKE TEST: £10K E-BIKES

It’s not unusual to see regular bikes and increasingly e-bikes breaking the £10k ceiling. But what does that amount of money get you and is it worth having? The new Specialized Levo Pro rewards you with a 700Wh battery, geometry adjustment, integrated display and some of the best handling out there. While Merida’s new eOne-Sixty 10K has a Factory level Fox 38 fork and X2 shock, and a sublime suspension feel. Which is the best bike? Find out on page 96.

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EDITOR’S LETTER

CONTENTS

A social network Leave the group chat and join the group ride

A

Andy Barlow helps you hit your trail targets, p68

HOW TO

A trail centre in manual overdrive – we check out Rother Valley’s expansion, p16

ON THE COVER

30 BUZZ: FIT AND FAST – DON’T CHASE NUMBERS If you’re training around your riding it’s really easy to get caught up in the numbers – how many intervals you can smash out, how heavy you can squat, how many pull-ups you can tick off.

It’s the wrong path to follow though, spend too much time training and you’ll knacker yourself out for riding.

Fit4Racing’s Jonny Thompson shows us how to regain structure in our training and focus on the reason we train: to ride.

ON THE COVER

REGULARS 12 BIG PICTURES

68 SKILLS: GOAL SETTING

16 BUZZ – ROTHER VALLEY

Now we’re all hopefully back in the swing of things it’s time to set some goals so you can progress your riding, take on new challenges and fully enjoy the sport. Andy Barlow from Dirt School has the full gamut of techniques to welcome you back.

The Rother Valley near Sheffield has a new trail packed with berms and flowing singletrack, and big plans to expand and create a whole network of trails in the local area. We meet up with Steve Peat to discover how he started his race career right here.

46 MAILBOX The best of your comments from social media, from the sublime to the ridiculous.

106 MY BEST TRAIL Training – squats it all about? We hit the gym on p30

Kiwi Veronique Sandler moved to the UK seven years ago, she loves riding her bike, dogs and digging jumps. But you’ll probably know her best from the VISION movie, shot on her very own Vision Line at Revolution Bike Park.

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s we’ve come out of lockdown and restrictions have been relaxed, it’s been wonderful to start riding in larger groups, rediscovering that social connection that mountain biking thrives on, and sharing in the laughs and smiles it brings.

I enjoy riding solo – smashing out a lap without stopping to faff with suspension or debate what trail to do next – but I’ve really missed the overyour-head, sketchy Grin and share it: fun that comes with double up on ride fun riding in a group.

It’s one of the many great things about mountain biking; that it has a different intensity and brings different rewards depending on whether you share a ride with friends or strike out on your own.

Being able to expand our horizons a little further has also been an exciting step. I’ve been on a couple of day trips to Wales and the Forest of Dean since restrictions eased and the joy of riding somewhere different, standing on top of a big old hill with a sweeping view of the South Wales coast was something familiar yet also somehow completely fresh. I hope you’ve been able to rekindle those riding friendships and get out of your local bubble for a few rides. Fingers crossed the current trajectory continues and we can all start to plan a UK riding trip this summer.

Turn to page 44 for details

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BIG PICTURE

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Big picture What did you do last winter?

Churn through box-sets on Netflix? Turn into a human hamster on a wheel? If your name is Chris Kyle, BMX star and recent mtb convert, you will have rented a house in North Wales, hired some of the country’s best trail-builders, let the creative juices flow and crafted one of the wildest and wackiest trails ever seen before attempting to ride it with broken ribs sustained on the very first move – essentially falling off the roof onto a vert ramp. If you haven’t watched the video already, then do so now although this image should give you a taster of what to expect.

Eisa Bakos/Red Bull Content Pool

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BIG PICTURE

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Big picture The bluebells came late this year, emerging from the soil as the nation emerged from winter lockdown. Their presence in British woodlands is always an uplifting time – a teaser for the promise of summer around the corner – made all the more so by their brief, fleeting pageant. Here, Danny rides the new Specialized Kenevo SL in the Surrey Hills. Read the first ride on page 32.

Roo Fowler

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

Edited by Jamie Darlow

GEAR

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

BREAKING Mountain biking is booming, and the demand for new and bigger riding spots is stronger than ever – step forward the Rother Valley, Sheffield

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There’s nothing like traversing down the Sheffield Alps

U

nder the radar in South Yorkshire, one of Britain’s biggest mountain bike clubs has grown from scratch out of a group of Facebook mates, and now boasts a brand-new trail, council backing and now Steve Peat as a patron. Not bad for a club less than a decade old.

It’s called Rother Valley Riders and is home to hundreds of bikers local to the same-name Country Park where a brand-new trail now complements the existing 7km of sanctioned singletrack.

With Rotherham council and a local MP onboard, plus a few grand from memberships and donations, the club enlisted top trailbuilders Biketrack (based a stone’s throw away) to lay down 27 berms and create a super-fast flow trail. With professionally built corners, rollers, drainage and small jumps, the new 650-metre long Digger’s trail completely ramps up the quality and all-season durability, and is the first piece in the puzzle of plans to resurface and redesign other trails threading down the Country Park’s hillsides.

Kicking off in a tightly-wooded copse of young trees with a constant flow of perfectly-shaped turns and rollers, Digger’s briefly breaks out into the open with big views down to the Rother Valley

Rother Valley Riders have have turned their country park into an mtb nirvana

Lake below. The lower section becomes significantly steeper and faster, to the point where more skilled riders can seriously test tyre grip limits leaning into linked, steeply banked berms. The very quickest do the whole trail in a fraction under a minute, but since it’s suitable for all levels at slower speeds, most visitors will likely take almost double that.

An adjacent fire-road pedal takes you back to the top, where multiple

THE NEW 650M-LONG DIGGER’S T R A I L R A M P S U P T H E Q UA L I T Y AND ALL-SEASON DURABILITY

Trails don’t come for free but local riders have been generous with their money

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I N T RODUC T ION

P E AT P E R F O R M A N C E Rother Valley is where it all started for Peaty

There’s no shortage of rail-worthy features for all riding abilities

Rother Valley is significant as an original local mountain bike destination, and the place Steve Peat did his first ever mountain bike race back in 1991. Peaty joined the Rother Valley Riders to open the new trail, which uses the exact same hillside he raced on all those years ago – in those days the fire-road climb was the descent, though, and on fully rigid XC bikes it must have been brutal.

“I think it was back in about 1990 I joined a local club, Beighton All Terrain Squad (BATS) and entered my first ever XC race here as a Junior in the Novice category,” Peaty says.

Club-funded trails fall under the banner of community empowerment

alternative trail options start opposite and offer a mixture of more DH-style bucket berms and small jumps to mellower, twisty and flowing singletrack.

BOOM TIME

Two main players in the Rother Valley Riders are Nick Howarth and Matt Johnson. Park ranger Nick helped build the very first official trail by hand with rakes and loppers, which eventually led to community dig days and sowed the first seeds for the club. A couple of years later, charging subs raised extra cash to pay for surfacing and mini diggers and started the journey to where it is today. Forced into action by a huge boom in rider numbers in lockdown, Matt got the latest trail work going.

“It’s been fantastic going from the slim chance of seeing a fellow club member or riders on full-suspension bikes, to literally queuing at the start on busy days bar-to-bar with school kids, or dads on old bikes dragged out of the garage,” Matt says.

It’s a pure grassroots success story in how local partnerships can grow if keen and savvy bikers get organised, and fair play to Rother Valley Riders and everyone involved. With a PayPal QR code to donate and support at the trailhead and phase two plans lining up more trails in an adjacent wood, there’s every chance this little corner of South Yorkshire will continue to thrive for many years to come.

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The trails that schooled a homegrown legend still get a tick from Peaty

“I ended up winning and that was that, I’d got the bug that kicked off all those years of racing and my career. It’s great to be back after all this time and, as usual, it’s awesome what Biketrack has built.

“The gradient’s a fair bit steeper than your average blue flow trail, so you can get some serious speed up and it’s more a case of perfectly timing turns and braking points, rather than trying to find extra pace like many less-steep flow trails. It’s great how in-the-country it feels too, considering how close we are to Sheffield and Rotherham.”

GEAR

BOTTLE ROCK ET

YT’s MKIII Capra enduro bike gets mullet wheels, new carbon frames and an asymmetric brace to make space for a water bottle without sacrificing stiffness

T

he bottle cage. It might be the least impressive bit of technology on a new bike, but for some riders it really is make or break. You’ll be pleased to hear then that YT’s new version of its Capra enduro bike now has space for a full size water bottle. Hallelujah.

For many of us it was the Capra that really made YT the brand it is today, when the first generation launched there were few bikes that could rival its blend of big travel, 29in wheels and astonishing price. Roll forward seven years and the MKIII Capra now uses an asymmetric bracing wing to make space for that water bottle, features two levels of carbon construction – Ultra Mod (lighter) and Hi Mod (cheaper) – and still comes in two wheel sizes.

It’s fair to say then the MKIII Capra builds on the foundations of its predecessors rather than burning the house down and starting afresh.

Which, given how good the previous Capras were, makes complete sense.

Let’s start with wheel size. Or to be more specific, wheel sizes. The MKII Capra ushered in a 29er option that ran in parallel with the 27.5in bike. For 2021, YT still offers two wheel sizes but the 27.5in bike has morphed into a mullet, and to distinguish it from the full 29er, it carries the MX tag.

Both platforms share the same carbon front ends, but with bespoke carbon rear stays and the addition of a new extender yoke – previously the shock mounted directly to the seatstay assembly – YT can tailor the chainstay lengths and geometry to the specific wheel sizes. As such, the Capra MX sports 5mm shorter stays across all frame sizes compared to the 29er. That’s not to say the chainstay lengths are the same on all frame sizes though, as YT continues with its size specific chainstays to help balance weight distribution across the entire size range.

As we’ve already mentioned the Capra MX and Capra 29 share the same front end.

Tweaks to the geometry include a 1° slacker head angle and a 3° steeper seat angle. The reach measurements have also increased by approx 7mm on all sizes, which means the size L 29er now has a reach of 470mm. The biggest change though, and one that’s barely visible from the driveside, is the ability to fit a full-size water bottle.

YT appreciates that fitting a water bottle can be a deal breaker for some riders, but it didn’t want to compromise on the stiffness that the wing bracing the seat and downtube provides. The solution was simple. Make the wing asymmetric, much in the same way that Specialized’s Sidearm frame design

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accommodates the shock. Not only does it look neat, but it means that YT hasn’t had to compromise on its suspension design just to fit a bottle.

It has manipulated the suspension on both bikes though. The 29er is less progressive than before, while the MX has slightly more progression than the old 27.5in version to make it work better with coil-sprung shocks.

The end result is that the suspension response on both options is closer than before, which is a good thing as we always felt that the 27.5in Capra offered better small bump sensitivity and grip than the 29er.

YT has also added a flip-chip to both bikes, giving the option of high and low geometry settings. Other updates include the addition of the SRAM UDH (Universal Derailleur Hanger), double seals on all pivot bearings for reduced maintenance and bolt-on storage under the top tube for carrying all your junk.

A less obvious change is the introduction of a two-tiered approach to the carbon construction, much in the same way that Santa Cruz has C and CC levels of carbon. As such the Launch Edition and Core 4 models get Ultra Mod (UM) carbon which is stiffer and more expensive, and enables YT to build lighter

CAPRA

BY NUMBERS

1 2

bottle cage

geometry settings, with flip-chip

3 4

degrees steeper seat angle

thousand pounds – price of the entry-level bike (well, nearly, it’s £3,999)

5

sizes now, thanks to a new Small in the 29er version

170

mm fork travel: on the back it’s 170mm on the mullet bike, 165mm on the 29er

frames with the same stiffness and strength, while the Core 3 (£3,999) uses the standard Hi Mod (HM) carbon to keep the pricing as competitive as ever.

The Launch Edition bike costs £6,699 and gets a custom paint job on the Ultra Mod carbon frame, a Cane Creek DB Kitsuma coil shock, 170mm RockShox Zeb Ultimate fork, eeWings Ti chainset and Crankbrothers Synthesis carbon wheels with i9 hubs. Drop down to the Core 4 for £4,999 and you keep the lighter Ultra Mod carbon frame, suspension switches to Fox with a Float X2, Factory level 38 fork, i9 Crankbrothers wheels and

SRAM X01 drivetrain. Finally the Core 3 looks like great value at £3,999, the frame is YT’s cheaper Hi Mod carbon, you get a Fox Float X Performance Elite level shock and 38 fork while the drivetrain is 12 speed SRAM GX Eagle.

So the MKIII Capra has evolved while staying true to its roots. When YT launched the original Capra back in 2014 it was a turning point for the brand. And while the new MKIII Capra won’t have the same impact as the original, it looks set to build on the strengths of the two previous iterations, and shows maturity of design from the mountain bike brand that built its identity on Young Talent.

Snugly ensconced but easily accessible bottle cage

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GEAR

S TA M I N A WO R KO U T

Pole relaunches its image and the Stamina enduro bike

P

ole bikes is launching something new in 2021, and it is not another super-low, long, and slack enduro bike built from machined and then bonded aerospacegrade aluminium. Well, not entirely.

It’s also not a carbon bike either, the Finnish brand ditched that idea in 2017, controversially claiming that the dark material was an absolute mare for the environment and decent alloy was actually cleaner.

No, new for this year, Pole wants your trust. It wants to “revive, rebuild, and regain” the trust its customers put in the brand when they bought bikes like the Machine – an enduro bike launched in 2018 built from machined and bonded alloy. That trust in Pole, by the brand’s own admission, was damaged by failing to listen to its customers’ problems and needs when things went wrong with their purchases, and not fixing and replacing bikes quickly enough. “We broke it and we own it,” Pole now says.

It’s hard not to respect a company that owns up completely to its failings.

Pole’s rep took a beating too when Pole’s new Stamina bike broke during Pinkbike’s Huck-to-flat test, something Pole says was caused by a preproduction chainstay accidentally being fitted to the bike.

Now at last though, the Stamina is back, and with it a real determination to do things right, it says. That boils down to a new management team, new staff in Finland and the UK, and a new in-house production facility with twice the floor space in Finland. There are more bikes being bolted together then, and more people manning the phones and emails for better customer service and aftercare.

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What about customers who suffered under the old regime, before Pole got a handle on its customer support? “There are a few cases open at the moment, not as many as you think, and those warranty cases are being dealt with right now,” says Chris Wright from Pole.

“The factories are trying their best, and we’re working towards sorting those people out within the next month.”

M O R E S TA M I N A P L E A S E

So the new bike is called the Stamina Remastered, it looks almost identical to the old Stamina, with the same suspension design, same 7075-T6 alloy, machined then bonded frame. But there are some subtle changes afoot – naturally, the bike has been built to withstand greater forces, Pole really doesn’t want any more breakages.

The frame wall thickness has grown, and that’s also increased the bonding surface for each frame half. There are Pole’s new rig has be remachined and ‘remastered’

The Stamina retains its raw, fresh-off-theproduction line aesthetic

also now reinforcement walls to the top tube to stop people crushing it in a bike stand.

Pole bikes have always impressed us with their raw, unpainted look, and now there’s also a new finish to keep it looking unmarked for longer. Called electrophoretic lacquering, Pole says it results in an added lacquered coating that’s see-through yet harder than an anodised layer. It’s greener than anodising too without any heavy or toxic chemicals used and wastewater held for recycling.

What also hasn’t changed is the big sizing and geometry ethos. Sizing stretches from K1 to K4, with a reach

measurement from 450mm on the K1 to 540mm on the biggest K4 – that puts the Pole Stamina at the bigger end of the bike market spectrum alongside Geometron. The head angle also hovers around a slack 63° (depending on the size you go for), and the wheelbase is super-long, up to 1,351mm in K4.

The Stamina comes in 140, 160 and 180mm builds: the 140 in two frame-only options, and one complete build with a 160mm RockShox Zeb Select, Super Deluxe Ultimate Air shock and GX Eagle drivetrain. The 160 comes frame-only with a choice of shock – RockShox Super Deluxe Ultimate Air or Super Deluxe Coil R – or a full-build with 180mm Zeb

Select fork, either a Super Deluxe Air or Coil shock, and GX Eagle drivetrain. And then there’s the 180, also available frame-only or as a fullbuild. Both will feature a Cane Creek Kitsuma Air shock, and the build comes with a 180mm RockShox Zeb Ultimate and GX Eagle drivetrain.

Finally, if you’re wondering why Pole hasn’t built an e-bike yet, it’s waiting for the motors to arrive, which should happen some time in August.

We don’t know what it’ll look like or even which motor it uses, but Pole says it’ll be something out of the ordinary… naturally.

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GEAR

HOT STUFF

WHAT WE’RE EXCITED ABOUT THIS MONTH MOST WA N T E D

RO C K R I DE R M O U N TA I N BIKE HELMET S T 5 0 0 £ 2 7. 9 9 Two issues back the new Troy Lee A3 helmet was front and centre as our Most Wanted item – with integrated MIPS liner, two kinds of expanded foam padding and magnets indexing the visor position it’s a technical masterpiece, and at £200 a price to be marvelled at too.

This month we have the other side of that coin, a new helmet from sports supermarket Decathlon with all the popular mod cons – dial retention system, dropped coverage at the rear, EPS shell, removable padding, 17 air vents – without the sky high pricetag.

We’d call that something of a technical marvel as well.

The ST500 helmet looks pretty good too, the days when budget helmets made you resemble a ripe mushroom are well and truly over, it seems. You also get a good shaped visor that doesn’t sit in your eyeline, and straps that flow perfectly round your ears without touching them. There are eight colours to choose from, and Decathlon has 50 stores across the UK so you can try it on beforehand.

What you don’t get for £28 is a moveable visor – it’s fixed – or a MIPS liner. You don’t get a bag to store it in, multiple padding options, or a magnetic buckle. But for around 15 per cent of the price, who’s counting? decathlon.co.uk

The Rockrider is a solid budget lid

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DR E S S I NG D OW N

Riders who like to keep the logos minimal and the tones muted are going to enjoy the Specialized Drirelease Tech Tee. It looks like a relaxed-fit t-shirt, but has the technical nouse and fast-wicking properties of a riding jersey. £25, specialized.com

RE SPECT

Last time we saw a goggle from RedBull Spect it had a painfully tight strap that negated any good the great lens brought. The new Strive is Spect’s second go, with a longer strap, two-layer lens, removable nose guard and four-layer face foam. £119, redbullshop.com

T R E A D S O F T LY

The Five Ten Freerider and Freerider Pro now come in Primeblue variants, meaning they’re made partly from Parley Recycled Ocean Plastic – waste that’s been pulled out of the sea. It’s part of owner Adidas’s plans to completely phase out virgin polyester by 2024. £120, adidas.co.uk

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GEAR

FRESH FOLDS

Made from bamboo, organic cotton and Elatane, the BAM Summit Print Bamboo T-Shirt is pretty much the lightest and stretchiest top you’ll wear.

The bamboo fibres keep it smelling fresh even when you fail to wash it, and it comes in multiple colours and prints. £29, bambooclothing.co.uk

B U S H W H AC K E R

Save your knuckles from tree/bush interfacing with these enduro-style MTB Hand Guards from Barkbusters. Available in eight different colours and with bolt on guard extensions for an extra £14 for that full motocross look. £40, rg-racing.com

N O S T I N G S AT TAC H E D

Pirelli makes mountain bike tyres now, this Scorpion Enduro model comes in front and rear-specific versions as well as this S model for ultimate grip. The Scorpions feature the brand’s HardWALL carcass and single compound SmartGRIP rubber. £62.99, extrauk.co.uk

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GHOST BUSTERS

Endura says it plants more than a million trees a year to help reduce carbon in the atmosphere, making the MT500 D3O Ghost kneepad an ethical choice. Sleeve design, D3O protection, silicone grippers, three sizes. £79.99, endurasport.com

H I S T O RY B O O K S

We almost put this 100 Years of Shimano book as our Most Wanted item not for what it is but for what it represents: a century of innovation, all boiled down into a glossy coffee table book. Want one? You’ll have to enter a lottery for the limited print run. shimano.com

SHOULDERS OF GIANTS

Scott makes some pretty innovative armour, the latest is its Protective Base Layer with lightweight and removable D3O shoulder pads. There’s extra padding on the biceps, and it’s all kept in place with the garment’s tight and stretchy fabric. £69.99, scott-sports.com

S C OT T F U T U R E P RO R A N S O M 600 £1,699 The new Future Pro Ransom is a fullsuspension bike designed specifically from the ground up for kids that want to rip (or should that be, parents who want their kids to rip?). Either way, it looks bang on for the task in hand, featuring a lightweight 6061 alloy frame, 130mm of suspension travel and a 140mm fork, both with a lightweight tune for minnows, and kids components. It’s a proper shrunken enduro bike.

Perhaps the most interesting frame feature is the bike’s flip-chip, located on the main linkage – it’s there to let riders switch between 24in and 26in wheels and adjust the geometry accordingly. The idea is the Future Pro is really two bikes in one, it can grow alongside your

child without having to fork out for yet another new bike. Then shrink it back down again for the younger sibling. £1,700 is a lot of money to spend, but with the wheel trick you can expect the Future Pro to carry a kid from 8-years-old to around 11 or 12. You could even bridge the gap between the two wheel sizes (and be bang on trend) running a mullet set-up, with 24in on the back and 26in up front.

We really like the attention to detail on this bike too: X-Fusion air-sprung suspension; the Shimano Deore drivetrain gives kids 11 gears to winch back up the climbs; diddy 140mm cranks for small legs (and to let the bike sit really low to the ground without bonking pedals); and a short stem and 640mm bar. There’s internal

cable routing, Shimano hydraulic brakes and decent Formula hubs with Syncros rims.

Perhaps best of all, there’s a dropper post too with 80mm travel, spot on for smaller riders who really couldn’t handle even the shortest of adult dropper posts.

There are two Future Pro Ransom models to choose from, they share the same frame but the 600 comes with the 26in wheels (and a slightly wider bar and longer crank), while the 400 is £50 less and comes with 24in wheels. Scott doesn’t guarantee you’ll get yourself a future pro as a son or daughter, but a bike like this can’t hurt their chances.

Scott-sports.com

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RIDES

SUMMER S TAYC AT I O N

The UK has some of the world’s best riding – make the most of it this summer with our five showstopper rides

N A N B I E L D PA S S , LAKE DISTRICT 24 .4km (15.2 miles)

Nan Bield, specifically the descent down towards Kentmere Reservoir, is one of those must-do trails in the Lake District. Techy, twisting and with scenery that makes the rather brutal hike-a-bike to the top worth all the struggle. At the bottom, your options are to turn around and hike back to the top of Nan Bield and ride down what you just hiked up, or cross over into the next valley (Long Sleddale) and over Gatescarth Pass. Gatescarth itself is a dull up and down so this route takes a detour into Mosedale before picking up the Old Corpse Road back down to Haweswater.

This descent isn’t as well known as Nan Bield but just as fun and just as amazingly photogenic.

GPS download bit.ly/NanBield

B U R R AT O R R E S E RVO I R , DA R T M O O R 22km (13.7 miles) Dartmoor has a well-deserved reputation for being an epic riding destination – a wide, open wilderness a rider could easily get lost in. This route, however, will keep you on the right track, giving you a taste for the expanse of the moors but without the need to ever leave your comfort zone. It’s not a technical ride so can be ridden at speed with no surprises but it also serves up sweeping panoramas and is definitely worth taking your time over, especially when the sun is out.

GPS download bit.ly/Burrator

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S WA L E DA L E , YO R K S H I R E DA L E S 2 7. 7 k m ( 1 7. 2 m i l e s )

Home of the Ard Rock Enduro, Swaledale and Arkengarthdale have some cracking riding, some of it obvious, some of it less so. You’ll have to work for the good stuff though. The climbs are long and tough; Fremington Edge in particular has a reputation for breaking even the strongest riders.

But once you get up onto the moors you’ve got plenty of options as to what you do with that hard-won height.

This figure-of-eight ride has two particularly challenging climbs, including Fremington Edge, so pack some extra butties. It also has descents that range from steep to mellow, but somehow all are equally fast.

GPS download bit.ly/SwaledaleRide

C A DA I R I D R I S , N O R T H WA L E S 1 7. 4 k m ( 1 0. 8 m i l e s )

West Wales makes for a perfect holiday location – sun (sometimes), sea and, er, mountain biking. With Coed y Brenin on hand to give you your trail centre fix, if you’re in the mood for some riding that involves proper mountains, take a look across the Mawddach Estuary to the hulking mass of Cadair Idris. Despite its size there’s only one bridleway available to mountain bikers so you’ll be going up and down on the same trail. It’s a popular mountain so you’ll need to keep your wits about you and ride with caution. An early start or late finish is the best way to enjoy the descent uninterrupted.

GPS download bit.ly/CadairIdrisRide

Light up your day with a dawn assault on Ben Lomond

B E N L O M O N D, S C O T L A N D 37km (23 miles)

Within striking distance of Glasgow’s city limits, Ben Lomond makes for an easy picking for city-dwelling riders and walkers alike. So, to make the most of this out-and-back (or rather up-and-down) you’re best getting started early doors. It’s worth the early alarm call. Starting alongside Loch Lomond on the West Highland Way to get warmed up, you’re then faced with a hike up towards the summit. If you like your descents with spectacular views then you won’t be disappointed – surrounded by the Trossachs, the Loch Lomond archipelago below and Glasgow on the horizon, it can be hard to keep your eye on the trail. Time it right and you can be back before the rest of the world, or family, have woken up.

GPS download bit.ly/BenLomondRide

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FA S T & F I T

DON’T CHASE NUMBERS IN THE GYM

Getting stronger is a means and not an end so keep your ego in check

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e’ve all done it. You start training and the early gains come fast and easy. You see the weight on the bar increase session to session and before you know it a double bodyweight deadlift becomes the main goal. Now you’re chasing numbers; weight on the bar or reps, when the original reason for going to the gym was to become a better rider, not a powerlifter. And it’s an easy mistake to make. Yes, having a bigger deadlift or squat is a great way to improve overall strength, but chasing numbers leads to too much time under the bar which can have a negative impact on your riding, not least because if you spend more time training, you’ll spend less time on the bike. Here’s what you need to do instead.

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H AV E A S O L I D P L A N A N D T RY T O S T I C K T O I T

Set a goal to achieve training benchmarks you know will help your riding – metrics such as weights on key lifts (squat, deadlift, press, etc); Wattbike FTP or similar; a specific number of pull-ups (or any at all) and mobility benchmarks. Once you achieve those you can move to more specific exercises to help build weak areas you have identified along the way while maintaining your new baseline of fitness. Your riding goals may change during this growth period too and with them your training goals can adapt, which is fine. But remember, increasing your fitness further comes with diminished returns so you must balance the time it takes to improve versus the returns you get from your efforts.

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CONTINUE RIDING

You are going to the gym to become a better rider, but avoid the mistake of thinking you’ll achieve that just by spending more time in the gym, especially if it eats into your bike time. Being bike-fit isn’t just about increasing your ‘on-paper fitness’, so reverse engineering yourself with time in the gym may increase your recordable metrics, but it won’t help with some of the other, more specific demands of riding, like the improvements you can make in skills and confidence on the bike.

3 T H E C OAC H

Jonny Thompson is head coach for Fit4Racing, an online fitness programme for mtb riders. Once a forensic scientist, Jonny has devoted the last 10 years to coaching athletes from Paralympians to world number one enduro racers. His main focus with the Fit4Racing team is developing and delivering fitness programmes to pro and amateur riders. Training the likes of Adam Brayton, Jonny also sends digital programmes to riders all over the world, many of whom ride professionally.

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BE HONEST WITH YO U R S E L F

You may identify as a mountain biker, however, you may also want to look great, love socialising in a fitness environment, or simply like the way exercise off the bike makes you feel. Chose the combinations of activities you love and that make you happy.

For most people, the cross-over of any physical activities will help all disciplines in the beginning, but be comfortable knowing that if you truly are dedicated to mountain biking, you won’t be a record-breaking Olympic weightlifter or a marathon runner.

4 AVO I D B A D A DV I C E

Mountain biking is unique in its physical demands, so it can be difficult for coaches outside of the industry to understand how to train well for it.

Many trainers will give you advice that matches their own experience – be it bodybuilding, endurance training, CrossFit – but fail to see outside their realm of knowledge, so you could be missing out on aspects of training that would help you improve as a rider. This can be even more problematic when you are taking advice from ‘friends’ whose influence on you is out of all proportion to their experience. Seek experienced trainers/coaches who understand what you need. If they don’t, tell them what your goals are rather than blindly following theirs.

I F I N D O U B T, D O N ’ T SPECIALISE

It is easy to fall into the trap of finding a form of training that works well and absolutely blasting it, believing the initial improvements you’ve been making will continue.

Invariably, they won’t. Let’s use an indoor trainer as an example, something like Zwift. You might really enjoy the accessibility, competition and initial improvements you make, but eventually those returns will plateau and you won’t see the progress you saw at the beginning. Even worse, you’ll likely pick up overuse injuries or imbalances by sticking to a single modality training method while neglecting strength, mobility and function. Mountain biking demands so much of your entire body – balance, flexibility, endurance, strength, coordination and power – that you really need to keep your training broad and general by focusing on quality movement in varied domains. This will help keep it fun too.

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NEW BIKES

First rides SWINGING A LEG OVER WHAT’S HOT THIS MONTH

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SPECIALIZED S-WORKS KENEVO SL £ 12,500 / 29in / specialized.com

NEED TO KNOW ● Assisted version of Specialized’s popular and capable enduro ● Gets the lightweight SL motor pumping out 240W with a 320Wh battery ● Complete bike weighs 18.8kg, splitting the difference between a Kenevo and an enduro ● 170mm-travel with 29in wheels and four frame sizes from S2 to S5 ● Two-model range starts at £8,750 with a frame-only at £6,500 ● Range-extender battery fits in the bottle cage and adds 160Wh

Svelte 240W Turbo SL motor and 320Wh battery offer assistance with less resistance

Spesh’s slimline e-bike is a tantalising prospect but is it a jack of all trails or a master of none?

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hat are the ingredients of a perfect enduro bike?

Long travel, big wheels and stable geometry for descending? Light weight, efficient pedalling and a comfortable seated position for uphill liaisons and mid-stage sprints? How about a motor for getting you to the top with less effort, so that you can save more energy for the descents? So far, so sign me up.

But with powerful motors and largecapacity batteries comes more flab, less agility and arguably less versatility – their punchy engines and 25kph speed limit optimised for shorter rides on steeper terrain, where you lap the same zone over and over again. So what if you could have an enduro bike that splits the difference, giving you a helping hand to fall back on up the climbs and none of the excess baggage of a full-fat model, so you could get as loose and creative as you want on the descents? If that sounds like the best of both worlds to you, then Specialized’s new Kenevo SL may just be the bike you’ve been waiting for.

I know I have.

Firstly, praise has to go to the Specialized engineering team who have done an amazing job packaging the battery and motor into this new Kenevo SL platform. It’s so subtle and seamless that the only real giveaway that this is not just a regular Enduro, is the TCU display on the top tube and the charging port on the seat tube. Other brands, notably Orbea with its lightweight Rise, have also managed this feat, but no one in my opinion has done as good a job as Specialized. If there’s one down side to this digital disguise, it’s that you can’t easily remove the battery to charge it.

So we have an e-bike that, at five paces, looks exactly like its analogue

Smart controller gives you comprehensive control

cousin, but what about the weight?

Well, our top-of-the-range S-Works model tipped the scales at 18.7kg in size S4, that’s 4.2kg more than the S-Works Enduro, and 5.97kg less than the S4 Turbo Kenevo Expert we tested last year. It also compares favourably with the Lapierre eZesty (18.9kg) and the Turbo Levo SL Expert (18.57kg) we had through the door recently.

If the new Kenevo SL splits the difference between analogue and electric in terms of weight, it occupies a similar middle ground in terms of power too. The Specialized 2.2 motor (made

by Brose) found in the new Turbo Levo kicks out 565W max power and 90Nm of torque. Compare that to the 1.1 motor in the Kenevo SL and you have less than half the power (240W) and a lot less than half the torque (35Nm). And while it’s easy to throw around numbers, what that means in terms of ride feel will become most noticeable on steeper climbs; technical ascents you can just about clean on the Turbo Levo will overwhelm the Kenevo SL. With less power being drawn from the motor, and less weight to get moving, the battery on the Kenevo SL can be significantly smaller, and therefore much lighter. We’re talking 320Wh versus the 700Wh found in the full-fat Turbo Levo and Kenevo, which translates into around a 2kg weight saving on its own.

In terms of range, during testing, half a battery in Trail mode would average out at 20km and 700m of climbing.

And by managing the power levels conservatively, I’ve extracted over 80km and 1,800m of climbing from the same motor and battery on a Turbo Levo SL, so no reason why the Kenevo SL shouldn’t get close to that.

If that’s not enough, Specialized also offers its range extender – a thermossized battery pack with 160Wh of extra juice that fits in a standard bottle cage

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SPECIFICATION Frame FACT 11m carbon, 170mm travel (166mm measured) Shock Fox Float X2 Factory Fork Fox Float 38 Factory, 170mm travel Motor Specialized Specia ized Turbo SL 1.1, 240W Battery Specialized 320Wh Control unit Specialized Spec al zed MasterMind TCU Wheels Roval Traverse SL Carbon wheels, Butcher T9/ Eliminator T7 Grid, Gripton 29x2.6in tyres Drivetrain Praxis Carbon M30 cranks, 160mm, SRAM XX1 Eagle AXS 12-speed shifter and r-mech Brakes SRAM Code RSC four-piston, 220/200mm Components Specialized Trail Trai Carbon bar 800mm, Deity Copperhead 50mm stem, RockShox Reverb AXS dropper post 170mm, Bridge Ti saddle Weight 18.79kg (41.42lb) Sizes S2, S3, S4, S5

NEW BIKES

Top tube-integrated TCU display is a sleek and stealth design

and effectively adds another 50 per cent to your ride. While integrated into the top tube is the new MasterMind TCU display that gives you even more control over power management. Not only does it boast an easy-to-read percentage for your battery remaining, you can also tweak the level of assistance in 10 per cent increments by selecting the MicroTune function.

When we first tested the current Enduro we described it as “the most impressive long-travel 29er we’ve ridden”. The new Kenevo SL shares the same FACT 11M carbon frame and fourbar suspension design, with additional tension links driving a belly-mounted shock, as that acclaimed bike. Sure, the engineers have had to move things around a little to accommodate the extra height of the motor, but broadly

Offset cups give you +/- 1° head angle adjustment

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GEOMETRY

SRAM AXS rear mech delivers instant wireless shifting

speaking it shares similar end goals: lowering the centre of gravity; reducing side loading on the shock; managing anti-squat, anti-rise, progression and axle path. There is a down side, however – the shock pierces the seat tube and dropper post insertion is stingy. Our S4 test bike comes with a 170mm dropper post, but there was 30mm of fixed post sticking out of the frame when fully inserted. And at maximum extension the seat was too high for me. So if you’re of average height and want to ride an S4, you may need to ask your bike shop nicely to swap for a 150mm dropper.

It’s an issue that undermines Specialized’s democratically configured ‘S’ size range, particularly if you’re 5ft 9in or shorter. Rather than giving riders the opportunity to up and down size according to riding style and terrain, it restricts you to whatever frame you can run with a decent length dropper post.

While your freedom to drop the saddle may be limited, the scope for adjusting the Kenevo SL’s geometry is generous. First introduced on the Stumpjumper Evo and carried across to the latest Turbo Levo, the new Kenevo SL gets angle-adjust headset cups and Horst link flip-chips. All told, you can set it up in six different configurations, with three different head angles and two bottom bracket heights, raising and lowering the BB also has an impact on the chainstay length, head angle and reach. And if that’s enough to make

(MID/HIGH SETTING) Size ridden S4 Rider height 5ft 10in Head angle ang e 63.2° Seat angle 67.8° Eff seat angle 77° BB height 344mm Chainstay 443mm Front centre 841mm Wheelbase 1,284mm Top tube 634mm Reach 488mm Down tube 760mm

your head spin, Specialized should have a handy online geometry tool live by the time you read this that makes sense of it all. The claimed figures are pretty accurate too, as our S4 test bike was almost bang on the geo chart, save for the BB height, which was 12mm lower.

Specialized has rolled out the red carpet with the spec of the Kenevo SL S-Works. It’s dripping in finery, from the Factory-spec Kashima-coated Fox 38 fork and Float X2 shock to the wireless SRAM AXS drivetrain and dropper post.

It also boasts carbon wheels, cranks and handlebars, a chunky Deity stem and mushroom grips, comfortable in-house saddle and concealed SWAT multi-tool in the head tube.

HOW IT RIDES All good things come to those who wait, but it feels like a lifetime ago that I first dreamt about a lightweight enduro bike with a small, efficient motor. With the Kenevo SL that fantasy has become a reality – a reality saturated in reverie.

Every turn, every jump, every drift, every burst of acceleration – and they come thick and fast – seems natural and familiar, yet somehow more intense and satisfying than either a pure analogue bike or a full power e-bike could deliver.

It consistently inspired me to make more of an effort, then always gave me more back in return. Every joule of energy I invested turned to profit – more speed, more control, more engagement, more fun. I really don’t want to be this gushing about a push bike that costs twelve-anda-half sodding grand, but it’s everything I hoped for and more.

The Kenevo SL works its magic in many different ways, but behind the top hat and cape is a superb blend of stability and agility. This is a big bike. A really big bike, with a 1,284mm wheelbase and a 488mm reach, yet it never needs to be put into a headlock to change direction. Quite the opposite, in fact – the Kenevo SL might be built like a breeze block, but it’s as malleable as putty.

Partly I put this down to the mass being low and central and partly because it puts you right at the heart of the bike – seated in the belly of the beast so to speak – giving total control over weighting the tyres and tuning the grip levels. Slam into a series of whoops, or a rocky gully, and the Kenevo SL chassis will remain rock-solid and level while the wheels flutter up and down, but push deep into the travel around a berm or rut and it would spring out into the next turn or down the following straight.

There’s a depth and delicacy to the suspension that’s pure five-star luxury. Specialized has softened the progression of the spring curve compared to the Enduro – likely as a result of moving the shock to accommodate the motor – but adding in a jounce bumper (effectively a bottomout bumper) to the Float X2 shock seems to do a great job of cushioning the end stroke. And this translates to a glider-like experience over rough terrain, yet it doesn’t fall like a stone when you

want to load it up into a compression, lip or berm.

True, the motor won’t win any drag races, and certainly won’t win over Turbo Levo customers, but if you’re coming from an analogue experience, the SL’s power is transformative. This is an e-bike that blind taste tests like a regular enduro bike while making you feel like you’ve taken a jiffy bag of performance-enhancing substances.

Hands up, the Kenevo SL has already turned me into a junkie.

Danny Milner

1ST IMPRESSION

✓ HIGHS Can hang with the best enduro bikes on the descents and leave them for dead on the climbs. Unobtrusive motor accentuates the positives.

✗ LOWS Battery can’t be removed easily. Seat tube lacks insertion depth. It’s a decent deposit on a house.

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NEW BIKES

ROCKSHOX DOMAIN RC £530 / sram.com

NEED TO KNOW ● Budget-friendly version of the Zeb – even shares the same lower legs ● 27.5in and 29in wheel options with 150, 160, 170 or 180mm travel ● Burly 38mm upper tubes for maximum control ● Only available with a 44mm offset ● Motion Control damper can be upgraded to a Charger 2.1 for £325 ● Will take a 2.8in tyre, and with the new direct disc mount, up to a 220mm rotor

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A 38mm enduro fork for half the price of the Zeb? Tell us more...

R

ockShox traditionally has a taste-the-difference range – think Pike, Lyrik and Zeb – and also an ‘essentials’ line using a similar, if not identical, chassis. The Revelation is the cheaper Pike, the Yari is the less expensive Lyrik and now there’s a new sub-lieutenant to the Zeb – the Domain RC. It has a 38mm chassis but with a cheaper Motion Control damper and a £530 price tag, rather than £969 for the Zeb Ultimate.

So how does RockShox keep the costs down? It simply has a fixed menu rather than á la carte. Starting at the top, the crown steerer and upper tube assembly (CSU) is made in the same way but the upper tubes are a lower-grade 6000-series aluminium and also get a slightly cheaper surface finish. There’s

currently only one steerer size available aftermarket (1.5in taper), but RockShox is offering the bigger 1.8in taper to certain e-bike manufacturers, so you will see this fitted to complete bikes. You’ll also see an eMTB version that’s the exact same fork but with different branding.

You still have a choice of 27.5in or 29in-wheel options, but there is only a single 44mm offset – no 38mm or 51mm options like the Zeb. RockShox also offers the same travel (150, 160, 170 and 180mm) across both wheel sizes.

The Domain uses different bushings and seals to the Zeb too, but it can be fitted with the same bottomless tokens to adjust spring volume and progression.

The lowers legs are straight off the Zeb and feature an offset fork brace to provide extra crown clearance when the fork is at full travel. This also creates

ample clearance for 2.8in tyres and RockShox’s bolt-on mudguard, which is available aftermarket for about £20.

The lowers use the 200mm direct mount, which means you bolt the brake caliper straight on without having to run an adapter. So if you’re running a 203mm Shimano or Magura rotor, you’ll need to add 3mm spacers to stop it rubbing.

In terms of a range, there isn’t one.

Yes, RockShox offers a Domain R to bike

The Domain really is a fitand-forget fork

Domain RC: a budget route to top-level performance

manufacturers but only the Domain RC is available aftermarket. If you get a bike with the Domain R you can easily upgrade to the RC damper for about £45 and you can also upgrade either fork to the Charger 2.1 damper from the Zeb, which will cost you £325.

But let’s get back to the stock Motion Control damper. It has both low-speed compression and rebound adjustment and it’s flushed with the new Maxima Plush damping fluid. According to RockShox, this is not only quieter, it’s more resistant to foaming, which means it’s more consistent when you’re really slamming hard through rock gardens and the like.

HOW IT RIDES

I’m not sure if it’s the new Maxima Plush damping fluid or the extra stiffness of the 38mm chassis, but the Domain feels way more controlled than the Yari it

Motion Control RC damper saves you money now but you can always upgrade later

Comes in 29in and 27.5in wheel sizes and four travel options

Crown steerer and upper tube assembly is modelled on the top-tier Zeb

Rebound adjustment was perfectly dialled after just six clicks

replaced on my test bike, even though it uses the same damper. Also, I couldn’t feel any of the harshness through my hands that was present with the Yari.

Maybe that’s because the Domain is also way more sensitive, but at the same time there’s still plenty of support, so you’re not blowing through the travel on the steep stuff.

Like all forks in RockShox’s family, the Domain is a doddle to set up – adjust the spring pressure to get the correct amount of sag, set the rebound to about six clicks in from full open and get ready to shred. I’ve since added one bottomless token and tweaked the spring pressure and settings all in the interest of testing, but I didn’t really need to do any of that as the Domain RC really is a fit-and-forget fork.

Would I spend my money on the Domain RC? Definitely, because I can’t afford the £950 Zeb. But even if I

could I’d have to think hard about that because the Domain fills that subcategory way better than the Yari or Revelation ever could. The fact that you can upgrade the damper at a later date means you can have your cake and eat it when funds permit, or when you really must have that final extra five per cent of performance.

Paul Burwell

1ST IMPRESSION

✓ HIGHS Unbelievable-value-for-money trail/e-bike fork with 38mm upper tubes. Available in 29 and 27.5in options with four travel options from 160mm to 180mm.

✗ LOWS As to be expected, the Motion Control damper performance is not quite at the same level as the Charger 2.1. Stock mudguard is way too short for UK conditions.

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NEW BIKES

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WHYTE E-150 RS £5,600 / 2 9in / whyte.bike

NEED TO KNOW O 29er version of the popular E-160 RS O Designed for general trail riding adventures more than all-out enduro laps O Bosch motor allied to 625Wh battery ensures power and range O Reduced centre of gravity thanks to clocked motor and low-slung battery O 150mm-travel fork paired with 140mm out back O Two-bike range starts at £5,100

Whyte’s latest 29in e-bike is a snappier, trailfocused take on its soundalike stablemate

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n the shop-bought category of our 2021 E-bike of the Year test, Whyte’s E-160 RS excelled in the ride and handling department but frustrated the judges (well, me) with its inaccessible battery.

And delivering my verdict was a mental tussle that rocked between performance and practicality like a rubber duck in an ocean storm.

While I was wrestling with this conundrum, Whyte quietly launched another addition to its e-bike offering; the E-150 RS. Using a very similarlooking chassis design and almost identical geometry, the E-150 ups the wheel size and shrinks the travel over the 27.5in E-160. But while it could easily be confused for the E-160 on a shop floor, get it onto the trail

140mm-travel RockShox Deluxe Select + RT shock and swinglink design

and it reveals a completely different personality.

At the heart of the E-150 is the 6061 hydroformed alloy frame. While it’s not the prettiest design, with a somewhat bloated underbelly, there’s sound engineering reasoning behind that paunch. Whyte has rotated the excellent Bosch Performance Line CX motor, which in turn has allowed it to bring the base of the 625Wh internal battery alongside. The upshot is that the weight sits lower and more centrally than most e-bikes, making the bike more stable in a straight line, but more agile in the turns.

While most e-bikes have a massive hole cut in the down tube to get the battery in and out, Whyte simply leaves the end of the down tube open, and the power pack slides in and out. From an engineering perspective it’s the optimal solution, as structural integrity is maximised without having to add heavy and complex reinforcing. Mud can’t get in thanks to a big plastic cap, but installing and removing the battery requires removing two bolts, pulling out a connector and wiring, then using gravity to let it drop out. Some riders will never have to do this, but for those who need to take the battery indoors to charge, it definitely needs improving.

If Whyte could find a way to keep the internally routed cables out of the way, add a handle or strap to the end of the battery to help pull it out, and improve how the connector attaches to the frame, we reckon it would no longer be an issue.

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NEW BIKES

Bosch motor and battery’s new positioning lowers centre of gravity for added stability

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From the waist up, the E-150 is a classic Whyte, with shock slung under the top tube and driven by a swinglink.

With the shock mounted on an extender yoke, bearings can be used at the link instead of bushings, which reduces friction for improved grip. Not only that, Whyte offers two adjustable yokes: the Shape It and Shape It Up links. Fitted with offset hardware, these replace the standard shock yoke and let you run two different geometry settings: one steeper and one slacker than standard.

The Shape It Link tunes the head angle by +/- 0.4° and the BB height by +/-4mm, while the Shape It Up link is designed to restore the factory geometry should you wish to mullet your E-150. Both links are a simple fit, cost £69.99 and work with most of Whyte’s recent full-suspension models.

For £5,600 the E-150 RS gives you a 12-speed SRAM Eagle drivetrain and SRAM Code R four-piston brakes with substantial 220mm/200mm rotors.

The WTB rims are shod with excellent Maxxis Assegai/Minion DHR II tyres, and you even get a reinforced Double

Down casing on the rear. The cockpit is on point with a snappy-steering 35mm stem and 780mm bars and we really like Crankbrothers’s High-Line 3 dropper post with its ergonomic remote lever.

To smooth the ride, you get a shortoffset RockShox Lyrik Select RC fork with 150mm-travel paired with a RockShox Deluxe Select + RT shock, giving 140mm of rear-wheel travel. We only measured 130mm on our test bike, but it was one of the earliest production bikes and Whyte reckons the models actually in shops should deliver much closer to the claimed travel. In terms of components, the fork and shock mark the biggest difference between the E-150 and E-160, as the latter gets the super-sturdy Fox 38 Performance fork and Float DPS shock.

It’s not the £250 price difference that makes these two bikes such a different proposition, though, it’s the way the different suspension parts influence the ride that really stands out.

HOW IT RIDES

We had the opportunity to ride the new E-150 back-to-back with the E-160 on the

Whyte E-150 RS: versatile trail weapon that’s eager to attack any terrain

Geometry adjustment via aftermarket extender yokes adds further adaptability

Maxxis tyre combo inspires confidence for aggressive riding

RockShox Lyrik Select RC fork with 150mm travel

The E-150 has a sharper edge with firmer suspension exact same trails in identical conditions as well as extended testing on its own.

While the E-160 feels like an enduro bike ripping, Hulk-style, out of its trail-bike trappings, the E-150 has a sharper edge with firmer, more supportive and efficiency-orientated suspension.

That’s not to say you can’t go as fast on the shorter-travel bike, as the relaxed head angle, low BB and aggressive tyres cheerlead you into hanging it out, releasing the brakes and railing the turns. The big wheels also add an extra frisson of security and help take some of the edge off repeat hits, but you still need to rule the E-150 with a firm hand if you’re going to try and keep up with its smaller-wheeled sibling.

While there’s a feather-filled softness

to the Fox suspension on the E-160, the E-150 is more like dense memory foam.

This is not only down to the RockShox suspension though; Whyte has increased the anti-squat on the E-160 by around 20 per cent. Of course this will have a bearing on efficiency, but being an e-bike, any improvement in pedalling is less noticeable from the saddle. What’s immediately obvious is that there’s more to push against when you’re loaded up in a corner or pumping for speed. At low speeds it’s easier to get the wheels off the ground as well, whether bunnyhopping a log or manualling a dip.

While they’re almost identical twins, the E-150 and E-160 are very much unique individuals then. One a marshmallow-plush screamer at home on the roughest and steepest tracks.

The other a shrewd plotter and schemer that uses cunning rather than brute force to pick off its prey; an all-rounder on both track and field – the heptathlete of e-bikes. Both a blast to ride, just choose the one that suits your style.

As a cheeky postscript to all this, I chucked a 27.5in back wheel with 2.6in

tyre on the E-150 to see how it felt.

The result was it took 1° off the head angle and 12mm off the BB height and produced a bike so eager to turn that it only needed to sniff a corner ahead and it was diving for the apex, but with a BB height that required cautious pedalling.

Of course this is not something that can’t be solved: 160mm cranks would open up ground clearance again, or fitting the Shape It Up link would compensate for the change to BB height and head angle caused by the smaller rear wheel.

Danny Milner

1ST IMPRESSION

✓ HIGHS Superb all-round e-bike that’s happy to take on longer adventures as well as slaying descents.

✗ LOWS Battery can’t be removed easily.

SPECIFICATION Frame 6061 alloy, 140mm travel (130mm measured) Shock RockShox Deluxe Select + RT Fork RockShox Lyrik Select RC, 150mm travel Motor Bosch Performance Line CX, 250W Battery Bosch PowerTube 625Wh Control unit Bosch Purion Wheels Alloy e-bike specific hubs, WTB HTZ i30 rims, Maxxis Assegai/Minion DHR II, 29x2.5/2.4in tyres Drivetrain SRAM EX1 crank 165mm, SRAM X01 Eagle 12-speed shifter and r-mech Brakes SRAM Code R four-piston, 220/200mm Components Whyte Alloy bar 780mm, Whyte Enduro stem 35mm, Crankbrothers High-Line 3 dropper post 150mm, Whyte Custom saddle Weight 23.74kg (52.33lb) Sizes M, L, XL

GEOMETRY Size ridden L Rider height 5ft 10in Head angle 64.8° Seat angle 69.7° Effective SA 76.4° BB height 337mm Chainstay 445mm Front centre 811mm Wheelbase 1,256mm Down tube 753mm Top tube 640mm Reach 483mm

Limited size range. Needs an upper chain guide.

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SRAM GX EAGLE AXS UPGRADE KIT £554 / sram.com

NEED TO KNOW ● GX Eagle brings wireless shifting to a significantly cheaper price point ● Kit comes with derailleur, controller, MatchMaker clamp, charger, cord, battery and chain gap tool ● Roughly similar weight compared to GX Eagle mechanical (including cables) ● Battery life is around 20 hours

A wireless upgrade package that promises pristine gear transitions for half the price of X01 AXS. Has SRAM delivered? We find out...

S

RAM’s AXS X01 drivetrain launched in 2019, a completely wireless system (AXS was also incorporated into RockShox’s excellent Reverb dropper post) that decluttered the cockpit and delivered fast and crisp shifting. It cost more than plenty of excellent complete bikes though, so it has remained largely the plaything of millionaires and sponsored riders. Now that could all change with the new GX AXS upgrade kit – at a stroke riders can now move from wires to wireless at around half the cost of X01. As long as you’ve already got an Eagle drivetrain on your bike, this kit replaces the shifter and rear mech, while leaving the chain, cassette and chainset unchanged. The big questions then, does GX work as well as X01? And will it deliver more precise and easier shifting than a conventional system, with less maintenance, as well as the obvious clean cockpit?

Before we get to that let’s step back

Press the button and a barely audible chirp nudges you instantaneously up and down the block

chirp nudges you near and detail how these two instantaneously up or electric Eagles differ in GX Eagle AXS 478g down the block. The GX flight. The first surprise is rear derailleur lever paddle can shift that GX AXS isn’t really that GX Eagle AXS 82g multiple gears by holding different from X01 AXS, controller it down or single shifts as it works in the same way GX Eagle AXS 25g you prefer – I set it for the using a controller on your battery former, but picked up the bar with a rocker button habit of tapping repeatedly to shift gears, and a rear to downshift a couple at a time; likely mech driven by a tiny electric motor. The due to the paddle feeling different to system uses a proprietary encrypted traditional shift levers that I’ve got years wireless network to connect to the rear of muscle memory ingrained into. mech just like X01, so you can breathe The dished-out GX paddle works easy about someone hacking your bike. best ‘rocking’ your right thumb to The GX derailleur cage is made from shift, but this feels a bit alien to me as steel rather than carbon as found on the it also wobbles the index finger I have pricier drivetrains, but aside from that permanently covering the brake lever they’re pretty much identical. while riding. Fortunately, SRAM has a If you’ve currently got an Eagle shallower paddle option for sale with drivetrain and want to upgrade the ergonomics closer to a traditional shifter, best way is to buy the complete kit, and two distant up/down sections for although you can buy it piecemeal those preferring to push rather than if you need to. In the kit you’ll get a ‘rock’ gear shifts, and it only costs £20. derailleur, controller, MatchMaker clamp, Another thing I changed was the shift charger/cord, SRAM battery, and a chain direction. Switching this is even more gap tool. Add up the weights and it’s of a cinch as it takes seconds via the around 160g heavier than a mechanical AXS smart phone app and sees the ‘up’ GX drivetrain (AXS GX mech: 478g, button move the mech up the cassette shifter: 82g, battery: 25g), but factor for an easier gear, which feels more in the cables and it’s comparable. Buy natural to me. it all separately and the mech is £342, As is often the case, it’s only when controller £139 and battery cover £20. you go backwards do you realise how far forward you’ve come with kit. Back on The first thing you notice with a mechanical bike with a more cluttered electronic gears is shift immediacy. cockpit, even the most finely tuned Press the button and a barely audible X01 gears feel a little clunky and stiff compared to AXS. The shift is simply not as speedy and precise – and if you don’t Large shifting paddle get the perfect jump every time here, can be swapped for a more traditional design you can just re-tune the mech to line up perfectly from a different mode at the shifter. I didn’t need to, as GX Eagle has worked flawlessly so far, and I’d argue it’s impossible to tell the difference in function between this and the doublethe-price X01 AXS either.

Mick Kirkman

WEIGHTS

HOW IT RIDES

1ST IMPRESSION

✓ HIGHS Uncluttered cockpit. Simple installation, adjustment and minimal maintenance. Rapid, accurate shifting.

Requires less effort to shift.

✗ LOWS Still a significant investment. All that expense is in the most vulnerable position on the bike – having said that, we’ve not damaged an AXS mech in hundreds of miles of riding. Extra unsprung weight.

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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 Andy Barlow, Paul Burwell, Ben Day, Roo Fowler, Dan Gould, Mick Kirkman, Sim Mainey, Finlay Anderson, Alice Burwell, Andy McCandlish, Jonny Thomson, Veronique Sandler, Andy Lloyd, Dan Griffiths, Sean White

PAGE FACTORY Group chief sub editor Dan Thomas Chief sub editor Jonathan Emery Sub editor Steve Shrubsall Group art editor Kevin Eason mbr art editor Ben Smith

ADVERTISING Advertising manager Jess Holmes, 07583 011551, Jess.holmes@futurenet.com Account director Rebecca Hutt, 07572 116044, Rebecca.hutt@futurenet.com Account director Ben Day, 07817 253123, Ben.day@futurenet.com Senior sales executive Tevin Tom, 01252 555325, Tevin.tom@futurenet.com

PUBLISHING Group managing director Dave Clutterbuck Content director Rob Spedding Assistant business director Kirsty Setchell (01252 555111) Production Nigel Davies Distribution 020 3148 3333

Mailbox + S TA R L E T T E R +

THREE E-BIKE GARAGE Just found your mag in Tesco, I thought you had stopped printing this some years ago. I used to have it I think from the start or close to number one. There were piles of them in my loft when I moved house.

This is a great read, more so than other bike mags, and I liked your article in the June issue about recycling stuff and making it last longer.

I use Muc Off bike wash and buy it in bulk by the five-litre and decant it into the smaller bottles. If there was a way for me to return the containers to them to be refilled at a discount I would be prepared to pay for postage of the empty containers to them thus saving even more plastic going to landfill.

I have at the moment three e-bikes and a Nukeproof non-electric. I ride most days as I live next to Cannock Chase, mostly on the e-bike as I suffer from COPD (chronic obstructive pulmonary disease). I am planning to go around the country in my van trying out other tracks and places to ride in the summer. The reason I

I run 1x11 on my current bike. It’s 32/42 with a 10t 11th gear. I live on the edge (literally) of the North Yorkshire Moors National park at Guisborough and so every ride starts with a serious hike up some steep ascents. I appreciate that

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.

Lapierre eZesty: because sometimes your legs need to resty

mbr magazine, 161 Marsh Wall, London E14 9AP mbr@futurenet.com

WINS

a Madison Zenith waterproof jacket

have three e-bikes WORTH £119.99 is that two of them have spent more time in the bike shop under warranty so I bought another one to use in the meantime. The bike shop has been great and as I stated to them it’s not their fault the bikes don’t work as they are supposed too. One bike has had three motors, two wiring looms and one switch. The unused one that has only done 48 miles is now on its second motor. I asked them to buy them back off me but as they are now out of warranty they have offered to put them back into new condition electric wise and then wipe their hands of the matter. Hopefully I can sell them off and recoup some of the money I have spent on new bikes.

Keep up the good work and I will look into taking out a subscription to your mag again. By the way I am 72 and love mountain biking.

Adrian Toms

GRINDER GEARS

SUBSCRIPTION ENQUIRIES

CONTACT US

not everyone is of a similar level of fitness to me but I’m waiting (as are many others I suspect) for a preordered Nukeproof Scout 290 Pro to arrive. This bike comes specced with 30/52 gearing?

I cannot think of a climb I know that would need any of the first three ratios as that seems crazily low geared.

When looking at the 12-speed cassette offerings available it seems that either new bikes must have got significantly heavier or riders significantly less fit as there are no longer 42t 12-speed options on the market. Why? Also just read June’s test on lightweight e-bikes and a mention was made of the Lapierre eZesty not having a 52t first gear? Does any e-bike actually need such low ratios or even 12 ratios at all given the support provided by the engine?

Are we getting soft?

Paul Whittle Ed - Are we getting soft? Probably! Are we getting older? Definitely. Do I need a 52t bail out gear on my bike? No. Do I use it? Yes. Would I do without it if I had the choice? No. If a lower gear means a higher cadence, less effort to push and the chance of riding further

before I need to get off and walk, I’m all for it. Bikes are definitely heavier now, and larger wheels mean taller effective gearing. It all adds up. When you get your Nukeproof, see if you start using the wider gearing. If you do, there’s your answer.

have problems if you try to make a claim on your house insurance. Check ALL the policy wording as some of these exclusions are not necessarily in the pedal cycle section!

Simon Barker

BREAK FROM LOCKDOWN

Danny, it was a pleasure to meet you atop the North Downs yesterday afternoon, at the end of our respective rides. I was awkward in expressing my appreciation for your articles over the years, as we discussed, the routes that you published shaped so many of my early riding experiences – the Purbecks, Peak District, Black Mountains, Lake District etc and as I said they were instrumental in shaping my son’s love of mountain biking too – something that has created a very special bond between us!

So, as I said, hero was not the right word – but influencer and facilitator for some of the most potent experiences in my life – definitely yes!!

So – THANKYOU :) Keep up the great work and I look forward to another chance encounter at some point.

Guy Sellwood

So after months off the bike due to winter and lockdown, on 12 April (the first day that I could cross the border from Wales to England) I booked the day off work and met up with my English dwelling mates and we all drove to Forest of Dean. The plan was to have a great day’s riding and then celebrate with a trip to the pub (April 12 was also the first day the pubs opened....although I’m sure you knew that).

The day was going well and we were loving being able to shred together again. The last ride back down before lunch was GBU, fully shredding our way down till the last set of jumps. That’s where it went wrong. I took off badly and landed the bike one footed, sending my bike one way and myself the other.

I landed hard managing to crack a rib and collapse a lung. My mates managed to drive me to Lydney minor injuries hospital where they took one look at me and dialled 999 to get me blue lighted to Gloucester Royal. Once there I had the op to inflate my lung again and have now been discharged to rest up and heal.

There’s been a lot of talk about how great the NHS is during lockdown and I can only echo this! I was BRILLIANTLY looked after through my little hospital journey. The staff at Lydney, the ambulance paramedics, and all the staff at Royal Gloucester from the cleaners to the doctors. All of them were friendly, professional, thorough and just awesome.

I just hope that I can now mend myself before the end of the summer to get back out on the trails and hopefully this time, not have to find out how awesome the NHS is again.

James Marin

DANNY THE CHAMPION...

The editor in his natural habitat of the North Downs, on the lookout for fans

Having now dug a little deeper it has come apparent that quite a few firms will not allow you home and contents insurance if you have a bike, and they will not cover even if you have it insured elsewhere!

It boils down to a clause in most policies where you are obliged to inform them of any pedal bike over a certain value that is to be kept on the premises, usually around the £350-£1,500 mark.

Incidentally the max value most will go to is £5,000, but some are less!

So just a warning if you have bought any expensive bike, insured it through a specialist insurer and not informed your house /contents insurer; you may

NEXT MONTH

Ed - Aw, shucks!

SPECIAL WOMEN’S ISSUE

G U E S T E D I T E D B Y R A C H A E L WA L K E R PLUS MAKING A CAREER GENERATIONS Sheffield’s OUT OF A PASSION OF SHRED burgeoning How to swap the daily Tracy Moseley talks to mtb scene grind for a job riding bikes DH phenom Vali Holl

GO COMPARE Just thought I would let you know about a potential problem with bike insurance and in particular home and contents insurance. Having just bought an expensive e-bike I decided to find out how much it would cost to put on my house contents insurance along with my other bikes. The insurer was unable to quote me as it was too expensive, no problem you would think, I could just go to a specialist insurer. Well, no as it turns out, as I had informed them I had this bike on my premises they were no longer willing to insure my house and contents as the bike put me at a higher risk. This particular company said they had an “all or nothing” policy and as I had the bike the choice was, cancel the insurance or remove the bike from the premises.

SUMMER ISSUE ON SALE WEDS 23 JUNE JULY 2021

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T R A IL BLAZERS

STU & BRENDA PRICE, DALES BIKE CENTRE Behind DBC’s ‘centre of trails’ is an inspiring couple whose vision could point the way to the future of UK mountain biking Words & photos: Sim Mainey

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F E AT U R E

ife is complicated, so sometimes simple can be revolutionary.

When the trail centre at Coed y Brenin opened in 1996 it was an instant hit with mountain bikers, and it did this by making going for a great ride simple.

Rather than having to find and research trails, plot a route, work out the best place to park and find somewhere to buy a sandwich and spare tube, a trail centre packaged all these elements together, allowing riders to turn up and just get on with riding. With purposebuilt trails designed to cater for all abilities, it didn’t matter whether you were a grizzled old-hand or a fresh-to-the-sport novice, you were guaranteed a good time. Not only that, you could have a good time together, allowing family rides to be both possible and entertaining for everyone.

The idea quickly caught on, and similar centres started popping up all over the country, putting otherwise unheard of areas on riders’ radars. For many riders, trail centres became mountain biking. While the boom in publicly-funded trail centre building has mostly fizzled out, and some riders are now finding their thrills in the new breed of bike parks, existing trail centres are still hugely popular. The formula works as well today as it always has.

So what happens if you take that same simple concept of packaging up all the things

that make going for a ride simple and apply it to somewhere with an existing trail network?

If you’ve ridden in the Yorkshire Dales there’s a good chance you’ve started your ride from Dales Bike Centre, just outside of Reeth in Swaledale. With accommodation, parking, a bike shop and cafe, it’s the obvious place to kick off a ride. Sound familiar?

CENTRE OF TRAILS

Dales Bike Centre (DBC) calls itself the ‘Centre of Trails’. Outside the bike shop is a signpost with arrows pointing to each compass point, all inscribed with the same word – ‘Trails’.

The word play and fingerpost sign are deliberately tongue in cheek, but both ring true. Passing DBC’s front door are the C2C route, National Cycle Network Route 71, Yorkshire Dales Cycleway, The Swale Trail and a web of bridleways that run in all directions. DBC, and its owners Stu and Brenda Price, are very much at the centre of the trails.

EACH COMPASS POINT ARROW IS INSCRIBED WITH THE SAME WORD – ‘TRAILS’

Lockdown’s no piece of cake but at least you can order one from DBC’s cafe

Swaledale’s swamped with sumptuous singletrack

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A B OU T T HI S S E R IE S One of the most exciting things about mountain biking is that it’s always changing. From the bikes we ride to how and where we ride them, things never stand still for long. And here at mbr we’re convinced things are getting better.

The Trailblazers series is our look at the people, places and events that are behind these changes; helping to define and improve riding in the UK right now. From behind-the-scenes volunteers out digging trails in their spare time; people lobbying for more access to trails; those working to get more people from all backgrounds out riding; grassroots race organisers making events happen, through to the riders who are changing how and what mountain bikers ride; we want to tell the stories and give recognition to the people who are changing mountain biking and making riding better for all of us.

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F E AT U R E

Rocky descents and sweeping vistas are the lifeblood of the Dales

A plethora of trails converge on DBC’s front door

Stu is rarely seen without a smile, and you don’t need to spend long in his company to feel your mood lift and return his smile with your own. Initial impressions of this tall man with an ever-present grin and friendly north-east lilt are that he loves his job and is happy with his lot, but spend a bit more time with him and you realise that he’s not merely cheerful, he’s truly content.

PERMISSION GRANTED

Contentment has taken a good deal of work though. At the same time that the trails at Coed y Brenin were opening, Stu was working at the Youth Hostel in Grinton, just up the road from the current site of DBC. Originally from South Shields, he’d come to the Dales, fallen in love with them and decided to make them his home. Stu’s wife Brenda is a local lass who’d moved away for uni and then work – firstly as an outdoor instructor and then managing an outdoor education centre – before the pull of home brought her back to Swaledale and Stu. Being where you want to be with the person you want to be with, doing what you want to be doing: it’s as close to living the dream as it gets. No wonder Stu is always smiling.

Despite the Prices’ mutual love for the area, encounters with other riders in the late ‘90s

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The personal touch is baked in with owners as passionate as Stu and Brenda

were rare, which was strange considering the amount of riding on offer. With their combined experience, they felt there was an opportunity to be had.

The idea for DBC came about in 2001 after the couple had visited trail centres in Wales and the Scottish Borders and come away impressed with the way these venues had successfully packaged mountain biking. They couldn’t see why a similar idea couldn’t be replicated in Swaledale. The big difference would be that this would be a private venture, unlike other trail centres that had been built by publicly funded organisations. While building a bike shop and cafe wouldn’t be straightforward or inexpensive, it would be doable. What was never going to happen though was building mountain bike-only trails in the Yorkshire Dales National Park.

But they didn’t need to, they just had to help riders explore the existing network.

While the concept was simple, getting planning permission was much less so.

When permission was sought for the buildings that would be the cafe and bike shop, they were met with resistance and confusion by the Park’s planning board.

Nothing like this had been done before and the planning board struggled to get its head around what was being proposed.

Who says you have to go to a trail centre to feel the berm?

THEY DIDN’T NEED TO BUILD TRAILS, JUST HELP RIDERS EXPLORE THE EXISTING NETWORK JULY 2021

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F E AT U R E

“Let’s call this line the red run and go hell for heather”

TODAY THE HIRE FLEET IS MADE UP OF HIGH-END FULL-SUSPENSION BIKES AND E-BIKES After a lot of explanation, discussion and compromise, permission was finally granted in 2003, and building could commence.

For 2021 DBC is starting work on the first phase of its expansion plans, having outgrown the current buildings. With additional seats in the cafe, larger bike storage facilities, showers for day visitors and more parking and accommodation for those looking to stay a bit longer, DBC will be better placed to cope with the number of riders who are now coming to Swaledale.

INTRODUCING ARD ROCK

It’s a sizable and expensive undertaking, but it’s not been the Park slowing them down this time. Having seen what Stu and Bren can do and the positive impact it’s made on the area, the Park is now very pro-cycling, and planning permission was granted unanimously by the planning board.

The pandemic has obviously had an effect on DBC over the past year, and despite technically being able to have the bike shop open, they chose to keep it closed to deter visitors travelling to the area. The cafe (or cakery, to give its proper title) has been running a mail-order cake service which has been hugely popular – if riders can’t come to

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the cake, the cake can come to them. From providing bike hire, food, accomodation or cake by post, having multiple income streams has been a key part of the overall success of the business.

Success doesn’t mean that Stu and Brenda are resting on their laurels; quite the opposite.

They are always adapting the business to move with the times. While Stu might have started his career hiring out £700 hardtails, today the hire fleet is made up of high-end full-suspension bikes and e-bikes. Partly this is because better bikes require less maintenance, but the market has also changed. Those looking to experience mountain biking for the first time want to do it on something boutique rather than budget, and e-bikes have allowed those who might have been put off riding in the Dales altogether to enjoy getting out and exploring. More experienced riders are also hiring e-bikes to see what all the fuss is about and coming back impressed and putting in an order at the bike shop. The Dales makes for a great showroom.

It’s not just technology that’s changed; the type of riding has changed too. The Dales has typically been home to archetypical XC riding: stiff, gravelly climbs, long stretches of moorland singletrack and rough, rocky

Stu’s backyard is enough to make anyone green with envy

descents. Despite its terrain, the Yorkshire Dales is not the obvious place for an enduro race. It certainly has potential, but with multiple land owners, shooting estates, ecologically sensitive areas and drystone walls carving up the hillside, logistically, it doesn’t make sense. But the Dales is used to hosting bike races that make use of the rugged countryside. The Scott trial, a famous motorcycle trials endurance race across 84 miles of the Dales, has been running since 1914, so when the idea of the Ard rock Enduro was mooted, land owners already had a good idea of what would be involved and were open to the concept.

F E AT U R E

We can’t imagine where the name Ard Rock came from...

IT’S CLEAR THE CENTRE OF TRAILS IDEA WORKS; WHY HASN’T ANYONE ELSE COPIED THE CONCEPT? Come race day, walls and fences are carefully disassembled, or have ramps put over them, trails are taped out, and at the end everything is put back together so you’d hardly know a race had happened. This is what makes this event so special – outside of the race itself, few of these trails even exist, let alone can be ridden. DBC serves as the hub for the race which over the years has ballooned into a festival and become a highlight of the calendar.

In 2019, on the eve of the Ard rock, a weather bomb hit Swaledale and Arkengarthdale. Over a metre’s worth of rain came down in two hours. Flooding ravaged the area, and although there was no loss of life, homes and businesses were destroyed.

The mountain biking community was quick to respond, firstly with fundraising and then by helping with rebuilding. Stu put a post on Facebook asking for volunteers to come and clear fields of rocks, rocks that had been the drystone wall that ran alongside the river.

Seventy riders turned up to help – an amazing number given the low-key shout-out. Thanks in part to DBC, there’s a healthy relationship between the cycling community who come to enjoy the Dales and those who live there.

Inevitably DBC plays a role in being an intermediary between the two communities – not that they are mutually exclusive. Plenty of locals were once visitors who, like Stu, fell for

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the Dales’ charm and the riding and decided to move in. As well as acting as a touch point for riders, land owners and the rest, there’s an educational role for DBC to play. Selling itself as the centre of trails means it’s sometimes necessary to explain to visitors that there isn’t a red route to follow, while suggesting something that might be suitable. Getting riders whose only experience of mountain biking might be a trail centre, onto more traditional trails, is just part of the job.

CONCEPT FOR OUR TIMES

The trails might not belong to Stu, but there’s also a low-key trail management role to be played – guiding people onto the right trails for the time of year and deterring any trail ‘modification’ by would-be diggers. No one wants to be the trail police, but as the face of mountain biking in the area, it’s often left to DBC to help smooth over issues that crop up involving bikes.

With the Dales now as much a destination as some trail centres for mountain bikers, and with the community and National Park welcoming of riders, it’s clear that the centre of trails idea works; so why hasn’t anyone else copied the concept? Stu and Brenda are puzzled about that themselves. Others have come close, emulating aspects of the idea and they’ve been quizzed by people interested in transplanting the concept to other areas of

Stu’s found his true vocation and it’s written all over his face

the UK, but they’ve not seen anything materialise. A loose alliance of similar businesses would be a great way to help grow the sport, becoming hubs that can be used to help people get the most out of an area while also making sure the trails that make the area special stay special.

The reality is it takes a lot of work to make the dream a reality. For those who might want to create their own centre of trails, Stu has plenty of advice. Firstly, pick the right location, both generally but know specifically where you want to base yourself. Accept that it’s going to take a lot of hard graft that doesn’t really stop as there’s always something that needs to be done. Don’t get disheartened when things take a lot longer than you plan – it’s always going to be that way. Have multiple income streams and be prepared to adapt.

Build a good team around you who believe in the idea as much as you do. And finally, be the best you possibly can be.

Do all these things and you might be as content as Stu and Brenda.

F E AT U R E

Why does the Tweed Valley churn out successful racers at such a prolific rate? We head north to find out Words & photos: Finlay Anderson

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F E AT U R E

n case you haven’t noticed, Scotland is fast becoming a hotbed of mountain biking talent. However, there is one valley, in particular, that’s spawning success on the world scene like nowhere else North of the border. And unless you’ve been living under a creag for the last few years, you’ll know that the valley in question is the Tweed Valley.

Here at mbr we’ve covered plenty of the hills, trails and personalities of the area many times over the years (and by now you might well have sampled them for yourselves), but great trails alone cannot be responsible for raising riders like Katy Winton, Reece Wilson and Lewis Buchanan. So is there something else at play?

A secret sauce that raises the valley above other riding hotspots around the country?

We decided to take a look and find out how a small, rural community, without access to ski lifts, has been responsible for such a prodigious talent pool and bountiful racing success.

While the local trails are not entirely responsible, they do play a key role, so let’s get that out of the way first. This is set to be a milestone year for the development of the Tweed Valley, with the Borderlands Inclusive Growth Deal recently signing off a £19m investment into the valley’s trails and riding infrastructure. It builds on the hard work of countless trail builders and riders who’ve helped sculpt a network of hundreds of kilometres of singletrack, from the easiest green trails to the steepest and darkest blacks. Now, with the Tweed Valley Trails Association responsible for more of the network than ever, after taking over

Tweed Valley: the perfect proving ground for world-class mtb talent

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THIS IS SET TO BE A MILESTONE YEAR FOR THE DEVEOLOPMENT OF THE TWEED VALLEY

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Working out square roots is no chore when your classroom is a trail

management of the Golfie in 2019, the trails are going from strength to strength.

So much so that plenty of riders move here just for the riding. “Having access to worldclass trails is a very big thing if you want to be a professional racer,” says Juliana-sponsored rider Polly Henderson. “I knew that I wanted to race as a career, so I passed up a university offer and moved to the Tweed Valley.”

BASE MTB

There’s more going on than just trails though.

From a young age, kids growing up in the Tweed Valley are chucked in at the proverbial deep end. There’s a host of clubs dotted up and down the valley, from the renowned Peebles Cycling Club (PCC) to the popular Kids Innerleithen Cycling Club (KICC), meaning it’s as easy to get involved in mountain biking as football or rugby. This is really important, because these kids’ clubs pave the way forward for young riders, offering grassroots events and an encouraging path into the competitive side of the sport.

“The unsung heroes of the Tweed Valley are the kid’s clubs and events,” Andy Barlow from Dirt School explains. “They do such a good job of creating the grassroots scene that most young riders here have had almost a lifetime of riding experience by the time they are 16!” he continues.

So you’ve got kids riding from a young age, you’ve got the formidable terrain of the Tweed Valley; next you need some competition. Every national series in mountain biking hosts at least one round per season on the valley’s trails. Events such as the British Downhill Series, UK Gravity Enduro

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BASE alumnus Jayden Randell thrived in the valley’s uniquely supportive environment

and Scottish Enduro Series are all regular visitors. As well as welcoming race series from around the country, the valley also has its own headline event – TweedLove has been throwing killer events in the Tweed Valley since 2010. With popular racing festivals such as Vallelujah, King & Queen of the Hill and the infamous TweedLove Bike Festival, the organisers have managed to appeal to all, with from beginner-friendly Enjoyro’s to the competitive Triple Crown series. This year also sees the return of the Enduro World Series to Tweed Valley dirt, shining the world’s racing spotlight back onto the region.

But there’s one more ingredient to throw into the mix that marks the Tweed Valley out as a unique, progressive, and indeed

pioneering place. That ingredient is the UK’s only mountain bike university, where you can actually study mountain biking on a practical and theoretical level. The Borders Academy of Sporting Excellence (BASE) Mountain Biking course was founded out of necessity in 2009.

Scottish Cycling had just axed the support of its downhill racing programme, and Chris Ball, who was a coach for Scottish Cycling at the time, noticed that the Galashiels-based Borders College (which was already running a performance course for rugby players) would be a great candidate to take over the support for Scotland’s up-and-coming downhill racers.

The first year of the course ran in 2009-10 and just five students attended. “Essentially, all of the efforts that were being put into

F E AT U R E

the Scottish Cycling downhill programme sidestepped straight into the newly formed BASE MTB course,” Andy Barlow explains.

“Right from the start, the course was filled with the best performers and focused on creating a good environment for them to be able to excel.”

“Everyone will always associate the BASE MTB course with the pinnacle of performance – I mean ex-student Reece Wilson just won the World Championships. However, the course is set up to help you apply the principles of peak performance to whatever you go on to do in life,” Andy Barlow says.

And to prove his point, Andy reels off a list of former students in careers as diverse as engineering and sports science.

The truth is that the majority of BASE MTB students don’t go on to lap the World Cup race scene, but really that’s not the primary Polly Henderson followed her passion for enduro by moving to the Tweed Valley

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function of the course. It attracts people that aren’t necessarily getting on academically, those who struggle to find meaning down the traditional educational route but are still bright. “They might leave school, feel lost but enjoy riding their bike,” Andy says. Once we persuade them that they’re not actually stupid, they can do well in life.”

MOULDING TALENT

This is the very essence of BASE, teaching people how to live their best lives, Andy explains. “We sometimes have emails from former students years after they’ve left the course and completely out of the blue,” he says.

“I remember one from a roofer who’d moved to Canada and quickly risen through the company – he was now a supervisor and the company thought of him as so vital they were sponsoring his visa application. He took the

time to say thank you and to tell us he put the success down to the preparedness and work ethic the course taught him.”

It’s not really the course that does it though, Andy puts down the success to the riders themselves. “We manufacture talent, sure,” he says. “We develop a situation where riders can practice in a safe environment, we give them the opportunity to make it all happen. But really they’re creating all of this.”

Is he being too modest? Yes and no.

Since its creation, the BASE MTB course has seen over 160 students taking part. It’s list of alumni includes Katy Wilson, Lewis Buchanan, Polly Henderson, under-18 British Enduro Series champ Jayden Randell and, of course, Reece Wilson. Would they be as successful without the course? Probably not. Could the BASE course have produced professional racers without a supply of already high-achieving and talented athletes?

Again, probably not.

There’s a nice symbiosis going on between the two groups. Take Reece Wilson again.

“When he turned up he couldn’t pedal very well, he was really untidy on the pedals,” Andy says. “But there was something about him, he stood out and not just for his riding, it was his attitude. He worked hard on his pedalling, he got himself to the skate parks, worked on his pumping and now when you see him ride, he’s hardly putting a pedal stroke in. Then you meet Wal, his dad, and he has this attitude that you can do anything you put your mind to, and that’s where Reece’s mentality comes from.

What about the raw talent then, that came with the attitude? “Reece’s commitment to cornering and straight-line speed over steep stuff was incredible, he just went through stuff,” Andy says. “The speed never phased

F E AT U R E

him. Then he’d do 10-minute descents and he wouldn’t have a hint of arm pump thanks to his motocross background.”

Polly Henderson had a different route to the BASE course, with a background in XC thanks to riding and racing local trails at Dalbeattie and Mabie Forest. While her local riding spots suited the needs of a budding XC racer, Polly soon found herself drawn to the enduro scene.

Unfortunately, the nearest enduro trails were only accessible by car, limiting Polly’s freedom to train when and where she wanted.

“Once I started racing enduro, I realised that the BASE MTB course was a good pathway to try and become pro,” she explains. “There were a lot of fast riders coming through the course and it seemed like the best opportunity to take my racing to the next level.”

VALLEY EDUCATION

Jayden Randell, who grew up near the Forest of Dean, agrees: “A lot of good riders come from here. If you are into racing and want to go on to continue racing as a career, it’s the perfect place to make that next step from.”

“Here in the Tweed Valley, everything is on your doorstep and there are always people around who want to go riding. The trail network is also unlike anything else in the country – it’s the ultimate,” he says.

Polly agrees: “There are so many people to ride with here in the valley. At home, I

“HERE IN THE TWEED VALLEY EVERYTHING IS ON YOUR DOORSTEP”

Polly sings the praises of riding with her peers in a mountain biking paradise

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Photographing Jayden is a lot easier than trying to ride with him...

didn’t have anyone to ride with apart from my dad and his friends. It’s always fun to go riding with him, but you need people to ride with who are a similar age to you and keep pushing you to progress!”

After an insightful chat, I join Polly and Jayden for an evening ride around their favourite trails at Glentress. While trying my best not to lose sight of them, I start to reflect on their words. Would they have made it without the BASE course? Perhaps, but it would have been harder. Without the trails?

The odds are rapidly slipping away.

From an outsider’s perspective, it’s easy to miss all the behind-the-scenes work, events and support that go into making the Tweed Valley what it is. However, when you delve a little deeper, you can start to piece together the many aspects that work hand-in-hand to develop, not only the region’s trails and infrastructure, but also create the perfect storm for manufacturing world-class talent.

TECHNIQUE

GE T SOME

GOALS

Hone your trail-riding technique by getting specific and setting targets Words: Andy Barlow Photos: Andy McCandlish

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opefully you’ve been out a few times since restrictions lifted and you’re starting to get a feel for riding your bike again. With summer just round the corner and dry trails on the horizon again, make the best possible use of your time by setting some deliberate goals and making good progress. That way you can be back to your best, or perhaps even better, for the remainder of the year.

H

THE COACH ANDY BARLOW Before joining Dirt School Andy liked to win things – races like the Scottish XC Champs and the Scottish Downhill Champs.

Since 2009, though, he’s coached some of the world’s best riders with Dirt School and helped bring on the BASE MTB course lege at Borders College in the Tweed V Valley. y But what Andy really likes to d do is communicate tthose pro techniques to everyday riderrs.

Taking some time to session a feature or section of track will mean that you can focus on purposeful practice and maximise your time on the bike by making quicker progress

SESSION SOMETHING One of the best things you can do if you want to improve your technique, is to ‘session’ sections of trail. This is when you break down a challenging feature or series of turns into its key elements so you can get a feel for riding it with more control or confidence. Contrary to popular mountain bike culture, you don’t really make that much progress by chasing your pals down trails. This is because you end up just following them into a lot of the same mistakes that they are making. Instead, stop on something that challenges you. Decide what you want to work on, and try the same feature or section a few times before moving on. That way you can get more of a feel for it through repetition and feel better about yourself before you move on.

Just because you messed it up first go, doesn’t mean you have to leave it like that.

TA K E ON A BIGGER CHALLENGE Expand your horizons and see more of your local hills

THERE’S AN APP FOR THAT! Dirt School’s coaching app lets you see the right and wrong techniques in slow-mo

What’s the furthest you’ve ever ridden in a day? How much climbing do you think you could do in a single ride?

Have you ever spent the night in a bivvy bag? As you spend more time on your bike, set yourself a couple of silly goals. They don’t have to be massive. They just have to be able to give you the satisfaction of doing something new. Waking up on the side of a mountain and riding down to the local town for breakfast might be the best thing to happen to you since you discovered Maniac on Netflix during lockdown.

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TECHNIQUE

FOOD IS FUEL As the weather improves and you start to feel good on your bike again, you might find yourself tackling more distance, or climbing a bit more than you’ve done before. A huge contributing factor to handling this extra load will be how you fuel yourself. There is loads of information out there that can help, but in a nutshell you need to eat and drink more than you think. A good rule of thumb is to eat something every hour and stay hydrated. Drink at least 500-750ml an hour and don’t get too bogged down with energy products. If you’re drinking an energy mix, smashing gels, and eating stodgy bars, then you will likely become dehydrated because you are having to use all the fluids in your system to process all that dense food. Instead, just keep it simple.

Drinking water and eating normal food is perfectly adequate if you mix it up with the odd energy bar here and there.

Changing your pace depending on what terrain you’re riding is a great way of saving energy

Keep eating and you can go all day

PACING ZONES Have you ever thought about where you go hard and where you back off while riding? Trails are a mix of technical bits, smooth-flowing and pedally sections. Using pacing zones can help you get the most out of a trail by being efficient with carrying speed and able to enjoy the whole of the descent. A good way to look at it is by splitting these sections into a traffic light system – red, amber and green.

Red sections would be when things get more technical, this is where we would back off to keep things smoother and in control.

These sections are where you

wouldn’t normally gain time, there is usually a maximum speed at which these can be ridden and there is a higher risk versus reward. By easing off here, we save our legs for the pedally bits and the climbs. These would be the green sections where we need more power to maintain speed, climb and we can give it everything.

The amber sections are in between – here you can pump the bike and work the trail to carry speed. By splitting up a trail in this way, we can clean the technical sections without costly mistakes and still have energy to pedal when we need it.

STRETCHING A great way of staying on top of things when you’re taking on more training load is to stretch. It prepares your muscles for a workout, draws your attention to any niggles that might be a problem if you are pushing hard and unaware of their existence, and reduces the likelihood of injury by loosening everything up. We all have our favourites, but take a few minutes before you exercise, or after you’ve done a gentle warm-up, to ease your body into the activity. Even spending 10 minutes at the end of the day stretching will help prevent injury and keep your body working like clockwork for longer.

Remember, a grandfather clock is still a clock.

RECOVERY Spending a few minutes stretching your tired old body may save you from injury further down the road

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After a big day on the bike it’s important that you refuel properly. Eating a balanced and healthy diet is crucial to you feeling good about yourself and allowing your body to recover properly. The old saying “you are what you eat” is so true here.

Six beers and a pizza might be tempting when you’re hungry and tired, but lean meat, some good healthy vegetables, good quality bread and fruit for dessert will give your body all the things it needs to rebuild itself stronger.

TECHNIQUE

TECHNICAL RIDING Perhaps one of your challenges this year will be to finally face a trail that’s been on your to-do list for a while. Give yourself a good run at it by doing some research first.

Trailforks is a great place to start – it breaks down the track into distance, descent, and technicality. You might get a description with details on the ‘crux’ of the track. If it’s popular enough there might even be POV footage on YouTube. Whatever you can do to learn about its most demanding sections will help you know what you have to prepare for. The next step will be to try and replicate some of those challenges on less stressful trails. Don’t focus on riding them faster, instead concentrate on doing them smoother. You want to prepare yourself to be able to face your challenge and feel confident that you can achieve your goal when you feel ready.

CHECKLIST When it comes to technical riding, the secret is feeling confident because you have control. Don’t try and go fast, instead back off and look for ways of smoothing out the trail. Be aware of the lines that you are taking and your body position – especially when things get steep or challenging.

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BODY POSITION

The next time you feel like you could do a section of trail better, get off and try it again

You are far more likely to move away from the danger than towards it, so if you feel your weight going back, or your arms going straight, then be aware that it’s happening.

Moving your body closer to your bike will give you a huge range of motion and mean you can stay neutral when the trail becomes unpredictable. Decide what you want to focus on before you drop into a technical trail and stay on top of it the whole way down.

LINE CHOICE Stopping to look at a tricky section often gives you a much better idea of the amount of choice available on the trail. You can easily miss different line options by riding right past them. Sessioning a small section of trail or a particular corner is useful and a fun way of working out which lines work and which feel best for you. You might find the shortest lines are not always the fastest.

Instead, look at opening the trail up, especially when cornering, choosing the wide lines to be able to carry

speed out and down the trail. If you stop at a technical section you can suss out the line choice options – which would smooth the trail out for you or link one feature to the next?

Push back up beside the trail and have another go. See this is as an opportunity to challenge yourself.

Have a look at the more difficult lines to try out by having a few runs at them. This is where sessioning pays off – it’s fun and you can also watch your mates try out different lines and work out which feel and look best.

Look for the grippy bits of a trail and you won’t even notice the roots any more

GRIP POINTS A great way of staying positive on challenging terrain is to actively seek out the grip. Focus on the grip points as you descend and you will almost forget about the slippy or looser features. Remember to stay close to your bike so you have the room to be able to deliver a push with your legs against the parts of the trail you can trust.

By deliberately seeking out grip you’ll forget about the tricky bits and your whole perception of the trail will change.

NEXT TIME YOU RIDE Before you set off for your next trip to the hills, take a few minutes to decide what you want to get out of the ride. Perhaps it’s being kind to yourself after a few months off. Perhaps it’s testing your limits with a bigger goal in mind later in the year. It might even be to work on your technique so that you can make quicker progress back to full strength. Whatever it is, make sure you’re doing it with a smile on your face. After all, that’s what it’s all about.

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

INTRODUCING

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 1: Ben’s supremely chuffed with his new carbon superbike

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 offer extra traction and comfort, and come with remote pressure sensors

C

rashing sucks. But after a long lights it appears to be purple, but catch lay-off due to a knee injury that it in direct sunlight at the right angle and resulted in surgery, I’m back it flips to green – very bling. on a bike and back on the For the build, Kona has raided SRAM’s mbr longtermer test fleet. top-drawer, fitting XX1 AXS electronic And this time I’ve really landed on my shifting, AXS Reverb dropper post, Zipp feet as I am now the custodian of the 3Zero Moto carbon wheels, RockShox most expensive bike to ever grace Pike Ultimate fork, Super Deluxe the mbr longtermer pages, the Kona Ultimate shock and G2 Ultimate brakes.

Process 134 Supreme.

The Supreme build is then finished with OK, let’s address the price first – a Truvativ Descendant carbon bar and this bike sells for one pound shy of 10 stem, and the only non-SRAM parts: a grand. That’s an awful lot of money for titanium-railed WTB saddle and Maxxis a bicycle, any bicycle, especially one Minion DHF and Dissector tyres. without an electric motor. But with the Now, I know you’re probably thinking ‘Supreme’ tag, Kona has thrown every that this bike has lots of electronics, but top-end component at a full-carbon not the most important ones – a motor frame to create a ‘dream-build’ targeted and battery. Call me a luddite, but I’m at super fans of the brand – where the really excited to be putting the miles in ‘Supreme’ moniker will switch from one under my own steam to see what the model to another, creating a potential electronic AXS shifting is like to live with fleet of dream machines for the lucky and whether I’ll remember to keep few to collect. the batteries charged.

So what does £9,999 buy you?

Also, having read our review of The carbon frame is a mix the Zipp wheels, I’m really of svelte lines and burly keen to see what they’re WHY IT’S HERE linkages and it is beautifully like; supposedly offering finished in a fancy purple/ increased traction, It’s Kona’s green metallic ‘Prism’ comfort and control Supreme build, paint like on an earlythrough the unique way but will it turn Noughties TVR, if you the carbon rim flexes out to be Ben’s remember those. In most around the spoke bed.

dream build?

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To me they sound like a genuine game-changer.

And the timing couldn’t be better as I’ve now got the perfect proving ground to put all of these components to the test. This winter I moved from Surrey to the Forest of Dean, and having been stuck in lockdown with my knee in a brace, I haven’t been able to explore the massive network of trails around my new house. So it’s fitting that the Kona is a lightweight trail bike that won’t be shy of those exploratory miles. Will 134mm of travel be enough on the descents though? Time will tell, but the geometry and sizing on the Process 134 are fairly progressive so I’m confident that I’ll need to press on to find the limits of this bike.

I’ve only been able to get out on it a couple of times but first impressions reveal a bike that rides light, feels super agile and poppy and has a lovely ‘damped’ ride feel that you only get with high-end carbon bikes, or could that be due to the Zipp wheels? Like I said, there’s lots of new tech to explore on this one, including the TyreWiz pressure sensors on the wheels and the SRAM AXS app on my phone. So in addition to dialling in the suspension the good old fashioned way, I’ve a busy month of riding and fettling ahead. I can’t wait!

SPECIFICATION

SRAM AXS r-mech offers wireless electronic shifting... if you charge the battery

Zipp carbon wheels promise so much it makes your head spin

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)

IN THE SHED

2 9in Giant Trance X 29 2 £3,299

2 9/27.5in

Haibike AllMtn 6 £5,399

GEOMETRY

Now you see it, now you don’t: purple/green finish is a trick of the light

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

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

Ben’s new rural abode is the perfect place to test a mile-friendly trail bike

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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 2: Sean starts to find his feet (and legs) on the Scout

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 130mmtravel forks n Complete Shimano SLX groupset n Maxxis 3C rubber with reinforced casings adorn DT Swiss’s M1900 Spline wheelset

A

fter my initial enthusiasm unboxing the Scout, the first few rides on it had me questioning whether I’d made the right choice. On paper, Nukeproof ticks all the boxes when it comes to component choices for an up-to-date trail hardtail, and the geometry figures, although not boundary-breaking, are right where they should be.

So what was it that was concerning me? After all, my personal bike – a Own-brand 800mm bar steel hardtail – runs a 130mm-travel and 50mm stem make for fork and 29in wheels. Yes, it has a responsive cockpit a shorter wheelbase and a higher bottom bracket than the Nukeproof, but how different could they be? It turns trails that weave through tightly spaced trees, out, quite a lot. with the pace changing as quickly as the direction On familiar trails, the Scout felt stable and of the front wheel. It was here that I felt the Scout planted with the chunky Maxxis Assegai/Dissector lethargic and slow to accelerate after heavy tyre combo giving ample traction and comfort. braking. Was I simply missing the familiarity of my This, along with the long front centre, 50mm stem regular ride, regardless of its dated geometry? Or and 800mm bar, provided plenty of authority on was I just not yet in tune with this new longtermer? fast rough descents, or when picking my way down It turns out that it was me - I was just out of steep, slow, rooty drops-ins. It climbed well too, shape. A winter of infrequent riding and sticky the long 440mm chainstay length keeping trails, combined with the Scout’s weighty body weight centred and the front tyres and my heavy legs, resulted in a wheel firmly on the ground even on lack of urgency to the ride. But as I’ve WHY IT’S HERE tight, rooty switchbacks. upped my mileage, my faith has been Sean addresses A promising start then. restored. As the trails start to dry out, the hardtail It was on flowing singletrack the speed’s picked up in line with my imbalance in our where the mixed feelings started to fitness – the Scout has come alive and longtermer creep in. Much of my riding involves my riding is more dynamic with it.

fleet

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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

LONGTERMERS

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 5: PB raises more questions than answers with the AllMtn 6

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

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S

ince receiving the AllMtn 6 on test five months ago, I’ve been trying to get answers to a couple of questions from Has the 38t chainring improved the suspension response?

Haibike. I want to know why the rear suspension on this bike feels a lot more active (and better) than most of the e-bikes I’ve tested, including two of my previous longtermers.

With most e-bikes, the shock feels overdamped so you run the rebound damping wide open. Not so with the Fox Float DPS on the AllMtn 6. I can also run the shock in the middle compression setting and the rear suspension still feels pretty active and compliant. I’d also like to know why the bike has a 38t chainring fitted and Stick + drivetrain = bent rear WHY IT’S HERE mech + broken jocky wheel whether it makes the suspension feel One of the few better by reducing anti-squat and the resulting pedal kickback. e-bike brands Well, I finally have some answers.

It hasn’t all been plain sailing running Yamaha’s Haibike said the shock is custom this month though – the plastic PW-X2 motor with tuned and the suspension was battery cover has been falling off InTube 600Wh developed using feedback from the while I’ve been riding some rougher, battery Accell field testing team. Now, I don’t harder trails. This slots in at the bottom know who’s on this team, but they did of the down tube and there’s a sort of a top job on the suspension because it feels rubber plug at the top that holds it in place. great. There’s been no mention of the ring size I’m assuming this plug is worn, because there’s a though, so I’ll keep asking. spare in the box, but five months’ riding seems a I’ve also been trying to get some of the bit premature for a replacement. And while this accessories to mount in the Modular Rail System, set up works, I’d actually be OK with an Allen bolt including the Fidlock magnetic bottle cage and or similar, as it would only take a few seconds to maybe an extra battery because I’ve noticed the remove and the battery cover wouldn’t fall off. stock 600Wh battery doesn’t last that long. To be I also caught a stick in the drivetrain, which fair though, some of this is because I get seduced seems to happen a lot with e-bikes, and this bent by the power and 80Nm torque of the Yamaha the cage on the SRAM GX Eagle rear derailleur and PW-X2 motor and ride a lot in the Extra Power ripped off half of the teeth on the jockey wheel.

Mode. It means I can burn through the first chunk I managed to limp back home but this will need of battery in less than 10 minutes and a whole replacing. Hopefully I haven’t bent the derailleur battery in under two hours. I suppose I’ve just hanger because spares, along with information for got to wean myself off it. this bike, haven’t been that easy to come by.

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

BENJI’S GIANT TRANCE X 29 2

£3,299 / 29in / giant-bicycles.com

MONTH 7: Benji’s unbroken Trance is a cause for celebration

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even months in and – according to the Strava Gods – over 350 THE RIDER kilometres of trail riding put through this here Trance X. BENJI HAWORTH Position Deputy So how are things holding up? digital editor After all, in the current Covid-disrupted Mostly rides climate, no one wants to be sourcing The North drivetrain parts or bearings, do they?

Height 6ft 1in Thankfully, I can report no real issue Weight 73kg with things wearing out prematurely on the Trance X. Indeed, the teeth on THE BIKE the cassette still look sharp-edged. It’s n With progressive geometry and 135mm worth remembering that I did indeed of travel married to swap out the horrifically rough and a 150mm-travel noisy KMC chain that the bike originally suspension fork, the came with, replacing it with a genuine new Trance X 29 is designed to do it all Shimano XT item. Looking back, I was n Trance X 6011 lucky to get that chain and if I had been Aluxx alloy frame forced to keep running the KMC original is connected with a I’m not sure I’d be so pleased with the carbon rocker condition of the drivetrain. It really was a n A Fox 36 Float Rhythm fork with distractingly ropey feeling/sounding and GRIP damper and annoying bike to ride in those first few 44mm offset is weeks. So if you’re interested in this bike, paired with Fox order your replacement chain NOW. Float DPS trunnionmount rear shock Anyhow... The hub bearings are n Giant in-house spinning nicely. The rims are 100 per finishing kit is great cent true. The tubeless tyres stay quality, just like inflated. Oh, and the home mechanic’s the Shimano SLX drivetrain nemesis, the press-fit BB, remains entirely trouble-free. All of the pivot bearings in the Maestro suspension are still nip-tight and smooth. More surprisingly, I’m still rocking the original brake pads in the non-series Shimano MT520 four-piston brakes.

Generally, I’ve been really WHY IT’S HERE impressed by how reliable Because we’re and quiet the bike is. It’s so quiet, in fact, that I’ve started to pumped to see notice little things like a couple the long-awaited of cables quietly clicking against return of the each other, which was instantly Trance X 29 solved with a cable-tie.

BEN’S VITUS ESCARPE 29 CRS £ 2 ,6 9 9.9 9 / 2 9 i n / v i t u s b i k e s . c o m

MONTH 6: Ben’s looking to treat himself to some birthday upgrades

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

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

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iding mountain bikes is amazing. But I’m every WHY IT’S HERE bit as passionate about researching all the Ben tried going latest kit as I am about big, then going shredding turns. Having spent most fast, now he of my formative years thumbing just wants a through brochures and magazines, trail bike and lusting after purple Ringle stems, Onza Ti bar ends and Cook Brothers cranks, I’m something of a kit magpie.

So with that in mind I started thinking about what upgrades would really make a difference to the Escarpe, purely from a functional standpoint, of course. And to keep this thought experiment true to life, I allocated myself a £500 budget.

Well, my birthday is fast approaching. Also, it’s still less cash than it would cost to upgrade to the Escarpe CRX. That model costs £800 more and comes with a mostly XT drivetrain, Fox Factory suspension and a higher-grade DT Swiss wheelset.

It’s likely that some consumables will need replacing over the course of this long-term test, but for the moment there is plenty of life left in my drivetrain and even the grips are nicely worn in rather than worn out, so I’m not too concerned about that. So, what to buy? Well, I really don’t like the SLX brakes. Yes, they have plenty of stopping power, but I dislike the grabby lever feel and would prefer something with a softer initial bite and smoother progression, like the SRAM Guide REs. Then there’s the Brand-X dropper post. It works just fine but the remote lever feels a bit flimsy. Still, in my mind, if it’s a dropper that’s still working then keep hold of it. In fact, all of the touch points on the Vitus are great for me – bar, stem and saddle are all ideal. The WTB saddle has quickly become a favourite in fact, although I see on the Vitus site that the spec has changed to a Nukeproof branded saddle.

So that brings me to the suspension, and possibly the only thing that might make a significant difference to the performance. The stock RockShox Pike Select fork uses a Charger RC damper, but you can easily upgrade to the more sophisticated Charger 2.1 damper found on the Pike Ultimate.

At £250 it offers more adjustability (high and low speed compression damping) and should be less prone to spiking on big square-edge hits. Yes, it’s quite possibly the least sexy of all upgrades, but then I’m not a teenage boy any more and what I want is a genuine performance increase, not some flashy anodised parts. So there you have it, two key upgrades that sneak in under my £500 budget. Now all I have to do is find a retailer with stock.

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NEW PRODUCTS

Tested CANE CREEK KITSUMA COIL SHOCK £ 6 1 9.9 9 SPECIFICATION Weight: 475g without spring/970g with 500lb spring (185 x 55mm trunnion) • Sizes: Metric and trunnion mounts from 185 to 250mm • Contact: extrauk.co.uk

ith four easily-accessible tuning dials, Kitsuma is Cane Creek’s latest generation Double Barrel shock, hand-built in North Carolina and available in either air or coil-sprung guises. Fox and Öhlins both offer similar damping architecture with independent compression and rebound circuits in top-end shocks; Kitsuma differs by delivering tool-free adjustment over a bigger range, along with a unique Climb Switch feature.

Substantial oil volume circulates inside the shock between adjustable valves on both damping circuits, rather than flowing back and forth across an internal piston. This means totally independent tuning in each direction, so tweaking rebound won’t affect compression damping and vice versa.

The new design uses big ‘guitar dials’ that are easy to see (on my bike anyway) with a huge range of damping tunability – there’s actually twice the effect on certain parameters over its predecessor. This also means riders up to 130kg won’t need a retune.

Cane Creek’s clever CS (Climb Switch) lever stabilises the bike in both directions to support against pedal bob and calm shock movement while still retaining traction and control for

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technical climbing. The new (even) firmer mode is really effective to the point of almost full lockout, and set in the middle, CS is great for extra calmness and support for mellower or jumpy trails. The dull and smooth feel trumps rivals’ low-speed compressiononly platforms that can come across as stuttery and sharp on rougher ground.

On an Evil Wreckoning V3 with a progressive leverage rate well suited to coil shocks, switching from the stock RockShox Super Deluxe coil to the Kitsuma felt like an immediate upgrade. There’s another dimension to the smoothness, cornering grip and damping control, and once dialled,

everywhere from hauling across rocks and roots, stabilising over smashed up entrances to berms on the brakes or just neutralising trail buzz, Cane Creek’s shock has it covered. The Evil always stays in the sweet spot and it excels at dealing with fast, repeated, hits so they never faze the Kitsuma’s (or your) balance and composure.

The highlight of Cane Creek’s design is how it can track and trace tiny contours and bumps very accurately with a super-fluid feel, but also go from ‘poppy’ and lively to a very damped and dull ride, as you choose. I didn’t feel it was always ‘over damped’ at all on my bike (as I’ve seen others claim

YOUR TESTERS

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JAMIE DARLOW

DANNY MILNER

ALICE BURWELL

MICK KIRKMAN

Old horologist JD has gone full circle, from mending watches at Ratners as a Saturday boy to testing the new Wahoo fitness watch this month. What an arc.

Enjoyed the Merida e-OneSixty 10k, smitten by the new Specialized Kenevo SL, now can’t decide which £10k e-bike to ride next. Poor guy.

Summer’s arrived with a whimper, Alice has been out testing women’s shorts. Wore them over her trousers though, to keep out the chill.

Tested practically everything else you’ll see in the mag – All the tyres, GX AXS drivetrain, Cane Creek Kitsuma shock, a new trail near Sheffield.

SUNGOD VELANS FF GLASSES £ 140 SPECIFICATION Weight: 35g • 10 lens tints, 8 frame colours • Contact: sungod.co

elsewhere), and it retained a nicely rounded feel to bump absorption even when set much firmer.

In common with other leading shocks, knowledge of what the damper dials are doing is essential to get the best out of Kitsuma. Arguably, it’s even more crucial here too, as the broader adjustment range makes it easy to get settings totally wrong if you’re not willing to continually back-to-back set-ups to maximise performance. The ‘slow’ and ‘fast’ on rebound and ‘soft’ and firm’ labels on compression make great sense, but there’s no denying it’s a tweaker’s product, rather than one for a rider who prefers to set and forget.

mbr ratings explained The scores on the doors

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Coil shocks weigh a chunk more than air units, but I’ve yet to ride an air shock that offers this level of traction, tracking and performance. It’s also been totally reliable over months of riding, with zero heat fade or unwanted damping changes over long Lakes descents or bike park runs. The new Kitsuma is over £100 more expensive than the previous DBCoil CS, but the new external dials make it way easier to set up on-the-fly and the broader damping range will suit more bikes and more riders too.

Mick Kirkman

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.

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Back when I used to race XC, getting mud in your eyes was an occupational hazard and I was pretty blasé about it, but I’m older now and I need to look after my eyesight, which is why I run a full mudguard and wear glasses on wet rides.

The glasses I’ve been using recently have been these new Velans FF (full frame) from Sungod. This is a direct-sales eyewear company, which means when ordering you can pick and choose the lens, frames, colours and even add an extra nose-piece on the website and it calculates the total price.

The Velans FF is slightly smaller than the Vulcans featured previously in mbr but it’s still a big lens and offers a ton of coverage. The lens shape is also spherical, which means it sits closer to the edges of your face to stop dirt flicking into your eye.

It uses a similar frame as the Vulcans, with Grip-Lock earsocks, and you even get four different nose pads to customise the fit. The lens on my sample is the 8KO Fire, designed for sun, but the clarity is amazing and it’s not too dark, so I didn’t have any issue using this on dull days.

You can choose between nine other shades including two photochromic tints. All of them get triple layer anti-scratch protection, which is OK, but I found you definitely need to keep this one in the carry bag.

The best thing about the Velans FF is the fit – it’s amazingly snug on your face and just doesn’t move, even when getting bounced around in rough terrain. Clarity is excellent too and, although I could see the white frame ever so slightly around the nose, this should be practicably invisible with the darker frames.

The colour of my sample is a bit OTT but there are some cool neutral options.

The price is high for a pair of riding specs but for the lens quality and fit it’s definitely worth it.

Paul Burwell

OK — one or two faults but it has potential.

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

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

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Simply the best — we couldn’t fault it.

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NEW PRODUCTS

HEAD TO HEAD

TEST WINNER!

MADISON ZENA

SCOTT TRAIL VERTIC

£ 5 9.9 9

£ 8 9.9 9

SPECIFICATION Weight: 339g • Sizes: 8-16 • Contact: freewheel.co.uk

SPECIFICATION Weight: 173g • Sizes: XS-XL • Contact: scott-sports.com

Initially it may look like the Madison Zena women’s baggy is way better Scott’s new Trail Vertic short comes in four colours and thankfully none value than the Scott Trail Vertic, but it doesn’t come with an inner short. of them are pink or purple. It also comes with a padded inner short, which Madison does sell a Flux women’s inner short for £34.99, and if you factor means it is around £30 more than the Madison Zena baggy, coincidentally in that extra cost, both shorts represent similar value. around the price of a decent liner.

The Zena baggy is made from a stretch fabric with durable tripleThe Vertic is made from a four-way stretch woven fabric that has a stitched seams and the build quality and finishing is very good but it is PFC-free durable water repellent treatment (DWR) on the outer face almost twice the weight of the Scott Trail Vertic and you do feel this extra to promote pooling. This DWR is not as tenacious as one you’d expect bulk when riding, especially if the short is wet. It dries quickly but it’s not to find on a waterproof jacket, but it did help water run-off during as wicking on the trail as Scott’s fabric. unexpected showers.

The Zena also uses a pretty conventional two studs and zipped fly. I The short is incredibly lightweight, but still has plenty of leg length to don’t see the need for the latter on a women’s short but two press-studs overlap kneepads – I find it really annoying when the short leg gets stuck are better than one because if one breaks you have a back-up. The Velcro in the top of my pads. It also features what Scott calls an Engineered waist is pretty conventional too, but the tags are a little bulky when they Waistband Closure – it’s simply a flap with a metal hook on the end that bunch up, and they do dig in. locates into one of three loops on the front of the waist. This allows you to There are too many pockets on this short – two would have adjust the size of the short without having to peel apart any Velcro straps, been sufficient for my phone and keys. The zips and it also lets Scott slim down the rest of the are pretty beefy, however, and feature large waist band, so it sits really flat against your hips. tags that were a good size for my small hands.

Elastic on the back half of the short allows for Both of these shorts are good, but I’d only Although the mesh lining in the pockets is fine-tuning if you’re between sizes. wear the Madison Zena in the winter or breathable, it adds weight, so has to work twice Scott keeps the pocket count low with only on a cold morning because of its weight as hard at circulating air. On a hot ride the Zena two deep, zipped side pockets for a phone and extra bulk. And in situations like that didn’t feel as comfortable as the Scott Trail Vertic and keys. Industrial-grade zips have long zip you could argue that a pair of trail pants and, while you could argue it’s harder-wearing, handles, which are easy to use with gloves on. would make more sense. I’d wear the it’s not the short I’d choose for summer use.

Although the initial cost is more Scott Trail Vertic the rest of the time. It I can’t help thinking most women will be than the Madison Zena, the Scott has some nice, almost hidden details that prioritising comfort first when Trail Vertic is getting my really benefit the female rider. It’s also buying a baggy short. The vote. It’s lighter, more comfortable and fits great, especially in Madison Zena has a ton comfortable and dries the waist where some women’s shorts of features and a burly more quickly, and while normally don’t. I even like the colour. build, but it lacks the black is more flattering, I Fully recommended.

Scott Trail Vertic’s think the Trail Vertic looks Alice Burwell comfort and rideability. ace in this blue.

VERDICT

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FÖHN POLARTEC ALPHA HYBRID JACKET £120 SPECIFICATION Weight: 218g (medium) • Sizes: S-XXL • Colours: green, navy • Contact: wiggle.co.uk

While the brand Föhn conjures up images of ruggedly handsome Nordic folk running or riding into the sunset above a remote fjord, the reality is actually a clever bit of marketing by online giant, Wiggle. Yes, Föhn hails closer to Portsmouth than Bergen, but that doesn’t mean it’s an outdoor imposter.

As the name suggests, this lightweight jacket uses Polartec’s latest Alpha active insulation, a fabric that was specifically designed to meet the needs of special forces soldiers. And while it’s not bulletproof, it does claim to regulate temperature, dry fast and offer advanced breathability by removing a layer of fabric and optimising the fluffy, lofted, insulating fibres to make them sit comfortably against your skin. The result feels a lot like sheepskin, but without the weight and the tendency to become saturated when wet.

There are two main Polartec Alpha panels on the Föhn jacket; one at the front (split by the zip) and one at the back, enclosed by an outer shell of thin nylon bearing a faint ripstop latticework.

Föhn has also added more Alpha material above the upper arms. There’s no ventilation beyond that provided by the fabrics, and to keep the weight down to a paltry 220g, the only features are a hood and two zipped hip pockets.

Although it’s extremely light and unobtrusive on the body, the insulation is relatively bulky, so I wouldn’t consider this a true packable jacket.

Sizing is excellent, with the medium fitting my slim build and average height perfectly. The cut has a subtle cycling bias without making it too

specific; there’s a dropped back and long arms that suit the more upright riding position you’ll typically get into on a mountain bike, and there’s enough stretch to the fabric that it doesn’t restrict freedom of movement. While we’re on the subject of fit, it’s worth pointing out that there’s also a women’s version of this jacket available for the same price. But if I can make one slight criticism, it’s that the cuffs are only partially elasticated, so they can let draughts in.

Although the nylon shell feels a little like tissue paper, and rustles loudly when moving around, that Polartec fleece feels really cosy, even with a thin baselayer underneath in freezing conditions. Warming up takes no time at all, but I never experienced overheating, and I always felt like my core was staying perfectly insulated. It might not be built for heavy downpours, but it shrugged off lighter showers with ease and dried rapidly afterwards.

The hood is useful for pre-and post-ride faffing, and the pockets are big and secure enough for essentials like a phone and car key. We’ve already raved about Polartec’s Alpha fabric when we tested Specialized’s £190 Trail-Series Alpha jacket, so to find it for £70 less in Föhn’s equally effective, lighter and arguably more versatile – thanks to that hood – Polartec Alpha Hybrid jacket is remarkable.

Danny Milner

LEATT VELOCITY 4.0 GOGGLES £ 4 9.9 9 SPECIFICATION Weight: 153g • Colour: neon yellow/pink • Contact: hotlines-uk.com

Leatt’s velocity goggles use a headlinegrabbing bulletproof lens. I don’t fancy being shot in the eyes to test it, but it definitely seems better than plenty of rivals at resisting scratching and scuffs when riding and transporting.

A well-vented frame uses a duallayer foam with extra sweat-absorbing properties and a wide, 170° field of vision. The ‘80s Skull MTB’ colourway here uses a funky rose-pink lens that makes the world look weird at first, but, once adjusted, clarity, and especially contrast, is excellent. Out in the open or in trees on brighter days, the level of detail drawn from trail surfaces is on a par with Smith’s Squad ChromaPop lenses that are my go-to choice.

Ventilation between face foam and lens is slightly less wide open than Smith’s, but this keeps more distracting loam and little pieces of vegetation out. The anti-fog lens works great at not steaming up too, plus the 40mm strap is solid and well-elasticated to ensure good stability when riding.

One area where Leatt’s neon Velocity frame falls flat is how the lower portion of the bright yellow frame reflects onto the inside of the lens and distracts on brighter days. Basically, a vague shadow of the frame and nose bridge reflects across the lower portion of the lens inside, right where you look ahead. It’s not enough to totally put you

off, but I’d be sure to pick a darker frame colour and eke maximum advantage out of these otherwise great goggles with a very contrasty lens.

Mick Kirkman

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NEW PRODUCTS

CRANKBROTHERS MALLET E BOA SHOES £ 1 7 9.9 9 SPECIFICATION Weight: 944g with cleats (43) • Sizes: 37-48 EU • Colours: black • Contact: extrauk.co.uk

In my opinion – and judging by the paddock at World Cup DH and EWS enduro events, the opinions of most top racers too – Crankbrothers makes the best clip-in pedals for trail/enduro riding. Its Mallet DH and Mallet E models offer genuine flat-pedal stability and feel with the efficiency and security of a clip-in mechanism. Well now the brand has a range of shoes to complement its test-winning pedals.

Pricing is based on the closure system, with the BOA wire design at the top of the tree, a lace-up/Velcro mix model occupying the midpoint and a full lace-up shoe at the entry-level.

Decide on your budget, then pick whether you want standard or extended cleat slots, depending on where you want your foot to rest on the pedal. The idea being that more DHorientated riders will want their cleats further back. The shoe tested here is the top-of-therange Mallet E Boa, with the standard cleat slots, where the E indicates ‘Enduro’. If you’re not sure whether you’ll need to use the ‘Race Zone’ that comes with the extra-long cleat

slots, I’d say it was unlikely. I like a rearward cleat position, but I had no trouble getting them in the right place with the standard shoe.

What I really like is that there are measuring marks on the cleat box that help you get your perfect position mirrored on both sides. And, even better if you’re a Crankbrothers pedal user, they come pre-installed with cleats, so just tweak the position and away you go.

As you’d hope, the Mallet E Boa mates perfectly with the Mallet DH pedal. The ‘Match Box’ provides plenty of space around the cleat, so clipping in is easy, yet there’s still enough sole in contact with the pins and the platform to provide grip and support. It’s a slim shoe too, so I didn’t encounter any issues with unclipping my back foot. The radial tread pattern on the sole is designed to help the shoe twist out of the pedal more easily – it’s a neat idea, but as it depends where you put your cleat as to where the pedal pins contact the sole, I couldn’t detect any advantage from the design.

GRANITE PITA PEDAL COVER £ 1 8 .9 5 SPECIFICATION Sizes: Small (for pedals 100x55mm), Large (115mmx115mm) • Colours: black, camo green • Contact windwave.co.uk

The mountain bike world is awash with gimmicky little products that you just don’t need – lasers to align your stem so it’s dead straight, wobbly platforms to practice press ups, ceramic bearings for your jockey wheels.

Incredibly though, I’m not adding Granite’s Pita Pedal Cover to the list, in fact it’s become an indispensable part of my riding routine.

It’s basically just a sheet of thick neoprene wrapped into the shape of a pedal. The Pita comes in two sizes (large is for flats, small for clipless pedals), two colours, and there’s a Velcro tab to stop it falling off.

It is an incredibly useful product. I get to the trails by car, and until the Pita appeared, I’d take the pedals on and off each time to get the bike to lie flat in the back. If I didn’t, one of the pedals would gouge great lumps out of the backs of the seats, the other would get snagged on the removed front wheel, and the whole bike would slide around.

The Pita stops this in its tracks and means I can save a couple of minutes faffing before and after each ride – not much, but it all adds up. And you know that delightful tangle spokes and pedal pins inevitably find themselves in when you’re shifting several bikes in a car or van? The Pita stops any of that nonsense too.

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So that’s me then, I’m now the kind of precious fop who wraps his pedals up in little socks. I don’t care though, it makes moving my bike about much easier, something I really cherish in the age of the e-bike. After nearly a year using the Pita it’s still completely unmarked too, despite being spiked by sharp pins, and the stitching is still in mint condition.

Is it too expensive for what it is? Yes, you could buy a thick sheet of neoprene off eBay for a tenner and staple or stitch it together yourself and save yourself a tenner. But I’d be happy to pay for the convenience of the ready-made version.

Jamie Darlow

Crankbrothers’s upper design is sleek and seamless, and quite distinct to most skateinspired DH designs.

The hidden eyelets and moulded construction makes it easy to clean, and there’s a good balance between weather-proofing and ventilation.

One of the best assets of the Mallet E Boa is the superb comfort combined with 360° foot stability.

The Boa is quick and effortless to tighten, yet eliminates hot spots across the foot, while the Velcro strap and deep heel cup with rubberised grippers further ensure the shoe is completely stable.

Crankbrothers clip-in pedals have always been better then its flat pedals, and now, having tested both its clip-in and flat-pedal shoes, the same rings true. These Mallet

ION SCRUB GLOVES £ 2 2 .9 5 SPECIFICATION Sizes S – XXL • Contact: ion-bike.com

Every so often a pair of gloves simply fit better than the rest. I’m not alone in being frequently disappointed in this area; who’d have thought it would be so hard to engineer a product that, er, fits like a glove?

These Ion Scrubs score where others often fail by misjudging finger length and thumb bridges, which leads to palms creasing, material bunching and a loss of sensitivity and connection at the grip.

The Scrubs

WAHOO ELEMNT RIVAL GPS SMARTWATCH £ 3 4 9.9 9 SPECIFICATION Weight: 54g • Colours: black/white • Size: 46x46x16mm • Contact: wahoofitness.com

E Boas have some excellent innovative features, but more importantly, they are comfortable, stable and integrate perfectly with the brand’s class-leading clip-in pedals. Originally my one big gripe was the steep price, but considering the level of tech and the fact you get a pair of £20 cleats thrown in, now I’m not so sure.

Danny Milner

not only fit well, they kept chill winds off without getting too hot, and have lasted longer with stitching and seams intact than other similar minimal, thin-palmed models I’ve really rated such as the discontinued Troy Lee Sprints.

If the cut was more pre-shaped and curved, so they defaulted more to a ‘gripped’ rather than ‘flat’ hand like that TLD glove, I’d score these even higher as they always feel a bit better after a wash and a few hours’ riding to ‘bed’ in. Value is good too at just over £20 and you can find them even cheaper online with a bit of hunting.

Mick Kirkman

The Wahoo Elemnt Rival is a GPS smartwatch that’ll track your ride, record your heart rate for fitness training, and send all the data to an app on your phone to pore over later. Oh, and it’ll display your messages, emails and calls so there’s less need to get your phone out and become distracted on a ride. That’s the bare bones of the Elemnt Rival, and about all most mountain bikers want from a smartwatch, although there’s a lot more going on too if you’re into running and triathlon.

The unit itself is mid-sized as far as smartwatches go, there are bigger and smaller options out there from the likes of Suunto and Garmin. There’s a correspondingly big screen to view all the metrics, a ceramic bezel that Wahoo says improves its GPS accuracy, and a Gorilla Glass screen. It looks chunky but is impressively light, and after two months of use it’s still immaculate, despite a pretty heavy crash that dinged up my phone.

Riding with the Elemnt Rival is a cinch: out of the box you pair it just once with your smartphone, then all you need to do is hit record when you want to ride. After that it automatically sends the riding data to your phone, there’s no need to plug it in or tap any buttons to send the numbers across.

The information the watch gives you is fairly limited compared to the competition, but really that’s no bad thing. You get access to distance, elevation gain, time, moving time, speed (average and max), average climbing speed, calories, heart rate and heart rate zones, and on the app you can see a map of where you’ve been. Wahoo argues the Elemnt Rival is for serious athletes who don’t want gimmicks like being told to drink more water, and I agree – I don’t want it to count how many times I’ve climbed the stairs, and navigation is best done with a bar-mounted computer. It would be great to

grab a post-ride coffee and pay with just my watch though.

Out on the bike the big screen and clear, customisable display is the best I’ve tried, it’s easy to spot with just a quick glance.

I used the Wahoo to temper my recovery rides, making use of the colour-coded heart rate zones to instantly see if I was hitting the right spot. Unfortunately all that goes to pot if the heart rate monitor isn’t accurate – the Elemnt Rival sometimes over-clocked my palpitations to the tune of 20-30 beats per minute, and occasionally under-counted too. It doesn’t happen all the time, but enough to skew the data. I benchmarked the watch against a Garmin Vivoactive 4s worn on the opposite wrist and had no such problems from the latter.

GPS accuracy is the real make or break of a good watch though, and again I compared it to the Garmin, running both watches on multiple rides. The Elemnt Rival consistently recorded shorter rides to the Garmin, around 17m per kilometre – not much, but it tells me the Wahoo must be less accurate, potentially losing signal and making straight lines where there are really corners.

Checking out the map screen, the Wahoo had me veering off the trail and riding through lakes while the Garmin seemed to be less wayward.

Wahoo says there will be plenty of updates to the Elemnt Rival as time goes on, increasing its accuracy and adding more functions – just last month it was updated to receive WhatsApp messages.

Its clear display is superlative, and the app and watch itself simple and compelling to use, but it’s hard to recommend in its current form when there are so many better, cheaper options.

Jamie Darlow

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GROUP TEST

All-condition tyres As the only component on your bike in contact (hopefully) with the dirt, tyres can make or break your riding experience. Here’s our pick of the latest treads on the market Words & photos: Mick Kirkman very year we do a tyre group test, and every year this reinforces the fact that tyres make the most dramatic difference to the performance of your bike – both good and bad. The right tyres can totally transform ride quality, boost control and make you feel like a hero, conversely the grippiest tyres can also feel like a dog to pedal uphill and kill your buzz on flatter trails where rolling speed is a priority.

On the most basic level tyres hold air to convert your bike into a pneumatically sprung vehicle. They use complex tread patterns and rubber compounds to tune friction, comfort and damping, and directly connect your bike to terra firma on whatever surface you’re riding on. The best tyres can improve everything from cornering grip to braking traction, rolling speed to cushioning, but, like most things in life, tyre choice boils down to a compromise between a myriad of performance factors – no single tyre will ‘do-it-all’.

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Brands are continually improving products and tweaking rubber formulas, casing technology, puncture protection and tread designs in search of the holy grail of ultimate grip, durability, and toughness – ideally achieved without being overly compromised by excessive weight and sluggish rolling speed.

New materials and construction techniques come into play here, plus the fact that it’s now accepted that most high-end aftermarket mtb tyres will be run tubeless.

The fact many tyres look so alike tells you that the technology is now fairly mature, and while small incremental changes keep on making tyres better than ever, there are seldom big leaps forward. The 10 tyres here are some of the latest models to market and therefore represent the cutting edge of today’s tech. We’ve deliberately pitched the products at trail/enduro riding, so they pack the ability to deal with the high speeds and extreme terrain that is the bread and butter of the modern full-suspension bike.

USED & ABUSED

How we test We’re constantly riding and evaluating tyres from assorted brands on test bikes and personal rigs throughout the year and share a vast experience between the test team that encompasses almost every mtb tyre sold over the last couple of decades.

For a better overview, staff opinions are shared between those riding and living everywhere from the sandy and loamy Surrey Hills, to the sharp limestone of the Lake District and the dirt, mud and gritstone steeps of North Yorkshire. For testing on a fixed loop, all tyres were set up tubeless on 29mm internal wheels with pressures set for optimum ride feel.

JARGON BUSTER

Know your tyres AIR PRESSURE

CASING

Different tyres require specific air pressures. A rough rule of thumb is: the thicker the casing, the lower the air pressure you can get away with. Equally the bigger the volume, the lower the pressure. For maximum comfort and grip, aim for the minimum pressure that keeps the casing from twisting too much and still prevents rim strikes under impacts. Experiment with lower pressures if you often run over 30psi.

Casing thickness and precise ply lay-up has a big impact on ride quality and affects conformity, rolling speed and durability.

Harder charging riders might have to accept the extra weight of meatier casings to prevent punctures and stop sidewalls folding under cornering forces. Heavier tyres accelerate more slowly, but feel more planted and stable once momentum takes hold. Tubeless is always the way to go – inner tubes feel dead and lifeless, and are generally more susceptible b to punctures.

RUBBER COMPOUND Rubber hardness is measured by a durometer on the shore scale. Higher numbers signify firmer compounds: 60a is harder and longer-lasting than 50a rubber. The secret ingredients and rubber chemistry tyre brands use are something of a mystery and can also make a huge difference to grip, rebound damping and rolling speed.

WIDTH Using wider tyres up front for extra grip and comfort makes good sense. Arms get more cushioning and comfort, and, like skis, narrower rears can help initiate faster turning. Tyre width is directly related to air volume, and larger volumes provide more isolation, damping and control – up to a point. Wider tyres add weight for climbing and acceleration, but rolling speed between different widths should be so close off road, it’s not such an issue.

TREAD Widely spaced treads bite more effectively in loose surfaces and hold onto less mud, but can also increase rolling resistance. Sipes and cuts in the knobs help braking and the way the tyre deforms to obstacles. A more pronounced channel between shoulder and centre knobs can deliver better off-camber bite and a sensation of ‘railing’ turns, but some riders prefer a more continuous, rounded feel than this on/off grip.

WEIGHT Wider, more aggressive tyres need lots of support to keep tread blocks stable and use more casing material and rubber, which all adds weight. Bigger, heavier tyres can stabilise the bike by being harder to deflect at speed, and larger air volumes offer more isolation from the ground too – especially useful to smooth out rougher terrain on shorter travel rigs.

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GROUP TEST

TEST WINNER!

MAXXIS HIGH ROLLER II DD £ 74 . 9 9 SPECIFICATION Weight: 1,170g • Size tested: 29x2.5 WT • Actual size: 60.1mm • Contact: extrauk.co.uk

The Maxxis High Roller II is a classic allmountain and downhill tyre. Its 10-year-old design uses chunky edge blocks for cornering bite separated from aggressively-ramped central paddles (that roll fast one way and brake hard the other) by a wide and welldefined ‘grip channel’.

The High Roller II has been re-engineered to fit today’s wider rims, but has fallen from favour a little, likely due to newer and more hyped models appearing on the market.

So using it as a rear control tyre on enduro bike tests recently has been like getting reacquainted with an old friend.

There’s a near-perfect balance of grip, reasonable rolling speed and superb braking bite, even in the wet or on looser dirt. Two 120tpi layers in this DD version make it tough and resistant to cuts and damage in most UK terrain, and still a little lighter to drag uphill than most other enduro/DH halfway-house options.

It’s also comfortable and dull, if not quite as conforming as the (almost 200g) lighter EXO model that deforms better, but also rips more easily in rocky areas.

The HR II is great on the rear where the distinct space between the shoulder and central blocks adds dynamism and facilitates aggressive lean angles. This groove also delivers a ton of cornering hold and off-camber bite, and the tread seems to rail turns and cut into banking, even when pitched right over.

This broad grip channel is shared with the (faster rolling/worse braking) Maxxis Dissector, and, like that tyre, the HR II can feel a bit vague on the front with less continuous cornering grip than an Assegai; another reason its popularity may have waned, and one of the main reasons why we prefer it as a rear option.

Like plenty of other Maxxis tyres, there’s the right blend of suppleness, support and damping here. Some brands excel in one area but few offer such assured all-round performance as the Taiwanese firm. The only things preventing a perfect 10 are the £75 price tag and the fact that the ramped blocks lack bite on slimy climbs.

MAXXIS REKON 3C MAXX TERRA EXO+ £ 6 9.9 9 SPECIFICATION Weight: 890g • Size tested: 29x2.4 & 2.6in • Actual size: 59mm (2.4in version) • Contact: extrauk.co.uk

Maxxis’s Rekon is essentially a beefed-up Ikon XC tyre with broader shoulders. It’s a pure trail tyre and a popular choice on shortertravel full-suspension and hardtail bikes to inject extra pace and rolling speed. It works especially well on the rear where it’s way faster than a regular enduro tyre, while still offering predictable grip and decent comfort in drier conditions, especially considering the lack of beef in the smaller knobs.

In the more reinforced EXO+ casing, there’s just enough toughness and durability to handle most terrain and line choices as long as the greatest puncture and impact threats are from roots, not rocks. We wouldn’t recommend taking the EXO version anywhere too sharp and pointy though, unless you ride quite lightly or enjoy fixing punctures.

From the first crank, it’s night and day noticeable how much quicker and smoother the Rekon turns over than something like a Minion or Magic Mary. The tyre rolls with no bobble or wobble, and acceleration and climbing feel very snappy, to the extent you’re rewarded with real zing and surge under power for your efforts compared to chunkier and heavier rubber.

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Although the tread blocks are miniature, cornering and braking grip is very consistent even in the wet, so long as any looser surfaces aren’t too deep or muddy – the knobs simply aren’t tall enough to bite into mulch and loose surfaces, plus the pattern is a bit dense, so can clog up too readily.

On top of the speed and control, there’s also a nicely-damped feel absorbing small vibrations on eroded trail centre surfaces or bumpy bridleways, so you don’t get beaten up too much by the lack of impact-absorbing deeper tread blocks. This is especially true of the comfier 2.6in version that makes a ton of sense on the back of a hardtail or shorttravel rig.

The really rapid Rekon is the perfect remedy for being sick of dragging heavy tyres round in the dry. The lightweight, zippy feel makes it a great UK summer option for riders playing on dirt and trail centres then, even if it’s (obviously) not ideal for those hammering rocks in the wilderness.

MICHELIN FORCE AM 2 £ 5 2 .9 9 SPECIFICATION Weight: 1,118g • Size tested: 29x2.4in • Actual size: 59mm • Contact: silverfish-uk.com

One of two totally new Michelin trail/enduro tyres, this second-generation Force AM is the brand’s more tightly-treaded trail tyre.

Available in 2.4in and 2.6in sizes, and 27.5in and 29in diameter, it’s designed to be lighter and faster-rolling than the popular Wild Enduro with a low-profile central tread, beefier edge blocks and a new rubber compound. Michelin is basically targeting the kind of UK terrain where a full-on enduro tyre is overkill, but you still want toughness and reliability.

At first glance, with directional arrowshaped central tread blocks, the Force looks rear-specific. The ‘triple offset’ shoulder knobs derived from the DH22 downhill tyre are slightly taller though, meaning it’s suitable for front use too. These cuboid side blocks work in sets of three, pointing inwards in the rolling direction (the visual effect is reminiscent of WTB’s Vigilante), whereas the central band is pretty low in height and tightly packed.

The complicated construction incorporates triple-ply layers of 60tpi belt plus an extra puncture protection liner inside the Gravity Shield 2 casing. Like other recent Michelins, this all proved extremely robust, but all the

reinforcement means the weight is high for what is (in theory) a less-aggressive trail tyre.

On a broad variety of tracks and surfaces, the Force proved to be a sorted product with no bad habits and consistent grip without any dramatic transitions when leaning over. The latest GUM X rubber blend uses a firmer central band, so rolling speed is decent, and damping and friction are roughly on a par with a Maxx Terra Maxxis, if a fraction less grippy. Don’t go expecting a trail version of the ridiculously sticky Michelin DH compounds, but thankfully, that means you don’t have to put up with side effects of drag and sluggishness either.

The tough Force AM 2 makes for a decent rear tyre that can handle spikier, rocky terrain, but plenty of riders might want sharper teeth up front, or to bite into looser, frequently wet UK surfaces. The 1.1kg weight is felt when climbing too, and without much sense of faster rolling than meatier, more versatile treads like the High Roller II, we’re not sure this new model is that compelling an option in a crowded marketplace.

MICHELIN WILD AM 2 £ 5 6.9 9 SPECIFICATION Weight: 1,115g • Size tested: 29x2.4in • Actual size: 59.5mm • Contact: silverfish-uk.com

This Wild AM2 is another brand-new Michelin for 2021. It’s meatier and knobblier than the Force AM, with a more uniform, square and blocky tread pattern. Central paddles are similar to the DH34 tyre, whereas the pretty-spiky shoulders use staggered knob trios, more like the DH22 model. The pattern is arguably more optimised for front-end use, but doesn’t jut out at quite such an extreme angle as some of the more aggressivelyfanged tyres here.

Michelin’s Gum X compound uses two rubber blends with softer shoulder knobs, and it works well in all conditions – grip isn’t outrageous, and definitely not as tenacious as Vee’s Top 40 blend Snap Trail – but there’s no sense of pinging off roots or any dramatic or unsettling behaviour either. The Wild AM rolls and accelerates more easily and turns over better when climbing up smoother fire roads and tarmac than Vee’s option too.

The reassuring predictability extends to the sturdy three-ply Gravity Shield casing offering plenty of support against loads generated when rider weight pitches forward during braking and on steeps – this is even at lower pressures that boost comfort and grip too. It’s a personal preference, but we also

prefer the more uniform, continuous feel to the cornering hold of the Wild AM over its Wild Enduro sibling, with its bigger gaps in the tread edges.

As well as good durability, braking behaviour and wear life, the price compares favourably with many similar premium trail tyres. The Wild AM’s weight means it tips more into the enduro category than a pure trail tyre though, and we can’t help but feel Michelin is one of many manufacturers missing a trick by not making this a sub-1kg tyre with a similar weight/toughness balance to Maxxis’s EXO models, considering most riders seem to have settled on that as something of a sweet spot.

One further consideration that it would be remiss of us not to mention is that this tyre (just like the Force AM) was a total dog to mount tubeless. Michelin was the only brand on test necessitating removal of the valve core and multiple air dumps to seat on the exact same rims. We also had to top up both several times until they consistently held air.

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GROUP TEST

PIRELLI SCORPION ENDURO S & R £62 .9 9 SPECIFICATION Weight: ‘S’ 1,121g, ‘R’ 1,131g • Size tested: 29x2.4in • Actual size: 60.9mm • Contact: extrauk.co.uk

Pirelli’s re-imagined Scorpion represents the relative newcomer’s second-generation mountain bike design. Trail and enduro versions are available; the latter here with a meatier tread and casing suitable for all-mountain riding.

With multiple lug sizes, orientations and a more directional layout, the complex new Scorpion stands out from most blockier designs in its category that frequently resemble either popular Maxxis tyres or uniform motocross rubber. Both the S and R versions tested have unique treads too, targeting soft conditions and rear use respectively. They share offset shoulder blocks with alternating knobs, but the R gets lower-profile central paddles that are perpendicular to the rolling direction.

Unusually, Pirelli use a single SmartGRIP compound throughout, which claims high grip in both wet and dry conditions. Enduro models use multiple reinforcement layers including a rubber tread wrap and sidewall bumpers to reduce pinch flats too. They were the easiest tyres on test to install, and held air perfectly.

Both models have a unique high-energy feel and roll almost unbelievably fast considering

the reasonably aggressive tread patterns. The flip-side of the extreme pace and lively ride is that they’re seriously springy and undamped.

Whatever the pressure, expect to bounce and skip over small bumps and hollows – this tyre apparently gains and maintain speed by not squishing much to maintain contact and ground control. This trait even saw our test bike bottoming out where other tyres didn’t with the exact same shock pressure; Pirelli’s rubber and casing clearly absorbs way less impact energy.

This disconnected behaviour translates to a very nervous feel over roots and rocks and edgy cornering where the comparativelysmaller offset shoulder blocks flutter and chatter at any lean angle, rather than smearing or holding fast for traction and grip.

Tough and super-fast rolling might work for eking out big miles, but, we disliked the edgy, nervous feel and believe that most riders, whatever their level, will seek a tyre with more security and confidence than the Scorpion.

SCHWALBE BIG BETTY SUPER TRAIL ADDIX SOFT £65 SPECIFICATION Weight: 1,230g • Size tested: 29x2.4in • Actual size: 56.5mm • Contact: schwalbe.com

German brand Schwalbe’s Big Betty is marketed as a rear tyre to match its classic Magic Mary.

It boasts a particularly chunky tread with fairly evenly-spaced deep and wide blocks and tall side knobs with Schwalbe’s signature reinforcing rubber scaffolding to stop outwards squirming under heavy loads. Multiple casing and thicknesses are available, with the Super Trail version here being the lightest 29er model – it still weighs over 1.2kg, though.

Schwalbe colour-codes its different Addix compounds – the orange band representing Soft, which is a trail and enduro formula designed to balance rolling speed and wear life against enough grip for aggressive riding, without being as draggy as a full-on downhill tyre. The Big Betty inflated perfectly first time and retained pressure throughout the test, which can’t be said for all the tyres here.

The huge tread blocks lay down a lot of rubber to really cut through soft loam or mud, and tons of braking control and bite at all angles on the steeps make this a confidenceinspiring option. Slam the anchors on and the central sharp-edged blocks basically gouge into the earth if there’s any give in the ground

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at all and rapidly kill speed. On hard-baked trails or armoured surfaces and fire roads, there’s noticeable bobble from the toothy tread though, and the Big Betty is significantly less comfortable than some tyres when smashing over repeated hits, rocks and root webs.

Lots of Addix Soft rubber combined with the Super Trail casing doesn’t offer as much conforming or squidgy behaviour as we expected, which means the Betty feeds back a lot of information from the terrain. That might also explain why it’s not as good at staying connected and giving more reaction time as some of its rivals on slimy, wet roots and rocks.

The Big Betty is a bit of a ‘smasher’ tyre in the vein of a WTB Judge, in that it feels like it would be a great option for reining in the speed and weight of an e-bike where there’s inherently more traction and grip already, and the overall stability and ruggedness would be advantageous. As a regular trail tyre it’s decent, but a bit chunky and lumpy for extended climbs or full days on smoother surfaces.

GROUP TEST

SPECIALIZED BUTCHER T9 £60 SPECIFICATION Weight: 1,060g • Size tested: 29x2.3in • Actual size: 61mm • Contact: specialized.com

This new Specialized Butcher might look familiar, but it represents a completely new direction with a new factory, fresh compounds, logos and casing lay-ups. The tread retains tightly-packed complex shapes and siping, with the T9 label on the side describing the rubber softness and damping characteristics – a firmer and faster T7 is also available that’s more like the older Gripton blend (which we weren’t huge fans of).

The T9 offers sensational damping, with only rival brand Hutchinson coming close to this much ground-hugging, squelchy control.

The new Butcher literally glues itself to the earth and is so slow-rebounding it doesn’t bounce or vibrate over even fairly rough surfaces, root webs and rock gardens; in turn delivering exceptional confidence and grip at all angles in the dry.

The 1kg-ish weight and 2.3in version’s inflated size is bang on the money for an aggro 29er tyre with good toughness and casing stability. The new GRID construction feels less springy too and, unlike the previous model, doesn’t flex excessively when really leaning and loading forces into it on rock-hard ground on a long-travel enduro bike.

One area where the T9 can act weirdly is in the ‘wrong’ type of moisture or at lower temperatures – it’s just not that stable, predictable and assured in slimy (not muddy) conditions. It’s hard to put a finger on exactly what’s happening, but the tyre floats a tad across wet dirt and leaf litter on top of hardpack.

Being reasonably light in GRID casing means it isn’t a total dog to climb on, but the sticky knobs routinely firing up little stones and twigs at your down tube hints at this not being the fastest-rolling rubber around, and it doesn’t turn over quite as well as something like the High Roller II here.

We love certain aspects of this new supersupple, 10psi-lower-feeling Butcher. It’s £15 cheaper than rivals and, if you’re after almost unlimited cornering grip and are generally blessed with dry conditions, look no further.

There’s no escaping the fact that it can ‘surf’ on top of surfaces a little in the wet, though, where other tyres are more predictable, and that’s quite a drawback when you live in the UK.

TERAVAIL KESSEL £80 SPECIFICATION Weight: 1,198g • Size tested: 29x2.6in • Actual size: 66mm • Contact: lyon.co.uk

We’d never heard of Teravail before, so its Kessel tyre was something of a wild card in this test. The US firm makes several gravel and mtb models, with this beefy Kessel designed for aggressive trail and enduro riding and available in either 2.4in or 2.6in widths.

Two different casing options exist – Durable (as tested here with a 60tpi casing) and UltraDurable, both using the same spiky tread with pairs of blocky centre lugs pointing slightly inwards, and side knobs (reminiscent of the Minion DHF) consisting of alternating L-shaped and rectangular lugs.

The Kessel inflated first time bang on the money at 66mm for a 2.6in tyre. Air is held in Teravail’s Durable casing with a robust woven reinforcement to prevent tearing and abrasions and also a fine nylon weave under the tread cap to prevent punctures. It inflates with a pretty hefty and rounded profile in the bigger 2.6in size.

Mounted up front, the Kessel’s grip levels are ridiculous. The rubber and tread both offer so much hold and bite in this semi-Plus size that it affected steering, giving a kind of dulled response from the handlebar. With the taller/ wider tyre laying down so much rubber and

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the bar height also slightly lifted, rider balance shifted and we had to adjust body inputs. For this reason we’d love to try the 2.4in version.

If that sounds destabilising, it actually wasn’t, as the Teravail’s traction and control is so powerful our test bike still felt very stable once we’d got used to it. The Kessel is also decent rolling for such an aggressive and tenacious tread – there’s no sense of excessive drag on tarmac and smoother fire roads, and it turns over well without any rumble and bobble.

Wet or dry, grip was dependable, plus the durable casing is very conforming and supple, tracking and tracing rocks and roots and rough trail passages.

Teravail has hit the ground running, totally surprising us with its Kessel. It’s a match for any of the premium brands, but – and it’s a big but – the £80 price is sky high and heavily influences the overall rating. We’re not entirely sure how a new tyre brand is going to make inroads by matching the quality of established rivals yet charging more, but at least Teravail’s product offers solid performance in the dirt.

VEE SNAP TRAIL ENDURO CORE TOP 40 £ 5 4 .9 9 SPECIFICATION Weight: 1,045g • Size tested: 29x2.35in • Actual size: 60.1mm • Contact: veetireco.co.uk

Vee has worked extensively with Propain’s DH World Cup team to advance its mtb tyre technology and built a reputation for extremely grippy rubber as a result. The Thai company manufactures tyres for many other brands, and you might even recognise the distinctive sidewall pattern from e*thirteen’s latest models.

This Snap Trail model also shares e*thirteen’s sticky rubber developed for street-racing mopeds. Labelled ‘Top 40’ here, it’s a supersoft (40a) slow-rebounding compound that’s perfect for a front tyre where maximum grip and damping aid control.

Vee claims its enduro casing is slightly tougher than equivalents and it does feel thicker to handle, yet still strikes a good balance between support when hitting berms, and minimising squirm at lower pressures with accurate tracking and comfort. The weight is reasonable for a tough 29in tyre with thick, cut-resistant sidewalls too.

The Snap Trail tread pattern isn’t hugely tall, but pretty spiky and aggressive, with smaller, sharper blocks than similar Maxxis or Schwalbe all-mountain patterns. Even with smaller blocks,

Vee’s tyre is slow-rolling on tarmac and smooth fire roads though; likely due to the squidgy rubber blend. Wear life is good, the rubber degrades evenly and we’ve not had any knobs shear off completely either.

To balance the slow rolling speed, grip levels are super high. With masses of friction on wet roots and rocks, this is one of the most composed and trustworthy enduro tyre options out there, plus the fangier tread makes a lot of sense in the UK year-round by balancing bite with stability across a wide range of surfaces and conditions. There’s no weirdness or bad habits in terms of damping or dead zones at certain lean angles either.

The Snap trail’s pure grip is unquestionable, but it will likely be too draggy as a back tyre for most trail riders. It also took several attempts and some slow leaks to fully seal tubeless, but we wouldn’t let that stop you considering this sorted, well-damped tyre if you crave ultimate control, especially for the price.

VEE FLOW R-CP £ 5 4 .9 9 SPECIFICATION Weight: 1,030g • Size tested: 29x2.35in • Actual size: 60mm • Contact: veetireco.co.uk

This rear-specific semi-slick forms part of a subset of mtb tyres targeting fast rolling in drier conditions. Other options include Schwalbe’s Rock Razor and Maxxis’s Minion SS, which, like Vee’s R-CP, use a low-profile rolling strip with more pronounced shoulder knobs for cornering bite.

Such tyres tend to exhibit a distinct ‘slip to grip’ character that can be a lot of fun as it adds dynamism to turns as the contact patch transitions across the relatively less grippy middle before ‘hooking’ on edge blocks and finding traction. This lively sensation is amplified even further in damp conditions where braking traction is also reduced.

In the R-CP’s case, a lack of deep central tread blocks doesn’t mean insufficient toughness, as it was originally designed for Propain’s World Cup downhillers to roll faster on dry tracks or rip up bike parks. The single ply ‘enduro core’ casing uses reinforced 72tpi fabric with extra ‘Apex’ puncture protection, which, like the Flow Snap here, is actually a fair bit thicker and tougher than rival single-ply tyres. The weight’s a chunk higher too, but we’ve enjoyed zero punctures or damage after a lot of use.

The Fast 50 rubber compound relates to a 50a durometer or hardness that’s still pretty sticky compared to standard dual-compound blends. The compound delivers excellent grip and stability, and decent braking traction, considering how minimal the zig-zag central tread is. It even seems pretty controlled everywhere with less slip-to-grip than other semi-slicks like the Rock Razor.

This is likely because that tyre blows up more roundly on a 30mm rim, so you actually roll fast on the central belt, whereas Vee’s version is more squared-off. And, with blocks upright, rather than jutting out, this combines with the softer compound and slows rolling speed. This inflated shape took multiple pumping up and installation hassles too.

Vee’s aggressive tyres seem extremely good at dulling and sticking, but not so good at rolling and dynamically bouncing along, which partially negates the benefit of the semi-slick design – basically, it doesn’t roll much faster than an equivalent fully treaded option.

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Conclusion ven with more new tyre models entering the market, brands face an uphill battle luring riders away from tried and trusted options that have proven themselves over several years.

No brand has so far achieved a dream tyre that’s light enough for efficient climbing, yet also heavy enough to provide stability and momentum at speed to stay confident, composed and resist deflections.

This fantasy high-grip tyre would also be supple and conforming for comfort and terrain-tracking, whilst also supportive under extreme rider loads. Naturally, durability would be sorted so it doesn’t wear out too

E

fast either. Like previous group tests, Maxxis’s complete packages tick the most boxes and do the best job of balancing the matrix of grip, stability and support. The fact they also come up a bit lighter than most other brand equivalents doesn’t go unnoticed when you’re winching uphill. There’s also a predictable and controlled feel when really loading its tyres in corners or compressions, plus a good range of casings and compounds that are really grippy.

Maxxis doesn’t totally rule the roost however, and since this group test doesn’t include plenty of tyres that have impressed us previously, we’re offering a quick summary of some of our year-round favourites

TEST WINNER!

Maxxis High Roller II ruled the rear rubber showdown

for aggressive trail and enduro riding below. The list isn’t exhaustive and doesn’t factor in specific requirements like mud riding or tougher tyres for DH or Alpine trails.

OUR PICK

Best of the best FRONT TYRES Q Maxxis Assegai and Minion DHF (drier) or DHRII (mixed) in EXO+ casing with Maxx Terra compound Q Schwalbe Magic Mary Addix Soft compound in Super Trail casing Q Kenda’s good-everywhere Hellkat in AEC casing Q Vee Snap Flow Trail Top 40 for ultimate grip Q Hutchinson’s supple and underrated Griffus Race Lab

REAR TYRES Q Maxxis High Roller II or Maxxis DHR II in EXO or DD casing, with the latter tougher and heavier Q Schwalbe’s Rock Razor that’s still the best fast-rolling semi-slick Q E*13’s tough and predictable Single Ply TRS+ Q Hutchinson Griffus Race Lab, which is comfy and fast-rolling for the grip offered

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Price

Weight

Size tested

Actual size

Contact

Maxxis High Roller II DD

£74.99

1,170g

29x2.5 WT

60.1mm

extrauk.co.uk

Maxxis Rekon 3C Maxx Terra EXO+

£69.99

890g

29x2.4 & 2.6in

59mm (2.4in version)

extrauk.co.uk

Michelin Force AM 2

£52.99

1,118g

29x2.4in

59mm

silverfish-uk.com

Michelin Wild AM 2

£56.99

1,115g

29x2.4in

59.5mm

silverfish-uk.com

Pirelli Scorpion Enduro S & R

£62.99

‘S’ 1,121g, ‘R’ 1,131g

29x2.4in

60.9mm

extrauk.co.uk

Schwalbe Big Betty Super Trail Addix Soft

£65

1,230g

29x2.4in

56.5mm

schwalbe.com

Specialized Butcher T9

£60

1,060g

29x2.3in

61mm

specialized.com

Teravail Kessel

£80

1,198g

29x2.6in

66mm

lyon.co.uk

Vee Snap Trail Enduro Core Top 40

£54.99

1,045g

29x2.35in

60.1mm

veetireco.co.uk

Vee Flow R-CP

£54.99

1,030g

29x2.35in

60mm

veetireco.co.uk

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Rating

BIKE TEST

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£10k

TESTED THIS MON

MERIDA EONE-SIXTY 10K £ 9,0 0 0

SPECIALIZED TURBO LEVO PRO £ 1 0,7 5 0

Top-tier carbon e-bikes have price tags that’ll leave you in shock, but is the buzz good enough to bring you round? We put two power-assist dream machines through mbr’s battery of tests Words: Alan Muldoon Photos: Roo Fowler

MERIDA EONE-SIXTY VS SPECIALIZED TURBO LEVO

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BIKE TEST

Merida vs Specialized: two cutting-edge e-bikes but which one has the edge?

hen did it become normal for top-end mountain bikes to cost £10k? It’s been commonplace in the road bike market for quite some time, which is somewhat surprising given that most road bikes don’t have complicated suspension designs and all of the latest road tech, like hydraulic disc brakes, hookless rims and tubeless tyres. were first developed for mountain bikes then adapted for road use.

But, like ageing or gaining weight, it’s the gradual creep that catches you unaware of the underlying changes. Expensive carbon components and increased reliance on electronics, both in shifters and dropper posts, make it relatively easy for mountain bike brands to up-spec a bike and hit a five-figure price tag.

The Kona Process 134 Supreme on page 76 of this issue is a perfect example. OK, so it’s one pound shy of £10k, but you get the drift.

For e-bikes it’s even easier to break through that glass ceiling. Factor in all of the additional costs associated with the motor, battery and display, not to mention the development costs that need to be recouped, and it’s easy to see why the prices are on a rapid upward trajectory.

And seeing as weight is the primary enemy of handling and range, manufacturers have taken to throwing everything at pedal-assisted bikes to keep the weight in check. Two shining examples of the no-holds barred approach are the top-end Merida eOne-Sixty 10K at £9,000 and the mid-range Specialized Turbo Levo Pro at £10,750. That’s right, Specialized also has the Levo S-Works at a staggering £13,000.

So how much lighter are these dream builds?

With our Maxxis EXO+ control tyres fitted, the

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Merida weighed in at 22.87kg, but with the stock double-down casing tyres it tipped the scales at 23.07kg. The opposite is true of the Specialized, the Levo Pro weighing 22.18kg in stock trim then creeping up to 22.3kg with our control tyres and adequate sealant fitted. So in real terms there’s just over half a kilo separating both bikes.

That’s not the whole story though, as the Specialized Levo Pro comes with a bigger battery capacity – 700Wh vs the 630Wh Shimano battery on the Merida. On the trail, that 10 per cent difference translates to a 20 per cent reduction in range. This is most likely due to Shimano’s conservative battery management software that should increase the number of charge cycles you get from the battery before it needs replacing, as the Shimano EP8 motor on the Merida feels like it has even lower drag than the Specialized Turbo 2.2 motor on the Levo. Like everything, it’s a trade-off.

SIZING UP THE RIVALS

Not that either brand has compromised on the build kit. The Merida eOne-Sixty 10K may cost £1,750 less than the Specialized Levo Pro but it has a very similar specification. Both bikes get Factory-level Fox 38 forks and X2 shocks, which offer four-way damping adjustment to fine-tune the ride. Both get carbon wheels and come in a mullet configuration with a 29in wheel up front paired to a smaller 27.5in wheel on the rear.

They are also both rocking 12-speed drivetrains and four-piston brakes; Merida going with Shimano XTR, Specialized choosing SRAM X01 gears and Code RSC brakes.

Up until now, Shimano had the best e-bike display on the market. But Specialized’s toptube-embedded MasterMind TCU now offers even better protection from knocks and is also

less obtrusive than the Shimano unit. You can scroll between multiple customisable screens using a button on the remote switch and best of all there are no additional wires to contend with.

It’s a nice feature to have, but of course it adds to the bottom line.

One feature on the new Levo Pro that is undoubtedly worth having is the geometry adjustment. With three independent head angle adjustments, and two chainstay lengths that are linked to the BB height, you have six unique geometry configurations to custom-tune the weight distribution and handling of the bike.

While the Merida comes in five sizes, Specialized takes it one step further with six options and its rider-friendly ‘S’ sizing.

This reduces the seat tube height so you can choose how your bike fits based on the reach measurement, and gives the rider a lot of scope to up, or downsize, if needed. Contrast that with the Merida, where we had the seatpost virtually slammed in the size large frame to achieve our desired saddle height, leaving no way to upsize if you want a longer bike.

So the Specialized Levo Pro has some great new features and modern sizing but do they improve the ride and are they worth the additional cost over the Merida eOne-Sixty 10K?

CONTROL TYRES

To make the testing process as fair as possible we fitted the same Maxxis tyres to both of the e-bikes in this test. Choosing a 29x2.5in WT Assegai up front accompanied by a 27.5x2.5in Minion DHF on the rear. Both in the 3C Maxx Terra compound and the tougher EXO+ casing.

Available at extrauk. co.uk, prices start at £64.99 per tyre.

A multi-tool stashed under the saddle comes in useful for removing the 630Wh battery

BIKE TEST

Vents on the head tube help cool the battery and Shimano EP8 motor and double as cable guides

DoubleDown casing tyres add weight, but they also add pinch-flat protection

DT Swiss HXC carbon wheels keep the rolling weight to a minimum without compromising strength and stiffness

MERIDA EONE-SIXTY 10K £ 9,000 SPECIFICATION

Frame carbon/ aluminium, 150mm travel (140mm measured) Shock Fox Float X2 Factory (65mm stroke) Fork Fox Float 38 Factory, Grip2 eMTB (51mm offset), 160mm travel Motor Shimano EP8 85Nm Battery Shimano E8036 630Wh, 36V Display Shimano SC-EM800 Colour Wheels DT Swiss 110/ 148mm hubs, DT Swiss HXC1250 Spline 30 rims, Maxxis Assegai Maxx Grip DD 29x2.5in / Minion DHR II Maxx Terra DD 27.5x2.6in tyres Drivetrain Shimano 34t, 165mm chainset, Shimano XTR r-mech and shifter, Shimano XTR 10-51t cassette Brakes Shimano XTR four-piston, 203/203mm Components Merida Expert eTR 780mm, 35mm bar, Merida Expert eTRII 40mm stem, RockShox Reverb AXS 170mm post, Merida saddle Sizes XS, S, M, L, XL Weight 23.07kg (50.86lb) Contact merida-bikes. com

GEOMETRY

Size tested L Head angle 64.6° Seat angle 70.7° Effective SA 74.1° BB height 334mm Chainstay 439mm Front centre 801mm Wheelbase 1,240mm Down tube 743mm Top tube 625mm Reach 452mm

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D

oes anyone remember the original Kermit green Merida eOne-Sixty 900e? We sure do, because in 2017 was the e-bike to which all others were measured. It’s fitting then that the two things that made the original so groundbreaking remain unchanged.

The eOne-Sixty 10K still boasts a generous 460mm reach on the size large, and the alloy rear end and rocker-link suspension are identical to the original, right down to the kickstand mount.

It’s up front where Merida has focused the development. In 2020 it switched to a carbon front end, slackened the head angle by one degree, moved to mullet wheels and expanded the size range.

At launch, the eOne-Sixty 10K had a Shimano E8000 motor and 504Wh battery, but for 2021 it has seamlessly switched to the 85Nm Shimano EP8 motor and 630Wh battery. With the increased battery capacity, the 10K no longer ships with a spare 504Wh battery and Evoc pack to carry it in. Which explains the price drop.

SUSPENSION

The Fox Float X2 shock has gone through several revisions over the years, but the rear suspension on the 2021 eOne-Sixty is every bit as good as we remembered. It simply crushes the roughest trails but it’s still super-easy to preload and get airborne. Given how effective it is, we were surprised that it measured 10mm shy of the claimed 150mm travel. Yes, that’s right, the OneSixty part only refers to the fork.

The eMTB version of the Fox 38 shares the same chassis as the standard version, but it uses a lighter low-speed compression tune with firmer highspeed damping. It also has an additional

volume spacer to increase ramp-up, but it still doesn’t offer the same level of support as the regular 38, so we ended up adding additional volume spacers and forgoing the last 10-15mm of fork travel.

COMPONENTS

To keep the cockpit tidy, Merida uses an e-bike dedicated handlebar where the wire for the Shimano remote runs under the grip and through the handlebar before exiting inside the stem and connecting to the display. Merida also eliminates the dropper post cable by fitting the wireless Reverb AXS post.

Not only does this look neat, but the impressively light, accurate action of the post makes it a breeze to fine tune your saddle height on technical climbs.

Merida then spoils the sleek cockpit by fitting a Lezyne front light that’s hardwired into the battery. Dang!

We had no complaints about the XTR drivetrain and even the four-piston XTR brakes didn’t exhibit the annoying variable bite point issue that have plagued so many bikes. Also, Merida should be commended for fitting Double Down casing Maxxis tyres, but if you want to extend the range of the 630Wh battery, which you will do, we suggest swapping the super-soft Maxx Grip front tyre for the medium-compound Maxx Terra. In fact, our only complaint with the specification was the distinct lack of padding on the Merida saddle. Of all the places to save weight on an e-bike, the saddle isn’t one of them.

PERFORMANCE

Sling a leg over the eOne-Sixty and it feels shorter than claimed. Run a tape measure over it and it clearly is. We measured the reach at 452mm on the

size large, 8mm shorter than listed.

The head angle and seat angle are also slacker than claimed and it’s partly the result of the 10mm taller axle-to-crown height of the Fox 38 fork, compared to the 36 that it replaced. If it wasn’t for the lack of support from the eMTB-tuned 38 we probably wouldn’t be complaining.

On mellow gradients the eOne-Sixty is a great trail bike – agile, compliant and capable. Tip it down the steeper trails that its inherent ride characteristics encourage and you instantly want it to be longer or slacker, probably both.

Would changing the fork to the standard 38 improve things? Most definitely. And given that the bike is £1,750 cheaper than the Levo Pro, you could buy a second fork with change to spare.

VERDICT

As pedal-assist trail bikes go, the Merida eOne-Sixty is right up there with the best of them. But if you’re looking to use the 630Wh battery and Shimano EP8 motor to access more challenging terrain, and not simply challenge your fitness, there are better options for more gravityfocused riding.

Yes, the Merida eOne-Sixty was well ahead of the curve when launched in 2017. And even though the latest version builds on its excellent rear suspension and forgiving ride quality, we’d argue that Merida hasn’t gone quite far enough in terms of sizing and geometry to remain truly cutting edge.

HIGHS

Pitter-patter rear suspension

LOWS

Could be longer and slacker Battery cover also serves to armour plate new carbon front end

E-bike specific bar houses cables for Shimano remote

Fox Float X2 shock delivers superbly supple response but falls 10mm short of claimed travel

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An extra latch on the 700Wh battery housing keeps water out and the lights on if you smack the casing

BIKE TEST Updates to the belt drive and firmware should improve the reliability of 90Nm Turbo 2.2 motor

Mullet wheels and 2.6in tyres are the most obvious changes to the new Levo

Specialized fits shorter 160mm crank arms so you can use all six geometry configurations

SPECIALIZED TURBO LEVO PRO £10,750 SPECIFICATION

Frame Fact 11m carbon, 150mm travel (145mm measured) Shock Fox Float X2 Factory (55mm stroke) Fork Fox Float 38 Factory, Grip2 (44mm offset), 160mm travel Motor Specialized Turbo 2.2 Battery Specialized M3-700, 700Wh 42V Display Specialized MasterMind TCU Wheels Roval/DT Swiss 350 110/148mm hubs, Roval Traverse Carbon 29/27.5in 30mm rims, Butcher GRID Trail T9 29x2.6in/Eliminator GRID Trail T7 27.5x2.6in tyres Drivetrain Praxis Carbon M30, 34t, 160mm chainset, SRAM X01 Eagle r-mech and shifter, SRAM XG-1295 10-52t cassette Brakes SRAM Code RSC, 220/200mm rotors Components Roval Traverse SL C 780mm, 35mm bar, Deity Copperhead 50mm stem, Fox Transfer Factory 175mm post, Bridge Hollow Ti saddle Sizes S1, S2, S3, S4, S5, S6 Weight 22.18kg (48.89lb) Contact specialized.com

GEOMETRY

Size tested S4 (slack/ long-low) Head angle 62.8° Seat angle 70.9° Eff SA 75.3° BB height 334mm Chainstay 447mm Front centre 825mm Wheelbase 1,272mm Down tube 748mm Top tube 625mm Reach 464mm

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W

hen we tested the MKII Levo in our 2021 e-Bike of the Year test, we were impressed by the unbridled power of the 90Nm motor, the supple rear suspension and Specialized’s best-in-class integration. With sizing and geometry based on the old Stumpy though, the Levo felt shorter and more upright than the latest offerings from Whyte and Trek. What the Levo needed was the Evo treatment. Well, six months later Specialized has delivered and then some.

As expected, the MKIII Levo has a lot of the key features introduced on the latest Stumpy Evo, including S sizing and increased reach measurements across the board. It also has adjustable headset cups that offer three head angles ranging from 63° to 65°, in 1° increments.

Flip-chips in the chainstay pivots provide two rear end lengths, 442mm or 448mm, while simultaneously adjusting the BB height to give long/low or short/ high settings. The shorter chainstays a direct result of switching to a 27.5in rear wheel. Yes, the Levo is now a mullet.

But Specialized didn’t just stretch the old frame and add lots of adjustment, with its straight top tube and beefed up linkage the Levo now strongly resembles the Kenevo. And while it certainly looks to have filled out, especially around the linkage, Specialized claims that stiffness is comparable to the old version.

Travel hasn’t changed either, the Levo frame still boasting 150mm, even if we measured it at 145mm.

SUSPENSION

While the amount of travel the Levo pumps out hasn’t changed, the way it uses it is different. By upping the

shock stroke from 52.5mm to 55mm Specialized has reduced the overall leverage ratio so it now runs lower pressures. It also increased the endstroke progression slightly to help resist bottoming, but it’s not so progressive that you can’t use all of the available travel. Anti-squat has been increased by a whopping 50 per cent too, so the rear end has tons of support at sag, which makes the bike feel insanely poppy, ride light and help load the longer front end on flatter turns. The downside is that now there’s a harshness to the Levo with increased vibration through the chassis, even when running the high and low speed compression adjusters on the X2 shock fully open.

In keeping with the bigger is better theme, the Levo gets a 160mm travel Fox 38 Factory fork. You have the same four-way damping adjustment as the X2 shock and it’s interesting that Specialized has gone with the standard 38, not the e-bike option with the different damping tune. Having ridden both forks back to back, Specialized has made the right call.

COMPONENTS

With not much change from £11k you’d expect all the best kit on the Levo Pro, and on the whole Specialized delivers.

Yes, the side knobs on the Eliminator Grid rear tyre tend to squirm too much when really loaded, and it’s annoying that we had to tighten the carbon Praxis crank arms after every ride, but overall it’s a standout build. The shorter 160mm crank arms provide plenty of pedal clearance, so we had no issues with unwanted pedal strikes.

PERFORMANCE

With all of the changes to the geometry

and sizing, the latest Levo feels perfectly proportioned and perfectly balanced. This makes it a safe place to be and gives you the confidence to really push the Levo to your limits.

On flowy, pumpy, jumpy trails and in steep fresh loam it’s an unstoppable force, so it’s a good thing that it comes with that massive 220mm rotor upfront. It also offers a blissfully quiet ride; no rattle from the motor, chain or cables. Get the Levo on more chunky, rocky terrain however, or even a rough fireroad, and there’s constant feedback through the chassis. Whether this is due to the increased anti-squat or the stiffness of the full carbon frame is impossible to say, but it’s also impossible to ignore.

VERDICT

With Specialized’s seamless integration, no e-bike looks as polished as the new Turbo Levo Pro. None boast the same battery capacity and none have the same degree of geometry adjustment.

Factor in the new display and it ticks all the must-have boxes.

On the right trails it feels like an absolute weapon, but there’s also an annoying amout of feedback thought the chassis. It’s the only chink in its otherwise polished finish.

Would we buy it with our own hard earned? Not a chance; we’d wait for the alloy version and the price to drop.

Will the Levo Pro sell out? Without a doubt.

TEST WINNER!

HIGHS

Perfectly proportioned

LOWS

Overly stiff ride, expensive Head tube cups allow incremental angle adjustments

Frame-integrated head unit: simple, neat and unobtrusive

Airlock-style sealing keeps the battery safe and dry

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BIKE TEST

Conclusion his test was incredibly tough to call. Which shouldn’t surprise anyone, as both the Merida and Specialized have builds that dreams are made of. But before we get into the reasons why we gave the new Specialized Turbo Levo Pro the win, we want to talk about money.

In the introduction we outlined why these bikes are so expensive and asked if they were worth paying extra for. Now it’s time to answer that question. Truth be told, with e-bikes the diminishing returns on high-end components are even more pronounced than with analogue machines. And that’s because the potential weight saving they offer is an even smaller percentage of the overall weight of the bike.

A great example of this is the £6k Canyon Spectral:ON CF 8.0 that we tested in the direct-sales category of our E-Bike of the Year test. It weighed in at an impressive 22.71kg, which is actually lighter than the £9,000 Merida but with the exact same tyres, EP8 moter and battery capacity. Yes, it’s not an apples to apples comparison as Canyon is a direct-sales brand, but it highlights how throwing more money at an e-bike doesn’t necessarily make it lighter.

Frame materials play a big part too.

Take the 2017 alloy eOne-Sixty 900e with Fox Factory suspension, Shimano E8000 motor, Shimano Di2 electronic shifting, an external 503Wh battery and 2.8in tyres. That bike weighed 21.9kg and cost, wait for it... £5,200. How’s that for progress? Obviously five years of inflation makes a difference to the price, but not the best part of four grand.

Now let’s take a closer look at the Levo. The 2021 Specialized Levo Comp alloy with a 700Wh battery, the same motor as the new bike, alloy 29in wheels and alloy components weighed 22.5kg and cost £6k. Crazy, huh?

In fact, whatever way you slice it, if you’re looking to save weight, high-end carbon e-bikes just aren’t worth the extra outlay. Yes, the smooth flowing lines of the moulded frames look pretty, but there doesn’t seem to be any real benefit in terms of performance or weight saving, just extra cost.

Yes, these bikes are also expensive because they have all of the best kit adorning them, but it is still the fundamentals like geometry, suspension and handling that make the biggest difference to the ride quality.

In terms of geometry and sizing the Levo wins hands down. In fact, the only thing that would make it better is if Specialized had kept the flip-chip in the shock eyelet to adjust the BB height independently of the chainstay

T

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length. It’s so adaptable that anyone who prefers the fit and geometry of the old Levo can simply downsize, run the headset in the steep setting and the chainstay in the long position, and achieve pretty much the same fit and weight distribution as the old bike.

The suspension response is very different on the new Levo, though. Yes it’s got more support, but it’s also not as supple or as sensitive as the old version.

And this is where the Merida really comes into its own. You can actually use the four-way adjustable damping on the Fox X2 shock to fine-tune the ride of the eOne-Sixty, rather than running the compression wide open like on the Levo. It’s every bit as poppy as the Specialized too, but it’s noticeably more comfortable, even if it’s not any faster.

And that’s the rub. The Specialized Levo Pro can be ridden harder thanks to its superior geometry and sizing, but in doing so it gives you more of a beating.

Thanks to the 700Wh battery the Levo also had a marked increase in range over the Merida, and the Turbo 2.2 motor, while not as smooth, consistent or reliable as Shimano’s EP8, is the only one that doesn’t rattle when you’re freewheeling down a trail.

Ultimately, we couldn’t bring ourselves to award either bike with anything higher than an eight rating, as neither offers an appreciable increase in performance over less expensive options. ...but Merida’s premium machine wins the suspension wars

The Turbo Levo Pro tops the tables for geometry and sizing...

RANGE FINDER

Our test winner’s SPECIALIZED TURBO LEVO S-WORKS £ 1 3 ,0 0 0 The S-Works Levo takes electronic integration and price to the next level with a wireless SRAM XX1 AXS drivetrain and RockShox Reverb AXS dropper post. Magura MT7 brakes replace the Codes found on the Levo Pro but everything else other than the frame colour is identical, right down to the Fox 38 Factory fork and X2 shock.

J

NOTES ON THE NUMBERS

TEST WINNER!

B

Specification & geometry Both bikes in this test have identical BB heights, but not once did we clip a pedal on the Specialized, while there are several scuff marks on the crankarms of the Merida. So what’s going on? The Specialized has 160mm crankarms, 5mm shorter than on the Merida, but the Merida also has 5mm less travel, 140mm vs 145mm. It’s actually how the suspension behaves dynamically that makes A Head angle the biggest difference here. With more antiB Seat angle squat, the Specialized rides higher, especially C Effective SA when pedalling, and that’s when you’re most D BB height likely to snag a pedal. Hence the improved E Chainstay ground clearance. The Specialized also has a steeper effective seat angle and longer F Front centre chainstays, both of which help keep your G Wheelbase weight forward on climbs and prevent the rear H Down tube suspension from sagging into the travel too I Top tube much and reducing pedal clearance.

J Reach

Make/Model

A

I H

C E

F D G

Merida

Specialized (Slack/Long-Low)

64.6°

62.8°

70.7°

70.9°

74.1°

75.3°

334mm

334mm

439mm

447mm

801mm

825mm

1,240mm

1,272mm

743mm

748mm

625mm

625mm

452mm

464mm

Merida eOne-Sixty 10K

Specialized Turbo Levo Pro

£9,000.00

£10,750.00

Weight

23.07kg (50.86lb)

22.18kg (48.89lb)

Contact

merida-bikes.com

specialized.com

XS, S, M, L, XL

SI, S2, S3, S4, S5, S6

L

S4

Carbon/alloy

Fact 11m carbon

Shimano E8036 630Wh, 36V

Specialized M3-700, 700Wh 42V

Shimano EP8 85Nm

Specialized Turbo 2.2

Remote

Shimano SW-EM800L

Specialized Remote Switch

Display

Shimano SC-EM800 Colour

Specialized MasterMind TCU

Fox Float 38 Factory, Grip2 eMTB (51mm offset)

Fox Float 38 Factory, Grip2 (44mm offset)

Rear shock

Fox Float X2 Factory (65mm stroke)

Fox Float X2 Factory (55mm stroke)

Front travel

160mm

160mm

Rear travel

150mm (140mm measured)

150mm (145mm measured)

Hubs

DT Swiss 110/148mm

Roval/DT Swiss 350 110/148mm

Rims

DT Swiss HXC1250 Spline 30

Roval Traverse SL Carbon 29/27.5in 30mm

DT Swiss

Stainless

Maxxis Assegai Maxx Grip DD 29x2.5in / Minion DHR II Maxx Terra DD 27.5x2.6in

Butcher GRID Trail T9 29x2.6in/Eliminator GRID Trail T7 27.5x2.6in

Shimano XTR M9100 1x12sp

SRAM X01 1x12sp

Shimano XTR M9100

SRAM X01 Eagle

Shimano XTR M9100, 10-51t

SRAM XG-1295, 10-52t

Crank

Shimano 34t, 165mm

Praxis Carbon M30, 34t, 160mm

Bottom bracket

Shimano HollowTech

Specialized ISIS

Shimano XTR M9120 four-piston

SRAM Code RSC four-piston

203/203mm

220/200mm

Merida

Bridge Hollow Ti

RockShox Reverb AXS 170mm

Fox Transfer Factory 175mm

Merida Expert eTR 780mm, 35mm

Roval Traverse SL C 780mm, 35mm

Merida Expert eTRII 40mm

Deity Copperhead 50mm

Price

FRAME Sizes Size tested Frame material Battery Motor

Suspension fork

WHEELS

stablemates SPECIALIZED TURBO LEVO COMP £6,300 With the same motor and battery capacity as our test winner, the older Levo Comp isn’t short of power or range. Yes, the older geometry isn’t very progresive, but by fitting a smaller 27.5in wheel you can make the bike lower and slacker. The alloy frame also has great damping characteristics. Best of all, it doesn’t cost £10k.

Spokes Tyres GROUPSET Shifters Rear mech Cassette

Brakes Rotor sizes COMPONENTS Saddle Seatpost Handlebar Stem Rating

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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. . .

VERONIQUE SANDLER, FREERIDER

I Kiwi Veronique Sandler moved to the UK seven years ago, she loves riding her bike, dogs and digging jumps. But you’ll probably know Vero best from the VISION movie, shot on her very own Vision Line at Revolution Bike Park.

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’ve always really enjoyed trail building but it wasn’t until I moved to Wales that I got hooked on swinging off a shovel or pick all day, grafting on something with the constant anticipation of getting the bike out to see how it rides.

Since starting out riding mountain bikes in my early teens it’s been a dream of mine to have access to a piece of land where I can design and build a jump line, and after corona hit it became apparent that I wouldn’t be able to travel for work like I normally do, so what better time to try putting my dreams into action around home?

I contacted a local farmer who owns the land around my town and is supersupportive of mountain bikers. He agreed to lease me a small piece of land as long as it didn’t intrude on grazing territory for his sheep. With this in mind, we found the perfect spot; a quiet little bracken area situated near the top of a hill with amazing views.

My vision was to have a fun dirt jump line with two straights which would

finish where it started (the less time pushing back up the better, obviously).

We got to work right away; myself and my brother Leo were on the shovels and James from Revolution bike park worked his magic in the digger while the bikepark was temporarily shut.

We grafted hard every day, rain or shine. We sculpted lips, tested them and re-built jumps over and over until they were exactly how we wanted them, and after six weeks Lucky Dip was born.

There are doubles, hips, transfers, a spine, a shark fin and a trick step-up to finish it off. It really is sicker than I ever could have imagined.

Lucky Dip is so sentimental to me because I was fortunate enough to find

something to stay stoked and motivated with in the outdoors during a weird and dark time across the world.

I learnt so many new dig techniques and tricks from James that I’m able to carry on to future build projects. I now have a spot just down the road where I can improve my jump bike skills and learn new tricks. But most of all having crew sessions and seeing all the riders smiling, progressing and making the most out of our build is the most rewarding feeling I’ve ever experienced.

Lucky Dip will be around for a very long time and it will always bring me stoke when I look back on the build with all the laughs and good times that have come from it.

There are doubles, hips, transfers, a spine, a shark fin and a trick step-up.

It’s sicker than I could have imagined