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THE 8 BEST UPGRADES YOU CAN MAKE TO YOUR E-BIKE!

1 OF 10 PAIRS OF PIRELLI SCORPION TRAIL TYRES

#191

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12 BIKES AND PRODUCTS RIDDEN AND RATED

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RIDERS : T HOMAS PIDCOCK, MAT HIEU VAN DER POEL, DAN MCCONNELL PHO T OGR APHERS : T IM DE WAELE, MICHAEL STEELE The Olympic mountain bike race in Izu, Japan was a demanding course.

38 men took to the course on July 26, in dusty conditions on a hot and humid afternoon. Speculation abounded about who was the favourite, and whether Nino Schurter would be able to defend his Gold from Rio. When Thomas Pidcock moved up the start grid into the leading group, and van der Poel misunderstood that the ramp from practice would be removed on race day, the race looked unlike what many expected.

Pidcock from Great Britain built a narrow margin and extended it, showcasing his world class talent as he rode to a Gold medal. Swiss Mathias Flueckiger earned Silver while David Valero Serrano from Spain timed a late race surge to pass Schurter and took home the Bronze medal.

Australian Dan McConnell came through in 28th, on a day that showed just how demanding the world of cross-country racing is.

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R I D E R S : P A U L I N E F E R R A N D - P R E V O T, J O L A N D A N E F F, BEC MCCONNELL PHO T OGR APHERS : T IM DE WAELE, MICHAEL S T EELE The women’s Olympic mountain bike race in Tokyo was non-stop action. With storms turning the dust from the men’s race into slippery and tacky mud, the race commissaires closed down a couple of the A-lines, and put the ramp back in on the Sakura drop. The same ramp Mathieu van der Poel expected to be in place for the men’s race.

The race exploded from the gun, with favouries such as Ferrand-Prevot forcing the pace. A near miss with Neff over the Sakura drop saw Neff forced off the drop, and into a quick passing move, with Ferrand-Prevot crashing soon afterwards. With Swiss riders Sina Frei and Linda Indergand behind, Neff built her lead to over a minute, and the Swiss team covered the podium in an unprecedented result, taking all of the medals.

Bec McConnell was one of many favourites who didn’t have their best day, but the green and gold got her around the course to finish on the lead lap in 30th.

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Contents ISSUE #191

FAST TRACK 15 16 26 28 30 33 34 37

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

FEATURES 38 ALL ABOUT ADAPTIVE MOUNTAIN BIKING Adaptive mountain biking is about breaking the boundaries. Will Shaw found out how mountain bike access is expanding.

42 THE INS AND OUTS OF CLUB RACING Who doesn’t like rocking up to their local clubbie for a race on the weekend? Leo Cerda put himself on the other side of the tape to see what’s involved.

44 THE TOP 8 EBIKE UPGRADES You are probably riding your new eMTB harder and further than you realise. Here are 8 top upgrades to make sure you’re getting everything out of it and taking care of it too.

50 CAM IVORY  DETERMINATION PERSONIFIED Georgina von Marburg sits down with Cam Ivory to talk growing up on a BMX, racing the Commonwealth Games, chasing dreams, winning national titles – and brewing a good coffee.

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56 ADVENTURES IN YUNNAN Pre-pandemic, Steffi Marth and Nathalie Schneitter rode in some places where mountain bike tyres have never been before, across high passes in China’s Yunnan province.

62 MOUNTAIN BIKING IN IPSWICH The country capital of south-east Queensland might just be the mountain bike capital of the sunshine state, given the amount of trail there is to ride. Will Shaw visited to put his tyres on the trails.

TESTED 72 78 80 82

2022 Pivot Firebird Pro XT/XTR 2022 Norco Sight VLT C2 2022 Norco Fluid FS VLT A1 Pivot Shuttle Team XTR eMTB

86 102 104 106 110 112

Product reviews PTR: Glenrock, NSW Skills Nutrition Fitness Workshop

COVER: Ryan Walsch releases the 2022 Pivot Firebird Photographer: Nick Waygood THIS IMAGE: Hayden Wright tips in on some dry Queensland trails Photographer: Gerard Lagana

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FOOTWEAR FOR ALL TERRAIN, ALL CONDITIONS

shimano.com.au

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Rider: Dave Ludenia Photo: Kamil Sustiak Blue Mountains, NSW

Editorial enquiries amb@nextmedia.com.au Editor Mike Blewitt Art Director Allan Bender WORDSMITHS Anna Beck, Mike Blewitt, Leo Cerda, Gracie Elvin, Fiona Herron, Georgina von Marburg, Steffi Marth, Chris Panozzo, Jared Rando, Will Shaw, Ryan Walsch, Zoe Wilson PHOTO GURUS Tim Bardsley-Smith, Mike Blewitt, Marco Fischer, Chris Herron, Gerard Lagana, Georgina von Marburg, Andy Rogers, Will Shaw, Michael Steele, Tim de Waele, Nick Waygood

ADVERTISING National Advertising Manager Damian Martin dmartin@nextmedia.com.au 0417 168 663 Associate Publisher Daniel Findlay Advertising Traffic Georgia Sutton Production Manager Peter Ryman GM Consumer Publishing Carole Jones Managing Director Arek Widawski Subscriptions www.mymagazines.com.au Toll free 1300 361 146 or +61 2 9901 6111 Locked Bag 3355, St Leonards NSW 1590 Level 8, 205 Pacific Highway.

EYES ON THE FUTURE WORDS MIKE BLEWITT

AMB (AUSTRALIAN MOUNTAIN BIKE) is published by nextmedia Pty Ltd ACN: 128 805 970, Level 8, 205 Pacific Highway, St Leonards, NSW 2065 © 2020. All rights reserved. No part of this magazine may be reproduced, in whole or in part, without the prior permission of the publisher. Printed by IVE Group, Sydney, distributed in Australia and New Zealand by Ovato Retail Distribution Services.

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

PRIVACY POLICY

We value the integrity of your personal information. If you provide personal information through your participation in any competitions, surveys or offers featured in this issue of AMB, this will be used to provide the products or services that you have requested and to improve the content of our magazines. Your details may be provided to third parties who assist us in this purpose. In the event of organisations providing prizes or offers to our readers, we may pass your details on to them. From time to time, we may use the information you provide us to inform you of other products, services and events our company has to offer. We may also give your information to other organisations which may use it to inform you about their products, services and events, unless you tell us not to do so. You are welcome to access the information that we hold about you by getting in touch with our privacy officer, who can be contacted at nextmedia, Locked Bag 5555, St Leonards, NSW 1590.Editorial and Contribs AMB 185

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P H O T O T I M B A R D S L E Y- S M I T H

A few issues ago I asked Colin Levitch to write a feature and take a punt on what the future of mountain biking might look like. He spoke to trail builders, engineers and those who have worked in the bike industry for decades. It was an interesting read, while also reflecting on what has changed in even 10 years.

The recent Olympic Games in Tokyo had two mountain bike races that had anyone watching either on the edge of their seat or on their feet, with a truly dynamic battle being fought in both the men’s and women’s races. I spoke to Evan James from AusCycling about how mountain biking might look in the future, but specifically at the Olympics in Brisbane in 2032.

Of course there is also another big question: can we have more mountain biking in the Olympics?

There’s a big call for gravity events in the Olympics, but the logistics of it may not stack up. And as our gravity columnist Chris Panozzo discusses – Downhill doesn’t need the Olympics, but he believes the reverse of that isn’t totally true.

Beyond our world of mountain biking, there is more to ponder in the future. Rob Gunstone has been looking at the native forest logging in Derby, and what impact that may have on the boost mountain biking has brought to the region, for people who want the immersive experience of riding in native forests. There's an introduction to his article in this issue, but

you will find the full story on our website.

Mountain biking has had a very strong relationship with forestry around the world, and continues to do so with the rebuilding of mountain bike parks like Fox Creek in South Australia. But has the time come to halt any logging in native forests - not just because they’re next to a mountain bike network? This has proven to be a decisive question, but one everyone should consider in a rapidly changing global climate. Forestry is a very sustainable indsutry - but perhaps the time has come to leave native forests be, and focus on plantation forests - long the home for mountain bike trails.

One of the best things about mountain biking is the environments it takes us to, and that is all the better when it takes you to wild places, and not a staged experience where devestating clear felled native forests are in the wings, hidden by small buffers of forest.

Each week I ride in regrowth forest and forests that have barely been touched by axe or saw. The difference is stark, as is the riding experience.

Guessing what the future of mountain biking might look like is fun and exciting, but I sure hope mountain biking doesn’t just live in managed forests with staged experiences and ‘buffers’ in our near or distant future. It's time to think for the long term.

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OLYMPIC XCO RESULTS WOMEN Jolanda Neff (SUI) Sina Frei (SUI) Linda Indergand (SUI) MEN Thomas Pidcock (GBR)

THE CHANGING FACE OF OLYMPIC MOUNTAIN BIKING

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he Tokyo 2020 Olympic mountain bike races delivered high impact action, with drama as race favourites crashed out, and riders fought tooth and nail to win an Olympic medal. Mountain biking has been included in the Olympic Games since Atlanta in 1996, and the sport has evolved a lot since then – with the race being nearly an hour shorter in time.

Cross-country mountain bike racing has become a lot more explosive, with highly technical courses delivering lots of short and sharp climbs and massive technical features to be ridden. All while your heart rate is through the roof and someone is buzzing your back tyre or passing through an impossibly small gap.

No wonder it’s so good to watch on television and streaming!

If you watched the races in Izu, Japan, you would have seen the massive boulder fields that riders needed to negotiate. You might have seen the stacked logs to jump over, and the massive drop that caused some decisive moments in both the men’s and women’s races. And that says nothing of the short and sharp Wasabi climb, with it’s tight switchback corners forcing gaps and mistakes in the front of the field. With Brisbane being awarded the Olympic Games for 2032, what can we expect to see for the mountain bike race, which is currently set to have a venue built at Parklands (right) on the Sunshine Coast? We spoke to Evan James, the Sport Manager for mountain biking at AusCycling.

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“It’s hard to predict what will change in 11 years, as there is no current remit pushing for change. But I think the race distance has settled at the right length, it’s long enough for things to change, but short enough to have lots of action.” Obviously a lot of this relates to television coverage, and anyone who watched the race, or any recent World Cups, would appreciate how well the course designs and features work for consistent race coverage.

And Evan James doesn’t see any changes here.

“We will see more technical features and short, punchy climbs. At Izu we had television coverage of the whole course, and the design where the track loops back on itself has a lot to do with that. Ideally we’ll see even more course designs where there are multiple line options to create more passing opportunities and even more dynamic racing – that’s the future.”

The athletes who have had success at the Olympics have changed over time, with the changes in race length and course design. And Evan James points to one key area that is the deciding factor.

“The Swiss have shown how it’s done, winning 4 of 6 medals in Tokyo. They have adopted a skills based development process for riders, with a focus shifting to building their aerobic capacity as they get older. There have also been huge technological gains that have impacted what bikes are capable of, but also what the riders can do. Coaching has changed

Mathia Flueckiger (SUI) David Valero Serrano (ESP) a lot, and that’s why you’re seeing younger riders excelling.” Evan went on to talk about multi-disciplinary athletes who compete at the highest level across cycling. AusCycling have studied decades of data from World Championship level events, and there’s evidence to show that riders who who combine multiple disciplines (MTB and CX or Road for example) are 2 - 3 times more likely have medal success.

Maybe we will see smaller teams, with riders competing across disciplines– like Scott Bowden did in Rio. The big question was, will we see more mountain biking at the Olympics in Brisbane?

“I would love to see Downhill added, but it is unlikely to happen. There’s more of a push to reduce total venues and athlete numbers – and any gravity event would add all new athletes and a whole new venue. It’s more likely we would see Short Track Cross-Country added, as it would use the same athletes and venue.”

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BOSCH DELIVER THE TOUR+ MODE Like every player in the eBike market, Bosch are moving at a ferocious pace when it comes to developing their products. Their latest software update is a new mode called Tour+, which replaces the regular Tour mode and is essentially a dialled down version of eMTB mode. Iterations of this software have existed with Moustache’s Magic Tour and Trek’s eMTB-Lite mode for some months now, but Tour+ mode will be available to any bike using a current Bosch Performance Line CX Motor Whilst eMTB mode offers varying assistance between 120 percent (Tour mode) and 340 percent (Turbo mode), Tour+ slots in below eMTB mode in that it its support varies between Eco (50 percent assistance) and Turbo. This lower level of assistance in flat and consistent terrain provides greater battery longevity, whilst still giving riders access to the highest level of assistance when they need it. The Performance Line CX Motor measures rider input more than 1000 times per second, so the amount of assistance changes seamlessly as the terrain changes.

How does the new Tour+ mode feel out on the trails? When it’s relatively flat you’ll be putting in

a touch more effort than you would in eMTB mode, but when you’re ratcheting your way up a technical climb, you’ll still be getting the maximum power and torque on offer with the Performance Line CX Motor, as well as Bosch’s Extended Boost feature that keeps the power on to get you up and over obstacles.

We haven’t spent much time on the new mode yet, but it’s good to see Bosch offering more mountain bike specific software. The eMTB mode is fantastic, but if you’re planning a big day in the saddle, it shouldn’t be too difficult to put some extra work in on the flats to boost your battery’s longevity over the course of the day.

How do I get it?

If you’ve got an eMTB with a current Bosch Performance Line CX Motor, all you need to do to get Tour+ mode on your eMTB is head into your local Bosch Dealer. They’ll be able to perform a software update for you. As mentioned, Tour+ mode will replace the current Tour mode on your eMTB, which offers a flat 120 percent assistance.

If you own a Moustache or Trek eMTB you can also get their Magic Tour Mode/eMTB-Lite modes loaded onto your bike, as they differ slightly from the standard Tour+ mode.

turn the bike on and off as well as cycle through the support levels. It also lets you know how much juice you’ve got left. But if you prefer to change modes with your hands on the bars, the Reign E+ also comes with the RideControl Ergo 3, which is a controller integrated into the grip.

This three-button controller is quite minimalist and can be personalised via the RideControl App. It can be mounted on either the left or right side of the handlebar.

The aluminium bikes run a mixed wheel or

mullet setup, with a 29” front wheel and 27.5” rear. There’s 170mm travel up front and 160mm out back, and the frames are aluminium, and have adjustable geometry for a high and low setting. Chain stays have also shrunk to 454-457mm across the range. three models of Reign E+ will arrive in early November, with pricing between $8499 and $10999. In news that will surprise nobody stock is very limited, so if you’re interested in a Reign E+ head into your local Giant dealer now.

GIANT’S NEW 2022 REIGN E+ In early August Giant unveiled their new Reign E+ range, which features a smaller and more powerful motor, a bigger battery, and updated geometry with input from Australian pro rider Josh Carlson.

Giant’s old SyncDrive Pro Motor featured 80Nm of torque, which at the time was very impressive. All that torque came at a cost though, which was ground clearance. One of Josh Carlson’s requests for the new motor was to increase ground clearance. The new SyncDrive Pro Motor developed with Yamaha features 85Nm of torque (which is the same as Bosch’s Performance Line CX Motor and Shimano’s EP8 Motor), and weighs in at a claimed 2.7kg (compared to an EP8 Motor at around 2.6kg and a Bosch Performance Line CX Motor at 2.79kg). It also features a whopping 37mm of increased ground clearance, even though the BB drop has increased by 10mm from 15mm to 25mm. Carlso says that the increased clearance is immediately noticeable on the new bike.

“That’s one of the biggest improvements. You want to be able to pop over roots, rocks, steps, all that kind of stuff—which I had to be conscious of before.”

The new SyncDrive Pro Motor goes from a maximum assistance of 300 percent to 400 percent, which is the same as the EP8, while Bosch’s Performance Line CX sits at 340 percent.

If you want a clean cockpit, you can just use the RideControl Go Unit, it’s essentially a display integrated into the top tube that allows you to

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DETAILS ON LOGGING AT DERBY

BY ROB GUNSTONE

D

erby’s trail network has a vast number of quality trails, ease of access to a variety of trail experiences, and the all-important ‘yiew’ factor that brings smiles to the faces of anyone who rides there. Derby also presents the opportunity to explore some of the most beautiful environments in the country on our own terms.

The international status of the Derby network has been cemented by the regular return of the Enduro World Series (EWS), and the awarding of the prestigious EWS Trail of the Year award to Detonate in 2017, followed by the Kumma-Gutza/Air-Ya-Garn trail in 2019.

Many of the trail experiences in Derby are now iconic to Australian riders who travel from across the country just to spend a few days in this small part of regional Tasmania. It is not uncommon to see fully kitted out parents sharing the seat on the shuttle bus to the Black Stump carpark with their children ready to share the stoke and build family memories, or lines of young riders waiting for their turn to drop in and test their skills on the recently installed pump track at the trail head.

One experience is to stop on the trails and admire the forest surrounding the trails, with the giant tree ferns and mighty eucalypts towering overhead. These forests provide a glimpse to the wider environment past and allow riders to imagine an escape from the modern world. There are no doubts the loamy dirt ribbons running through the Derby network provide riders with one of the best experiences in the country, all accessed just a stone’s throw from your accommodation (and in easy access of a post ride beverage), but the trails have come with a legacy which has the potential to affect the impression of a pristine, ancient environment.

What’s the problem?

A conflict is occurring in Derby with native forest logging close to the trail network, along sections of rider-favourite trails Krushka’s and Atlas, set to commence before the end of the year. One on side is the forestry industry, which provides local employment in the harvesting, transport and processing of timber and the other is the mountain bike tourism and local environmental activists calling for an end to logging of native forests.

Despite the recent explosion of growth, mountain bike tourism (plus the wider tourist industry) is just one aspect of the Derby economy.

According to Cr. Greg Howard, the Dorset Council mayor and a qualified forest practice officer, tourism sits third behind agriculture and forestry in terms of the economic impact on the wider community, and without the forestry industry there would not be enough space for trails to make Derby as successful as it currently is.

“The first trails that were built were constructed in a Crown land reserve, and that accounted for around the first 30-40kms,” Cr Howard said. “Beyond that we ran out of Crown land reserve so the only way we could expand the trail network was to move into the Sustainable Timber’s land, that land was dedicated as part of a permitted timber zone.”

Cr Howard said the Dorset Council came to a compromise with Sustainable Timbers Tasmania (STT) regarding the placement of the trails and plans for future logging around the outside of the trail network.

Louise Morris, a local rider and coordinator for environmental conservation organisation Blue Derby Wild, described the push for logging in the region as ‘bloody minded’.

“The wrongheaded approach of logging because (the council) said we are going to in areas such as Krushka’s, Atlas, Weld Hill or Blue Tier just makes no sense ecologically, economically or socially,” Morris said. “What we have got here is really special and it is worth protecting.”

Morris acknowledges the need for economic diversity in Derby is extremely important and highlights the opportunity to make the town a hub for nature-based tourism in Tasmania’s northeast.

“Initially the trails were designed (by the council) for men in lycra who just wanted to ride fast and didn’t care what they were riding through,” she said. “Now we have the opportunity with Derby to create a hub town where people can go for walks, explore the cultural history of the tin mining, the Chinese Dragon Trail, and the indigenous history. People can go to Scottsdale Brewery, gorge on local cheese, or drive to the coast at St Helens and explore one of the most beautiful beaches.”

For the full story and updates, head to AMBmag.com.au

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GERMAN ENGINEERING & DESIGN

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1 OF 10 PAIRS OF PIRELLI SCORPION TRAIL TYRES P

irelli’s experience in the world of pneumatic tyres is well-known in the motorsport world, and their return to cycling rubber both on and off the road is finding fans around the globe.

We’ve ridden just about every variant of Pirelli’s Scorpion mountain bike tyres. From the racey XC RC models as tested in the new sizing in this issue, the 2.2” and 2.4” cross-country tyres, the 2.4” Trail and 2.6” Enduro range, plus the Scorpion eMTB tyres.

What sets Pirelli Scorpion tyres apart from others is their easy to understand terrain specific options. Once you’ve chosen your discipline of cross-country, trail, enduro or eMTB, you then pick the relevant tread pattern. There are Rear specific models, tyres for Hard conditions, Mixed conditions and Soft conditions.

Pirelli use their SmartGrip compound throughout the whole tyre range, and this takes care of

the chemical grip with the terrain through the life of the tyre. And the tread pattern is chosen to suit the terrain you ride on.

We have found the Rear specific and Mixed tread patterns the most versatile on the back and front respectively, but it really depends on where you ride. You can find all our reviews on AMBmag.com.au or our YouTube channel (@AMBmagazine).

The Pirelli Scorpion Trail range is the most versatile option from Pirelli, with the 2.4” casing being optimised for wheels with 30mm internal widths for great support.

Pirelli use the ProWall casing, which has a 60tpi casing with an additional nylon protection strip running up the sidewall. This provides more stability under load and increased puncture resistance, while still allowing some suppleness from the tyre for enhanced grip.

We have 10 pairs of Pirelli Scorpion Trail tyres to giveaway, along with a Pirelli cap. Each prize pack is worth $249. All you need to do is tell us what sort of riding the Scorpion Trail tyres suit, on AMBmag.com.au/WIN.

What kind of riding are Pirelli Scorpion Trail tyres suitable for?

A. Trail B. Down Country C. All-Mountain D. All of the above Entry and full terms and conditions at AMBmag.com.au/WIN

WHO IS GOING TO WILD MERSEY?

Naomi D. from Sydney is the lucky winner of the holiday at Wild Mersey! A big thank you to Kentish Council and all the supporting businesses for making this stay with accommodation, bike hire, shuttles, meals and drinks possible. We hope you have a great time in Tasmania Naomi!

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Time to vote!

You can vote for the winner for every category in the AMB Photo Awards, including for the Best Young Photographer. Head to photoawards.ambmag.com.au and choose from our shortlist.

Next Generation 22

Women in AMB

Just by voting, you are in for a chance to win one of two pairs of Shimano ME7 trail shoes, valued at $249 each!

Voting is open from August 30 to September 16.

Action

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LOCAL HERO

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ALAN VOGT

ur third Pearl Izumi local Hero is Alan Vogt, one of the founding members of the Kowalski Brothers volunteer trail building group in Canberra. Alan has been involved in trail building in the nation’s capital since the 90s, and his nomination outlines some of the other contributions Alan has made to the Canberra riding community.

‘Alan leads the activities of the Kowalski Brothers Trailworks – an award-winning volunteer trail building group in Canberra. He runs the trail sessions, designs and builds trail, brings the tools and refreshments and has recently won some grants to accelerate network development at a brand-new trail location at Cotter, in the hills behind Stromlo Forest Park.’

When we spoke to Alan, his dedication to improving the trail networks around Canberra was obvious. Even after twenty plus years of volunteer work on many of the trail networks in town, Alan remains enthusiastic about the Kowalski Brothers’ latest efforts at Cotter Pines, where they’d put in over 1400 volunteer hours between July 2018 and July this year.

‘Cotter Pines is coming along really well, with another four trails opening just last month. We’ve been fast-tracking development using some grants and a collaborative approach to trail building that’s getting outstanding results. We’ve doubled the trail network at Cotter in about a year, which is exactly what is needed in a new area and one with such huge potential.’

‘I am on the Reference Group for the Best of Canberra Mountain Bike Experience which is a project run by ACT Parks & Conservation Service with the aim of establishing Canberra as the mountain bike capital. That is a pretty big ask, but key to being able to deliver on that aim is to develop new trail riding hubs in Canberra, and Cotter and Blue Range have been identified as central to Canberra’s mountain biking future.

What we’re doing in Cotter Pines is making a good start and creating a real momentum ahead of what is hopefully some major funding from

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ACT Government. We’ve built 16km at Cotter Pines in under three years, and this pace in challenging conditions has been boosted by three grants that have facilitated a collaboration with Iconic Trails (a local commercial trail building firm). The mix of trails now is really cool.’

Alan first began trail building with a group of mates at what is now the National Arboretum, but at the time was a pine plantation known as Green Hills. Alan refers to it as the Kowalski Brothers’ ancestral home. Green Hills was also where the first Mont 24-hour races were held.

‘The Kowalski’s trail building movement began humbly enough, with a few friends out riding in Green Hills and while waiting for a puncture repair one or two started to kick in a little trail.

From there the idea grew and a hardy core have built a huge number of trails across Canberra.

Usually, we’ll get around 8-10 people to our trail days.’

With so much trail being built by a relatively small number of people, Alan says there was a period during the development of the Kowen/ Sparrow Hill network where he became a bit obsessed with building track.

‘It’s easy to get carried away when you want to see a trail completed, so there were times when I’d be out in the forest 2-3 times a week. This wasn’t ideal for my business (Frameskin and now Dirtsurfer). These days I need to keep it in check and try to run a session every four weeks or so.

I’m actually heading to Bruce Ridge this weekend to help the group out with one of their trail days as it’s pretty close to where I live.’

Alan says he’s being contacted more and more regarding the growth of mountain biking in Canberra and about the increase in unsanctioned trail building in suburban bushland.

‘Mountain biking has exploded since the beginning of COVID and that’s putting a lot of pressure on existing trail networks. It’s also resulted in a fair bit of unsanctioned trail building in and around the suburbs so the demand for more places to ride is clearly increasing. That’s why we need to continue developing new networks like Cotter Pines, and ensure maintenance is kept up with at places like Stromlo, where the trails are absolutely packed every weekend. That place needs much more trail too.’

Who is your Local Hero?

WHAT WILL YOUR LOCAL HERO WIN? Pearl iZUMi will kit them out top to toe in their latest trail gear including jersey, shorts, socks, gloves, t-shirt and more!

You can nominate your local mountain bike hero on AMBmag.com.au/win, and each issue we will pick one rider to be the Pearl iZUMi Local Hero.

They’ll get some fresh kit sent out from Pearl iZUMi, and we’ll find out a little bit more about them.

Have you got someone in mind? Jump onto our website and tell us a little bit about your local hero. Let’s hear more about the riders who make mountain biking great in your area.

Full terms and conditions are online

ACCESSIBLE PERFORMANCE

Best in class self-sealing nozzle Fast easy flow valve Textured surface for superior grip Easy squeeze Tapered bottom for easy bottle cage entry Odor resistant BPA free Dust cap included

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

NEW BONTRAGER RUBBER Bontrager have updated their tyres, with fresh models for the XC crowd through to trail and enduro riders. The XR1 is light and fast, with a good spread of low-height tread knobs with aggressive edge support for when things get loosey-goosey between the tape. Bontrager use fast-rolling rubber with casing protection to keep you moving.

The SE5 has an aggressive tread with strong construction, marrying traction and confidence on the trails. This trail and enduro tyre has all the braking and cornering traction you want, while still rolling fast. The grippy rubber runs over a strong casing for sidewall support and puncture prevention.

The SE6 turns it up a notch, promising traction no matter the conditions. Steeper, faster, looser – this is what you want. An alternating centre tread and tall edge knobs are made from a grippy compound and hardcore casing for unparalleled support and performance. If you’re lining up against the clock in an enduro race, or descending deep into the backcountry – this is for you.

XR1 $79.99 SE5 $109.99 SE6 $109.99 trekbikes.com/en_AU/

WERA TOOLS The Bicycle Set 1 has an assortment of tools with a mobile and packable design. The sturdy bag contains the bit ratchet Zyklop Mini 1 and 10 bits to suit the most used tool interfaces on a bike: 2/2.5/3/4/5/6/8mm Hex, T10 and T25 plus a Philips head screwdriver. The whole pack weighs 260g. These are full-service tool quality in a handy pack size for travel or trail use. $102.99 FEsports.com.au 26

PEARL IZUMI PULASKI GLOVE These gloves are made for riders who dig trails, literally. A synthetic leather palm gives the look and feel of natural leather, along with the durability. But, the gloves are free of animal products and machine washable. With stretch nylon mesh on the back you won’t overheat, and touchscreen finger tips will keep you connected when on the bike or on the tools. All black is also available. $79.95 pearlizumi.com/AU/en_AU/

fast track

CROFTO CLOTHING New to the Australian trail scene, Crofto have been born and bred on the east coast, ready to take mix a casual vibe with performance materials. The range sports trail essentials, like men’s and women’s riding shorts with 4-way stretch, and the classic three-quarter length sleeve trail riding jersey. Crofto also do neat, slip-on knee and elbow guards. With smartphone friendly gloves, caps, beanies and socks filling out the range, we are keen to see how the fit and durability of this new clothing stackss up Jerseys: $49.95 Socks: $15.95 Gloves: $24.95 Shorts: $79.95 Kneeguard: $59.95 crofto.com.au

LAZER COYOTE HELMET The Lazer Coyote combines 21 air gulping vents with extended coverage to be a high-value trail helmet for anyone who needs a new lid. With three sizes, the Coyote will fit a 52-61cm head, and the TS+ retention system has height adjustment along with circumference adjustment. This means the Coyote will have a precise fit so it stays in place when you need it to. Lazer have designed the Coyote to work well with sunglasses or goggles with the 3-position visor allowing protection and customisation. Keep an eye out for the new colours like grey and dark blue. lazersport.com.au

100 PERCENT AIRCRAFT 2 HELMET Straight from the World Cup and Enduro World Series circuit, the Aircraft 2 is the latest carbon fibre full-face helmet from 100 Percent.

The EPS foam is dual-density, and injection moulded with polycarbonate to add even greater strength in a huge crash. 100 Percent also use their 14-point Smartshock Rotational Protective system for added safety. There are two helmet sizes, and each has a huge count of 20 ventilation ports. The visor has multiple adjustment positions so you can optimise your field of view and goggle stowage. The liner is washable and moisture wicking to keep you smelling fresh, and the D-ring buckle provides a secure fit that won’t budge. This is another top of the line protection item from the masters at 100 Percent. $649.99 FEsports.com.au

RO MINI TORQUE WRENCH one are the days where what feels right is good enough. PRO’s ni torque wrench has preset torque values at 4/5/6Nm, and is bit-based tool with 3-6mm Hex, T25 and SL4 flat screwdriver. All e tool heads fit into the handle and the magnetic head means ey won’t fall out on the trail. This is perfect for use in the home orkshop, on the trail, or on the road when travelling.

19.95 ke.shimano.com/en-AU/ 27

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XC/XCM/LAP BASED ENDURO 25-29 August

UCI MTB World Championships

Val di Sole, Italy

uci.ch

28 August

Shimano MTB GP

Caloundra, QLD

rockytrailentertainment.com

4 September

Shimano MTB GP

Nowra, NSW

rockytrailentertainment.com

11-12 September

Cycle Epic

Grandchester, QLD

cycleepic.com

18 September

Dwellingup 100

Dwellingup, WA

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19 September

AMB100

Mt Stromlo, ACT

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25 September

Southern Peaks

Albany, WA

westcycle.org.au

2 October

UCI XCM World Championships

Capiloveri, Italy

uci.ch

21-24 October

Cape to Cape

Margaret River, WA

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22-24 October

Whaka 100

Rotorua, NZ

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23 October

Shimano MTB GP

Mogo, NSW

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24 October

Sunshine Coast MTB Festival

Ewen Maddock Dam, QLD

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27 November

Buxton Boot Camp

Buxton, VIC

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4-5 December

JetBlack 24hr

Rydal, NSW

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4-6 February

Snowies MTB Festival

Crackenback, NSW

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14-20 February

National MTB Championships

Maydena, TAS

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26 February

Otway Odyssey

Apollo Bay, VIC

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27 February

Great Otway Gravel Grind

Forrest, VIC

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Val di Sole, Italy

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4 September

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12 September

Western Australia Gravity Enduro

Linga Longa, WA

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19 September

QLD Enduro Series

Toowoomba, QLD

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25 September

Fox Superflow

Mt Stromlo, ACT

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2-3 October

McKayos

Falls Creek, VIC

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10 October

Western Australia Gravity Enduro

Goat Farm, WA

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7 November

Western Australia Gravity Enduro

Evedon Park, WA

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19-21 November

Ignition MTB Festival

Falls Creek, VIC

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27 November

Fox Superflow

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8-12 February

Cannonball Festival

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National MTB Championships

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www.ambmag.com.au

RIDE IN COLOUR

The Turbine R stem. Setting a new standard in strength vs weight.

AUSTRALIA

GRACIE GETS DIRTY AGAIN W O R D S G R A C I E E LV I N

P H OTO N I C K WAY G O O D ( N O , I T ' S N OT G R A C I E )

W

hat sets mountain biking apart in the world of cycling? I’ve come back to the fun side of riding bikes after many years of professional road racing, and it feels good to be part of a colourful and welcoming community again.

It was recently Pride Month and I realised one of the many things I love about mountain biking is all the colours of the rainbow that make it so welcoming, so exciting, and so unique to its counterparts. I’m living full time again back in Canberra, the city where I grew up, and a mecca for dirt lovers. I’m spending much more time on my XC bike than my road bike nowadays, and while the mountain bike scene has changed a lot since I raced World Cups more than 10 years ago, there are some things that haven’t changed and I’m glad about it.

All the dusty colours of the rainbow

I was sitting at the bottom of Stromlo Forest Park at the Handlebar café, and on that Sunday morning the place was packed. There were kids and adults of all ages, sizes, ethnicities, and genders, all wearing a mishmash of colourful helmets, kits, bags, shoes, gloves, glasses, goggles, t-shirts, shorts, and lycra. There were current top end bikes, there were old clunkers, downhill bikes, XC bikes, trail bikes, jump bikes, BMX bikes, and balance bikes. Everyone looked dusty and happy, and there was not a clique to be seen.

While the road racing scene is slowly becoming more diverse and less traditional, the mountain biking community has always prided itself on its eccentric vibes. There are less rules to conform to, less requirement to wear the right look or have the latest equipment. Of-course we often still

www.ambmag.com.au

want the latest and greatest, but you can show up any day of the week to a group trail ride or a club race and no-one cares what you look like or what bike you ride, as long as you come with a smile, a sense of adventure, and a willingness to shred.

Shredding over shaming

Being a woman in a male dominated sport for most of my life has felt intimidating. Being part of the LGBTQI+ community also makes me feel vulnerable, but when I show up on my mountain bike I’ve always felt welcomed and seen for the individual I have always been, regardless of my gender and my sexuality. In fact, my gender and my sexuality are not the most interesting things about me, nor are they probably the most interesting thing about you dear reader.

What can you take away from all this? Don’t be afraid to show up to a mountain bike ride or race as your authentic self. If everyone is wearing matching factory kit and you prefer your tie-dye t-shirt? Wear it! If the group all have big trail bikes and you only have a cross-country bike?

Ride it! If you’re the only woman and worried you aren’t fast enough?

Show up, try your best, and I can guarantee someone will wait and encourage you. Mountain biking is for every size, every age, every gender, every cultural background, every budget, and every identity, and this is proven every weekend at every trail network across the world.

Thank you to mountain biking for all the years of being welcomed and included, and thank you AMB for welcoming and including people like myself in this incredibly fun and satisfying sport.

Now what long-travel trail bike should I get?

33

THE OLYMPICS NEEDS DOWNHILL WORDS CHRIS PANOZZO

L

PHOTO SAMANTHA SASKIA DUGON

ike me, I’m sure you watched as much Olympics as you could, even battling through those infomercial style sports updates on the rules of 3 on 3 basketball. Ummm, come again? Yes believe it or not a game you might play at recess when you were 12 is somehow now an Olympic sport. It’s an event where not even the U.S has entered a Men’s team, a nation that surely boasts the most pickup games on offer each day anywhere in the world.

Strange enough as it is, basketball has a lot in common with mountain biking at the moment, and at the same time, it doesn’t. For the major players in the NBA, the Olympics barely make it onto their radar of important things to consider, a choice they are free to make. It’s the same for top professional downhillers, then again, it’s not. Equally they don’t even consider the Olympics as something they should pay any attention to, but not out of choice. Whether or not athletes compete in the Olympics hasn’t had any effect on the NBA or it’s athlete’s ability to earn a dollar. If anything, it has made athletes more desirable for teams and effectively ensures the NBA remains the pinnacle of the sport.

So, does the same ring true for Downhill? Do we need the Olympics to justify the sport as legitimate? Or has Downhill grown big enough to do away with what we traditionally feel makes a sport legitimate? Well, even with its own problems, Downhill is definitely strong enough to stand just fine by itself without the Olympic Games. When the viewing figures were last publicly released back in 2018, 65 million eyes tuned into Redbull TV for World Cups in 2017. Admittedly this is a figure which covers both the XC and DH events. Still, these are hefty viewing figures pre-pandemic.

34

Now with the cycling boom across the world I’m sure those numbers are only sky rocketing. So, does Downhill really need the Games?

My answer is a definite yes. But not in the way we usually think about having sports included in the Games. Downhill doesn’t need the Olympics, the Olympics need Downhill. These half-hearted attempts by the Olympic committee to feel relevant, in what is a rapidly changing environment, is just sad. Downhill is a force of its own, and if it were to join the Olympics, then the mutual benefits would be huge for both.

The trickle-down effect for cycling would be monumental. The infrastructure funding around Olympic sports in Australia, especially in searching out for potential Gold medal winners while they are still in their early teens, is massive. Even if 1 cent out of every dollar that was spent on swimming in Australia was spent on bringing mountain biking to kids in schools, we would have a new World Champ every year, and three sets of medals every four years.

I guess now is the time to be optimistic, whether the discussion about Downhill ever reaches fruition, it might not matter, and here’s why. Ash Barty won Wimbledon, and nearly every girl in Australia signed up the next day to tennis classes. Ash unfortunately lost her first Olympic match in Tokyo, and everyone collectively said, ‘meh, she’s a Wimbledon Champ!’

For sports that disappear off the radar every four years the Olympics are a necessity, but at this point I’ve now made the case for and against Downhill in the Olympics. We don’t need it, but how good would it be if we were in the Games?! So where am I going with this? Oh, hang on, it’s recess, I’ll worry about that later, it's time for my game of 3 on 3.

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STOP DUMBING IT DOWN! WORDS CRAIG MEINICKE/BLUE SKY TRAILS

P

retty much as soon as a landowner or trail care group post about the improvements they have made to a section of trail, the howls of condemnation flow in. All trails have a lifespan. They get worn out and start to cause environmental impacts, create safety issues, or stop providing the riding experience required from the trail. The type of trail, soil type, amount of rock, climate, rainfall and use all determine when a trail needs a refresh.

Every 5-10 years, a trail will require a rebuild and it will alter the trail.

Calling that dumbing down is really a matter of perception, as most of the time the real trail is still hiding under the new surface. The evolution of a trail from a manicured flow surface with no clear lines, to preferred and optional lines developing with rocks and roots emerging and features wearing down give a trail its character over time. This is why trail managers and trail care groups do smaller maintenance activities that don’t alter the overall character of a trail. During an inevitable full refresh you lose your old trail, but you get a new one where you can help shape the character with every ride.

When a trail makeover is undertaken the builder is scorned because they start with an old, busted, worn out, janky trail that is full of ‘character’, and deliver a smooth trail, leaving riders unhappy.

Remember, the trail builder has a job to repair a trail within a client’s specifications. In order to get paid and to keep winning work, they need to deliver quality work. Quality in these situations is not measured by riders, but by the person signing the cheque. Trail builders are building a trail that will last another 5 years, with minimum maintenance and delivering the riding experience that the client wants.

Trail builders can be stuck between a rock and a hard place as shown in Brisbane at present where a trail builder is getting praised for the new trail network they have built in one area, while at the same time being criticised for the work they have done on an existing trail

www.ambmag.com.au

P H OTO N I C K WAY G O O D

elsewhere.

As a group, riders are vocal about wanting more technical and challenging trails. Bigger, longer, slacker bikes and improved knowledge and skills are all contributing to a riding group that needs more challenging trails. There are a couple of things I see that challenge this.

Many riders are like sheep and follow the same line and ignore more challenging lines on a trail.

You might say ‘this is not me, I ride everything’, but the lines on a trail tell you where 90% of riders are heading. We can’t be asking for more technical trails and then riding them like a flow trail.

Often, riders are dumbing down the trails by their bike choice. I recently heard a rider say ‘I used to like riding at XX until I bought this bike, now I find those trails boring’. The rider was on a high end 160mm enduro bike straight from the EWS circuit. Unless we are matching the bike we ride with the trail we are riding, we are ultimately dumbing down our riding experience before we even get on the trail. Speaking to a rider who has been in the sport a long time, he stated that in the early days they were riding essentially what we now look at as glorified fire trails. But they were on bikes with no, or very little suspension, skinny tyres, steep head angles and narrow bars. Almost every trail for them was a challenge.

Their main challenge was having any legitimate trails to ride.

We are now spoiled for choice for trails in most parts of Australia, but for some reason there is a tendency to jump on the dumbing down bandwagon at every opportunity. Trails will evolve, trails will be rebuilt, however the character of a trail in most cases will prevail, purely because of the type of trail it is and where a trail is built. Take the time to understand why changes have been made to your local trails before jumping on the bandwagon. And if you are finding your riding is getting a bit stale it might be time to dust off that old hardtail and see how dumb some trails really are.

37

I

f you’re reading this magazine, you probably think mountain biking is fantastic. Perhaps you’ve encouraged friends and family to give riding a go, and some of them have probably stuck at it.

There’s no doubt mountain biking is absolutely booming right now with plenty of new faces from all backgrounds on the trails, which is great to see.

One user group that’s growing rapidly are adaptive mountain bikers.

If you don’t know what adaptive mountain biking is, it allows people who aren’t able to ride a regular bike for a range of reasons to enjoy the thrill of mountain biking.

There’s a range of adaptive bikes that suit people with differing levels of need. In this article I talked with three organisations who’re working hard to increase participation in adaptive mountain biking.

Break the Boundary Break the Boundary (BTB) are a not-for-profit organisation founded in 2012 that advocate for the inclusion of people with physical and neurological disabilities in mountain biking. They’re the leaders in Australia’s adaptive space with their physical hub at Kalamunda in Perth, and a small but committed group of volunteers who’re working hard to run clinics, programmes, one on one sessions, and apply for government grants.

I spoke with Wade Jarvis, BTB’s Deputy Chairperson, Auscycling and Adaptive Coach to learn more about the challenges faced with adaptive mountain biking, and what the future looks like. According to Wade, more and more people are giving adaptive mountain biking a go.

‘We have all sorts of people coming to our Kalamunda trail hub, and with our ten electric assist bikes we’re able to cater to a range of different needs. We’ve also got the first targeted participation program for adaptive mountain biking running right now, which is a 2-day free program funded by the West Australian Government to allow people to give adaptive riding a go.’

As people’s needs differ greatly, BTB’s fleet of ten electric assist adaptive bikes allow them to get more people out riding, and there’s plans to add more bikes to the fleet.

‘The electric assist is great as it allows us to get the most amount of people out on the trails. Our volunteer mechanics convert some of our bikes to eBikes, and we’ve had manufacturers contact us for direct feedback so they can improve models into the future! We’ve got a broad spectrum of bikes in our fleet, and there’s another

WORDS WILL SHAW

38

one coming that’s joystick operated, which will get more people out there.

Whilst our vision is that people could have their own bike, at around $23,000 these bikes are pretty cost prohibitive currently, which is why funding is so important,’ There is growing interest nationally in facilitating adaptive mountain biking by assessing trails, providing amenities, and in some cases a physical hub like BTB’s Kalamunda facility.

‘We’re seeing more and more interest nationally to cater to adaptive mountain biking. Lake Mountain Alpine Resort (LMAR) in Victoria is the Victorian hub for BTB, and they’ll have bikes as well as a building for storage and socialising like our Kalamunda site. We’ve had adaptive riders involved in the consultation around

PHO T OS AUSCYCLING, BRE AKING T HE BOUNDARY, SUE HENDY

trails and amenities at LMAR (who just received some major Victorian Government funding), and this will continue in the future. Andrew (BTB’s founder Andrew Liddawi) and I are hoping to head over to Victoria around November to check out the trails and amenities on offer. For adaptive mountain biking the amenities are almost as important as the trails themselves, so Andrew has created a world first rating system that allows trail destinations to be audited to assess if they’re adaptive suitable.’

The interest goes further than just Victoria.

BTB are in talks with the Sunshine Coast Council regarding the Sugar Bag Road Mountain Bike Trails, who’re also keen to be an official partner of BTB in Queensland. Back in WA, Wade says the Goat Farm have recently opened an adaptive specific trail called Breaking Boundaries.

‘The Goat Farm has always been a real patchy trail network, but they’ve recently put in some major development work that has included an adaptive friendly loop, with the descending trail being called Breaking Boundaries, which is cool to see. It will be great to see big black lines and adaptive lines in the same network!’

If you headed over to BTB’s website (www. breaktheboundary.com.au) or checked out their Kalamunda hub you’d be surprised to learn that it’s a completely volunteer operated operation (as well as being a not-for-profit organisation that accepts tax deductible donations). Wade says that whilst BTB being able to function at such a high level is due to a few dedicated volunteers pouring lots of time, effort, and

expertise in various areas, it’s so rewarding what they get back for their efforts.

‘I get more from helping these people than they get from me. Every time I go out riding with someone it’s incredible to see the enjoyment they get from a ride or tackling a trail feature.

They’re so engaged with the process and at the end of the day we’re all mountain bikers, so we should all enjoy riding together.’

Wade says that if you see an adaptive mountain biker on the trail, having a chat with them or riding with them could have a bigger impact than you think.

‘Sometimes as mountain bikers’ people can be quite blinkered regarding who they ride with.

If you see an adaptive rider when you’re out riding, why not have a chat with them or ride with them?’

Lake Mountain Alpine Resort Lake Mountain Alpine Resort is the Break the Boundary hub for Victoria, and they’re getting behind adaptive mountain biking in a big way.

They’re creating adaptive mountain bike friendly trails as well as welcoming adaptive mountain bikers of all skill levels, and I spoke to their Visitor Experience Supervisor Sue Hendy to find out more. Sue says that mountain biking as a whole is growing at Lake Mountain, and they want to cater to every user group with their trail network and amenities.

‘Mountain biking has been growing rapidly at Lake Mountain. We’ve got a variety of trails here, and the feedback from all users is that the trails are awesome. We’ve got our flagship Cascades Trail, which is 30 kilometres long and drops more than 1300 vertical metres. A few

39

weeks ago we had a group of adaptive riders down Cascades, and they had an awesome time judging by the fist pumping at the pub afterwards! On the other end of the spectrum, we’ve put in an all-abilities trail that’s great for a wide variety of users from adaptive riders to families that aren’t super experienced off road.’

Sue says that approaching Break the Boundary was a logical step to get a better understanding around the needs of adaptive mountain bikers.

‘One of my roles at Lake Mountain is to ensure our services cater to all members of the community. I couldn’t think of a reason why we wouldn’t want to partner with Break the Boundary, and I’m proud to announce that Lake Mountain is the Break the Boundary hub for Victoria. This means we’ll have bikes for people to come and try, volunteers to go riding with them, and obviously plenty of trails for them to enjoy!’

Sue says that Lake Mountain have big plans for adaptive riding moving forward.

‘We’re launching an adaptive mountain bike program in November. We’ll be working with hospital staff who’re introducing rehab patients to new activities. We’ll be hosting come and try days, and the physical hub will be great for these events as well as just people meeting up, working on bikes, and riding bikes. We’re also looking at our existing trail network and making alterations for adaptive riding where necessary.’

The Handlebar Café and Cycle City Hire Another group that’s committed to overcoming the limitations placed on adaptive mountain biking are the owners of the Handlebar Café and Cycle City Hire, which are popular businesses located in Canberra’s world-renowned Stromlo Forest Park. The owners of these businesses have donated $6000 and are trying to crowdfund $60,000 in total to get two Bowhead Adaptive eMTB bikes custom made. These bikes will be available for people to enjoy free of charge.

Rowan Cumming is a co-owner of the Handlebar Café and Cycle City Hire, and I spoke to him about their ambitious plan. He said the idea for sourcing the Bowhead adaptive eBikes came about as the owners wanted to give back to the community and make mountain biking at 40

Mt Stromlo more inclusive.

‘The owners of The Handlebar and Cycle City Hire have been enjoying riding at Mt Stromlo for decades. Since we opened our businesses, we’ve been overwhelmed by the support of the mountain bike community, and we wanted to give back. Initially we were tossing around the idea of specific adaptive mountain bike trails at Stromlo, but then we came across the Bowhead bikes. The beauty of the Bowhead bikes is that they’re designed to ride on regular trails, as the width of the two front wheels is only as wide as a set of handlebars.’

Using adaptive eBikes is another big advantage in furthering accessibility, says Rowan.

‘Most of the riding at Stromlo is a loop format, with a climb from the carpark followed by a descent. We want riders to be able to experience the full spectrum of trails on offer at without needing a shuttle, and the eBikes make this much more attainable.’

If you head to the Bowhead website, not only will you see riders nailing technical singletrack aboard their bikes, but you’ll also notice that there’s a heap of options when it comes to the bikes and what kind of rider they’ll suit. Rowan

says Bowhead have been incredibly helpful in pointing them in the right direction regarding what type of bikes would be best for the broadest number of riders.

‘From our discussions with Bowhead they’ve been pretty forthcoming regarding what a good starting point is in terms of the bike. From the people we’ve spoken to with experience in this space we’ve been told to focus on the people rather than the bike. To this end RideTechnics have come on board to create an introductory course free of charge to get riders familiar with the bike before setting off. The initial phases will of course be a learning process for all of us, but we’ve already had interest in the bikes which is great.’

There are several organisations working in the adaptive mountain bike space in Australia.

Break the Boundary and Access Adventures are both fantastic organisations supporting adaptive mountain biking. Rowan says they’re keen to get these organisations involved with events when the bikes arrive.

‘Once we’ve got the bikes, we’re keen to partner with the organisations that already exist and do a great job in this space. We’ve had some discussions around travelling to other events like Cannonball as well, and working with the organisers to host an adaptive race on the Flow trail,’ Whilst there’s a long way to go before they reach their goal of $60,000 to fund two bikes, Rowan says they’re aiming high and starting off with two bikes because who can deny that it’s not more fun riding with mates!

‘I think most people would agree that the best rides are with mates. You’re in the bush getting some green time, exercise, and an experience in nature that you don’t get all that often in everyday life as an adult. For people living with a disability this can be even more difficult, so we’re going to keep pushing our fundraising to give this opportunity to as many people as possible.’

There are many challenges for adaptive mtb in terms of trail and equipment access, trail construction, and trailside amenities. With organisations like Break the Boundary, riding destinations like Lake Mountain and passionate local businesses like the Handlebar Café/Cycle City Hire however, there’s no doubt adaptive mountain biking will continue to grow in Australia!

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The Ins and Outs of

CLUB RACING

THREE LESSONS LEARNED BY A ROOKIE RACE DIRECTOR

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WORDS LEO CERDA / PHOTOS NICK WAYGOOD AND MIKE BLEWITT

recently moved to Margaret River and, being new to town, joined the local mountain bike club to make some friends. At the first club meeting I put my hand up to join the committee and became the de-facto organiser for the upcoming club race which was part of Western Australia’s XCO State Series run in conjunction with Perth MTB Club.

I’d been to plenty of big marathon (XCM) events when I lived on the east coast but had only been to smaller club races a handful of times. Whether they were run by for-profit companies or volunteer-led clubs, I just paid my entry fee, turned up, raced, went home, checked the results, and; signed up for the next one. Sure, some events were better than others, but I had never stopped to think about the effort that goes into organising a race. During that time I also witnessed how many well established XC events were disappearing.

Had everyone flocked to Gravity Enduro?

Was anyone going to turn up to the XC race I was organising?

I’ve done plenty of complicated things at work before but the biggest “sporting event” I had organised was going on a big ride with a bunch of mates. Pretty quickly I started to realise that I didn’t

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have a clue about what I was doing, and that I was going to need help from those who had done this before me. Call me consciously incompetent.

Like other clubs, this event would be a big fundraiser for the club’s growing trail maintenance budget. With a huge number of trails coming online around Australia - and upkeep falling in the hands of local clubs - raising funds for trail maintenance has never been more important.

All said and told, my debut as race director went really well: no hiccups on the day, lots of good feedback about the course, loads of volunteer support, and it raised a decent amount for the club to put towards trail maintenance.

Here are three lessons I learned which will hopefully encourage you to get involved and help your club with their next event:

Lesson #1: Hail the unsung heroes

Club races would not happen without volunteers. Events run by for-profit companies would not happen without volunteers. Volunteers are everywhere: in jobs big and small, giving up their weekends, opening their paddocks,

Lesson #2: Plan early, start chipping away and be prepared for red tape

Organising a race is a lot like planning a wedding: there are a lot of small things which need to converge precisely on the same day for a couple of hours to entertain a group of people. Each one of those things requires a small decision, made with enough time in advance so that you are able to piece everything together and bring to life the experience that you had in mind. At least there is no Bridezilla.

I heard from a few people - and learned first hand - that organising events is getting harder due to the increasing amount of red tape and permits required: Council permits, National Park permits, Event Management Plans, Traffic Management Plan, Covid Safety Plan, Ambulances, toilets, food trucks, timing system, PA system, water, to name a few. I don’t want to discourage you, but organising a race relies more on your form-filling skills than on your mountain biking prowess.

Suffice to say that no one is waiting for you to turn up and organise a mountain bike race. Everyone is “supportive” and no one is opposing it, but the amount of jumping through hoops we had to go through was surprising to me. And that’s coming from someone who’s worked their entire life in huge bureaucratic organisations filled with red tape. Get help from those who’ve done it before you, they’ll know the process. Copy and paste.

Lesson #3: Nail the course design

lending their gazebos, sizzling sausages, handing out lollies, marshalling intersections, directing car parking... and on and on I could go. Get your volunteers sorted early.

My biggest learning from this experience is that it would not have been possible without a lot of help from a lot of people. I may have been playing the coordinating role, making sure that all the bits and pieces were sorted in the lead up to the event, but I never would have made it had it not been for the club’s members who stepped up to help when it mattered.

I spoke to a few people after the race to get their opinion on what drives them to volunteer. Taking an active role in your local club is not for everyone, but I’ve realised that there is a disproportionate effort made by a few for the benefit of others. It got me thinking about the motivation behind these acts of selflessness in a time where many

people in big cities barely know their neighbours and the notion of community seems to be taking a tumble.

People volunteer for lots of different reasons: some were brought up by volunteering parents, while others do it for their kids. Everyone agrees, though, that they want to give back to a sport they love and that’s given them so much. A labour of love, if you will. But being generous has its limits. Is it fair to always expect the same people to work for free - to make these events happen?

How do you avoid volunteer burnout?

The answer is simple: get involved with your club. Whether you’re a racer or a casual rider, you can do your bit: offer your time & skills, turn up to dig days or join the committee. Help is definitely needed. At the very least, sign up and race!

Never take for granted the effort that others put in to make these events happen for you.

I had no clue about the official rules or course requirements for an XCO event.

How hard could it be? Big lap + lots of climbing + technical sections = great course, right? Nailing the course design took a lot of back and forth, but it turned out to be the highlight of the event.

Get help from people with deep knowledge of the trails where you intend to run the event as they’ll have good ideas about linking trail sections.

Likewise, make sure you get feedback from people who have raced at an elite amateur level as it’ll ensure that your course is action-packed for everyone.

Finally, put effort into bunting and course marking as it will give the riders a great experience on race day.

If there’s one thing you don’t want to skimp on, it’s course design! No one remembers whether the toilets were clean, but everyone will remember if they had an awesome ride.

PS: Big thanks to everyone from MRORCA & PMBC who helped with the event and also shared their thoughts for this article. I couldn’t have done it without you!

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WORDS WILL SHAW IMAGES NICK WAYGOOD, GEORGINA VON MARBURG, WILL SHAW, GIANT FACTORY OFF ROAD TEAM If you’re an eBike owner, chances are you’ve been riding more trails than ever before. Whilst it’s amazing covering double, if not triple the distance in the same ride, your component choices become far more important due to this additional wear and tear. There are some upgrades for your eBike that’ll make a big difference both on the trail and to your wallet. While I can certainly relate to the average Joes out there, I reached out to Josh Carlson for an insight into how a professional eMTB athlete goes about extracting maximum eBike performance.

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BIG BRAKES AND ROTORS Most eBikes are a fair bit heavier than a standard trail bike. As a basic guide, for a similarly specced enduro eBike versus a regular enduro bike, you’re probably looking at 25kg versus 15kg. In the case of my size large 29” enduro bike versus my size large 29” eBike, it’s more like 16.5kg versus 26.5kg. Whilst the additional weight of an eBike is handy in some sections of trail, all this extra weight still needs to be slowed down at some stage!

Most manufacturers are aware of this and offer 200mm rotors front and rear on their long travel eBikes. Most eBikes also come with 4-pot brakes, although some lower end models may opt for a 4-pot caliper on the front paired with a 2-pot caliper on the rear. If you’re struggling with rear braking power, upgrading the caliper to a 4-pot option is a sure bet.

On the brake pad material side things are a bit more variable, and I’ve had the best luck over 3 years of eBike riding using metallic pads due to their consistent power in all weather conditions. Josh says that whilst the modulation and silence offered by organic pads is his choice for maximum performance, metallic pads make lots of sense for everyday riders.

‘For the average consumer metallic pads are great as they offer increased longevity. eBikes destroy parts rapidly as you’re doing three times the riding on any given ride. Whilst metallic can make more noise, they work and last a long time no matter if it’s hot, cold, wet, or dry.’

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EBIKE SPECIFIC DRIVETRAIN COMPONENTS It was 2016 when SRAM brought their EX1 drivetrain onto the market.

EX1 was a unique drivetrain at the time, offering 8 gears via a single click shifter that aimed to improve reliability and durability. While EX1 never really gained traction, the idea was a solid one and I’d expect in the future we’ll see more eBike specific drivetrain offerings from SRAM. Earlier in 2021 Shimano brought their Linkglide range to the market.

The idea is similar to EX1, a more reliable and durable drivetrain designed specifically for the increased torque provided by an eBike motor. I’ve spent a bit of time aboard the XT level Linkglide componentry, and the overall performance has a very robust feel about it. Unfortunately, Linkglide components aren’t cross compatible with ‘regular’ Shimano componentry, so if you wanted to upgrade your drivetrain to a Linkglide one you’d require a shifter, derailleur, and cassette. If you’re the kind of rider who runs their drivetrain into the ground before replacing it, going from a regular Shimano drivetrain (you’ll need a rear wheel with an older style HG freehub) to a Linkglide one would be a smart move from both a financial and reliability perspective.

If you’re not able to swap your whole drivetrain over, a good way of lowering your eBike maintenance costs is to use cheaper cassettes and chains where possible. Josh says both Linkglide and using lower end componentry where possible are good ideas.

‘I haven’t tried Linkglide yet as I’ve been using XTR componentry to prepare for the upcoming race season. I’ve heard great reviews though, and another benefit of Shimano componentry is that you can replace a worn XT cassette with an SLX level one. You’ll save some money and despite being slightly lower end these parts still work really well.’ And hey, even Deore 12-speed is compatible!

PERFORMING SOFTWARE UPDATES ON YOUR EBIKE The concept of plugging your bike into a computer for a ‘service’ is something I still find strange. If you’re not sure what I’m talking about, ask your bike shop next time you’re in there if there’s any software updates available for your eBike. Motor brands are updating their products’ software regularly. Last year Bosch released an update that increased their top-of-the-line Performance Line CX Motor’s torque from 75Nm to 85Nm, all via a software update. They also released their eMTB mode via a software update, which is the best mode for mountain biking if you’re running a Bosch Motor. They have also just added Tour+ as well.

Specialized are much the same in terms of constant improvement and regular software updates. Their Mission Control App will tell riders when it’s time for a software update. Shimano are in the same boat, with app and computer compatibility when it comes to updates.

If you’ve never updated your eBikes’ software, it’s well worth a visit to your local bike shop or checking your motor’s app to see if an update is available. Josh’s Giant eBikes use motors designed in conjunction with Yamaha, and Josh says staying on top of software updates is an easy way to maximise the performance of your eMTB.

SADDLES If you’re also a bit cynical regarding the need for an ‘eBike’ saddle, we’re in the same boat. If you’ve got a comfortable saddle that you’ve ridden for years and you’re hopping on an eBike for the first time, you mightn’t experience any issues. Despite this, riding an eBike does place unique demands on your saddle, including the increased time you’re able to spend seated when climbing and riding undulating terrain, as well as the much steeper climbs you can ride compared to a regular bike.

As a result of these unique demands there’s now a plethora of eBike specific saddles on the market. There’s options from PRO, Ergon, Fi’zi:k, and Selle Italia to name a few. They often feature more support than traditional saddles, and a dropped nose to accommodate climbing in steeper terrain. Further support for climbing steep terrain is achieved by raising the rear of the saddle to avoid slippage. I recently rode Canyon’s SD:ON saddle that came on their Spectral:ON CF8, and the raised rear was noticeably useful when trying to get up ultra-steep terrain in the saddle.

If you’re having issues with your current eBike saddle, whilst it’s always a personal choice and other factors like the width of the saddle are important, I have found the specific features of eBike saddles to be genuinely useful out on the trail. Josh says that whilst he isn’t on an eMTB specific saddle, saddle choice on an eMTB is critical.

‘On an eBike you move around the saddle a fair bit more than you do on a regular bike, particularly when you’re climbing. As eMTB continues to grow I think we’ll see more and more eBike specific components like this that are adapted to the unique demands of eMTB.’

‘We’re always developing new products as part of the Global Giant Factory Off-Road Team, and our feedback helps improve the eMTBs of the future to provide a better ride experience. There’s new motor updates coming out all the time, I’ll check my phone a couple of times a week to make sure my software is up to date.’

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EBIKE MODE SELECTION/ POWER TUNING Earlier this year I wrote an article explaining the major motor manufacturers’ systems, as well as how you can optimise the system you’ve got to best fit your riding style. Whilst Bosch doesn’t give you the option to alter the assistance profiles of their modes, the modes they have on offer do a great job.

Between Eco, Tour+, eMTB, and Turbo, you’re offered the full spectrum of power.

There’s the battery conserving Eco for an all-day ride, right the way through to Turbo’s full power that’ll give you maximum metres in an hour of self-shuttling.

Shimano and Specialized take it a step further in terms of customisation, with phone apps allowing you to tweak your eBikes’ power profiles via Bluetooth while you’re out on the trail. Specialized’s Mission Control App takes the cake here, with endless customisation options in an easyto-understand format. Shimano’s offering is also great, and I’d only expect it to get better in the coming years.

Josh says that at the professional level changing modes is as important as changing gears.

‘I change my modes while I’m riding as often as I’m changing gears or dropping my seatpost. I’ll change the modes during a descent to reduce battery usage, and then turn the power back up right before I need it. I’ve just returned from a stint of eBike racing in Europe and battery management is critical, so having features on the Yamaha motor like a clutch mechanism that allows you to pedal freely above 25kmph is a definite advantage.’

BATTERY SIZE If you bought your eBike pre-2020, you’ve probably got a 500Wh battery on your bike. Whilst 500Wh is plenty of juice to go for a solid ride, manufacturers are going higher and higher (Bosch’s biggest battery is 625Wh, Shimano are at 630Wh, and Specialized are up to 700Wh and the new Norco eMTBs can use a huge 900Wh battery!). Whilst it’s easy to think a bigger Watt hour measurement guarantees more range; motor efficiency, mode usage, and a range of other factors will determine how much riding you’ll actually get out of a single charge.

If you’re heading out for massive rides, away on holidays without a power source, or riding with a mate on the same motor system a second battery can make a lot of sense. Whilst they’re not cheap (expect to pay around $1000 for a second battery), they can reduce anxiety on big rides both solo and in a group, as it’s highly unlikely people will chew through their battery at the same speed. Buying a second battery is also far cheaper than getting a whole new eBike for a few extra watt hours!

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SUSPENSION SETUP Suspension setup is critical on any bike, and your eBike is no different. Once again, the eBikes’ significant additional weight plays a part in your setup, as you’ll need higher spring rates front and rear from the outset. Josh says that suspension setup on an eBike is even more crucial than it is on a regular bike in some respects.

‘If anything, it’s become more crucial than ever. You’re dealing with an additional 7-10kg of bike weight from the outset, and the biggest mistake I see is people transferring their suspension settings from a regular bike to an eBike.

This makes their suspension too soft, and they wonder why they’re getting flat tyres and broken wheels.

A big improvement in eMTB suspension setup has been eBike suspension that’s tuned from the factory with compression and rebound characteristics to suit eBikes specifically. This was something I noticed when I first started riding the Fox 38, it’s a product that suits the eBike market perfectly. Your suspension still needs to be setup properly though, and if this is something you’re unsure about it’s worth talking to your local shop and working on your setup.’

HEAVIER CASING TYRES AND INSERTS While you don’t want your eBike to be any heavier than it needs to be, riding around with some additional tyre weight is much easier on an eBike compared to a regular bike. It’s also necessary most of the time, as slamming your wheels into obstacles with the additional weight of the bike is a flat tyre waiting to happen. I’d recommend going up at least one level in casing in whatever tyre brand you run, and an insert in the rear isn’t a bad idea either.

Josh says that whilst inserts are great, proper suspension setup is critical to getting the most out of your tyres and wheels.

‘CushCore inserts help to protect your wheels and offer a great ride feel. As a consumer if you spend that much money on your wheels and bike then CushCore is a no brainer. It gives you a backup to get home and not ruin your tyre and wheel. Despite this, sometimes when people are destroying rear tyres and wheels it’s because their suspension isn’t setup properly. If you’re bottoming out all the time that’s a lot of force transferred to your frame, rear wheel, and tyre.’

Over the course of my chat with Josh, I thought this quote was a great takeaway for both new and experienced eBike riders.

‘A lot of people underestimate how much more they’re riding on an eBike. They’re doing 3 – 4 times more riding than they’ve ever done in the same time. All this extra riding is improving their skills and placing more strain on their components. Riders need to consider this when it comes to their eBike component choices for both performance and longevity.’

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Drive & determination CAM IVORY’S PURSUIT OF PERFECTION

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omewhere in the bushland that skirted his Newcastle family property, a skinny 12-year-old surveyed a rickety, home-made jump. This was the latest creation that he and his mates had devised, and it was his turn to be the test pilot. Committing 110% to the jump, the confessed “full BMX bandit” overshot the landing and his bike slammed into the flat earth. Arms buckling with the force of impact, his chin collapsed onto the handlebars, smashing his top teeth as they went through the bottom lip.

Meet Cam Ivory. Saying he’s no stranger to adversity is a slight understatement. Cam is one of the hardest working and quietly relentless athletes on the mountain bike circuit, and his pure love for racing has belittled the otherwise significant setbacks in his career. From national titles to the world stage, Cam’s achievements have recently set the bar for XC racing in Australia. As with any successful athlete, onlookers are inevitably tempted to focus on the tip of the iceberg – to spotlight results, envy lifestyles, or nitpick failures. But Cam’s story is hardly glamourous, and our ensuing conversation uncovered the grit and perseverance that underpins his journey.

Early years

After the little incident mentioned earlier, Cam was repaired with stitches and tooth caps. But he quickly put this trauma behind him and hopped on the bike again, as 12-year-olds do.

He was determined to pursue the more extreme aspects of two-wheels, and seemingly by whatever means necessary. For the next few years, Cam would continue dirt-jumping and DH aboard his trusty BMX, pushed even further when his friends upgraded to engines. “I wasn’t allowed to get a motorbike, so I used to chase after them on the BMX bike.” A reasonable compromise.

At 14-years-old, Cam acquired his first mountain bike. Deterred by the comparatively exorbitant price of DH bikes, he was forced to settle for an XC rig. But Cam wasn’t funneled into a niche sport at the expense of all others. “Throughout my childhood, I just played as much sport as I could: soccer, athletics, cricket, tennis, touch-footy – any sport I could play, I was there through summer and winter.” A well-rounded athlete, Cam was driven by an innate competitiveness and passion for sport. “I was out digging and riding

WORDS GEORGINA VON MARBURG PHOTOS NICK WAYGOOD, ANDY ROGERS, MARGARETE OTI, MURILO MATTOS, MIKE BLEWITT

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jumps with the local neighborhood kids just because I loved it. Eventually I worked out I was actually pretty good at mountain biking.”

Armed with the capabilities of his first real mountain bike, naturally Cam wanted to start racing it. “I lined up for my first club event with Hunter Mountain Bike Association in Killingworth in Dunlop Volleys, boardshorts, and a t-shirt.” After downing a Coke and Boost bar on the start line, Cam claimed his first E-Grade win and then rode an extra lap – just for fun.

The next years of club and state racing saw him bar-to-bar with Trenton Day, who would become his junior rival and best mate. Then in 2009, some kid by the name of Brendan Johnston had to withdraw from the National Junior MTB camp in Tasmania after breaking his collarbone.

Having initially missed selection for this camp, Cam was asked to fill Brendan’s place. He wasted no time taking advantage of the opportunity; after producing excellent results during the camp’s testing, Cam returned home with the news he was Europe-bound with the Junior National team.

Setting back the setbacks

As a Junior, Cam felt somewhat underdeveloped compared to his cohort. “There were guys with beards [in Juniors], and I was like, ‘what?

How do you have a beard!’” he laughs. Despite several podiums and a national series win, Cam knew his potential was barely fulfilled. But fast forward several maturing years, and Cam had secured the U23 National Champs jersey.

After racing Glasgow Commonwealth Games in 2014, Cam was doing everything possible to make selection for the 2016 Rio Olympic Games.

Competing at Glasgow and World Cups made him an ideal candidate for the biggest stage. “I had that experience and I wanted to use it for the next Games, whether that was Olympic or Commonwealth.” Chomping at the bit, he was in form and ticking boxes.

Several days before the Olympic team was announced, Cam was in Nove Mesto preparing for the XCO World Championship. He was called down from his accommodation to meet with one of the team selectors.

But it was not the news he and his family had been hoping for; Cam had been omitted from the Aussie Olympic team. “[After] I found out, I had to ride all the way back up the hill to my accommodation, and that

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felt like I was climbing Alpe d’Huez or something… with all of those thoughts going through my head - it was only a 15 minute ride home but it went on for hours.” Most elite athletes will only come across several Olympic opportunities in their lifetime, and even fewer if you’re an Aussie mountain biker.

But what Cam did next is a credit to his maturity and fortitudinous.

Focusing on the imminent task rather than the devastating news, Cam posted incredibly consistent lap times at World Champs several days later. “I thought if I get emotional and try to use that in a race, then it would probably just backfire on me. I just used the legs that I had.”

Cam’s proudest moment would arrive in due course several years later.

After signing with Trek-Shimano in 2018, he took the Elite National XCO title, vanquishing Dan McConnell who had long been the undefeated king of XCO in Australia. “[XCO Nationals] is something that so many people work towards during their XC career, and it was something that I had been working towards for a long time as well.” Reflecting on the days leading up to the race, “I was just so excited for the whole week…

I couldn’t wait until race day. I was cutting [practice] laps and having to force myself off the course.” It’s reminiscent of the same kid who rode an extra lap for fun after his first clubbie. “I was just having a good time. I didn’t sleep much the night before because I was so excited.”

This victory was swiftly followed by a National Marathon title, defeating the then 3x XCM champion Brendan “Trekky” Johnston – the Brendan Johnston who had gifted him a spot at the Junior camp in Tassie. With the memories of Olympic rejection far behind him, Cam was now vying for 2018 Commonwealth Games selection. He was adamant that years of hard work and national jerseys would finally allow him to don the green and gold. But while Cycling Australia was allocated 3 entries to the Men’s XCO in Nerang, they decided to only send the highly experienced Dan McConnell. Once again, Cam was omitted from the team. “I’m not annoyed they sent Dan; I’m annoyed they didn’t send both of us.”

Most in Cam’s situation would, at this point, feel the world is against them. But Cam isn’t like most people; he’s not one to be overcome with resentment or despair in the face of seemingly unfair setbacks. Instead he turned his attention to the next goal: Cape Epic, the Tour de France of XC

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racing. The (in)famous pairs stage race occurs in South Africa each year, lasting 8 days and covering over 700km of mountainous terrain. Brendan Johnston had been targeting the event for some time, and he knew Cam was the most capable teammate given his recent national titles. But Cam’s enthusiasm had its pitfalls, and just like his homemade BMX jump, he overshot this target as well. “For some reason I feel like I over-trained going into it… it was like my body shut down in the taper. I could not ride the way I wanted. My power numbers were nowhere near where they should have been, and I was pretty disappointed in that.” The Western Cape of South Africa is merciless on faltering legs, and Cam brought very few matches to burn. “To do it with Trekky was awesome… we’re good mates and should have been at a similar level – but he was absolutely flying, and I was barely able to hold him.”

It’s been difficult to overcome their missed opportunity at Cape Epic; believing they were capable of more, Cam feels his lack of form stifled their endeavor. But time heals all wounds, and Cam chuckles nostalgically as he recounts the hardship. “[After] the first marathon stage, we both finished and said ‘that is the hardest marathon we’ve ever done.’ Then we finished stage 2 and said ‘wow – that is the hardest marathon we’ve ever done.” Despite the grueling ordeal, Cam says he’d relish the opportunity to return. “As much as I was hating the conditions at the time… I look back on them now, and I’d love to do it again.”

Realities of Daily Life

Amidst all the success and adversities at the highest level of sport, it’s easy to forget Cam is not a paid professional. While receiving material support from sponsors and the ever-present Trek-Shimano XC team, Cam hustles daily to pay his way. He’s pragmatic and businesslike about his work, void of the luring sense of entitlement that can afflict semipros. Currently he works 9am-5:30pm at Bicycle Express, a local bike shop in Adelaide. Before that, he was packing shelves at Woolworths for nearly ten years; few among us can say we’ve committed ten years to any job. Furthermore, Cam recently completed a degree in construction management, after finishing his diploma in mechanical engineering.

He had even dedicated time between Cape Epic stages to complete the homework. “I always wanted something ticking along in the background because the chances of me hitting the big-time in cycling are pretty slim.”

He’s brutally honest for someone so accomplished in their sport. “I hear a lot of juniors these days say, ‘I’m just full-time riding.’” But Cam’s advice is to have a contingency plan, whether that’s work or study. “The time you put into that gets your mind off the bike for a little bit, which is healthy.”

Outside of work, Cam takes his mind off bikes by honing his barista skills. When travelling, the 8-a-day fanatic will pack scales and a bean grinder “that’s all tuned in the way I like it.” For those curious about his home setup, Cam currently uses Trekky’s old machine. “I can’t really justify spending $3k or $4k on a new coffee machine, when that’s like return flights to Europe,” he laughs. Nevertheless, he’s serious about pursuing this passion, having even completed some coffee roasting sessions. “I’ve always had this dream of opening a café at some point in life, with a coffee roaster attached to it… might use my construction management degree to build one up.” We’ll undoubtedly see Ivory Beans on shelves soon.

Cam being Cam

Throughout his career, Cam has habitually extinguished the smouldering effects of rejection and defeat. Perhaps it’s a matter of personality, but perhaps it’s also a matter of riding for the right reasons: Cam’s sincere love for mountain biking endures whether he’s winning or losing. Even a series of grim fractures and concussions over the last twelve months were unable to dim his spirit. Assessing his plans for the future, Cam is hungry for more World Cup action. “I’d hate to add up how much money I’ve spent on all of this over the years,” he laughs. “But I’m not done with international racing yet… I just love doing it and that’s why I’ve kept doing it over the years.” Nor has he given up on the quest to represent Australia, “I’m still hopeful that I might get to go to another Games and be in good form.” For now however, you’ll find him fixing flats at the local bike shop, then riding home with a couple pizzas after a late-night training session – it’s the humble reality that bookends success.

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WORDS STEFFI MARTH

PHOTOS MARCO FISCHER

Fotos: Marco Fischer Text: Steffi Marth

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s the fourth biggest and most populated country in the world, China loves the superlatives. This place as almost as big as the whole of Europe. China isn´t only an economic and technological super power, it also seeks influence in the world´s politics and even space. Not much information gets revealed out of this communist, one-party authoritarian state and vice-versa not that much comes in from the western world. Human rights is one issue but today we want to have a look into the beauty of this country´s landscape, people and culture.

With the absolutely amazing Himalaya mountains in sight, also topographically China has it all.

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I’m a winter refugee and I like to be comfortably warm all year round. As soon as the first snowflakes fall here, I get on the plane and head south. I’m not proud of it.

But I find the cold terrible. In 1953 Edmund Hillary and Tenzing Norgay first climbed Mount Everest in cotton clothing. I’ve packed my high-tech merino wool underpants because we will be camping over 3000m in December. Yes, we actually want to go to the Chinese Himalayas in winter and yes, we also want to camp! So we start in the province of Yunnan to explore the Sino-Tibetan highlands on our Trek Fuel EX bikes.

INTERNATIONAL HURDLES Getting the Chinese visa is the first hurdle we almost embarrassingly failed. It was also outrageously expensive. As the “organiser” and “calculator”, the bumpy start made me feel very bad. I had completely put travel planning in the hands of Frank, a Dutchman living in China and our tour operator. When we arrived at Beijing Airport, we realised what a great adventure we were facing. Photographer Marco, filmer Alex, my Swiss team colleague Nathalie Schneitter (right) and I are all somewhat strangers, and here we were in a very foreign country. It is uncertain which route, flights and car journeys we will take. With the hectic rush to organise

travel, packing, Visa , check-in, etc. I have completely lost track of everything. It’s a very daunting prospect.

The journey starts after four hours flying south-west of Beijing in Kunming - the capital of Yunnan Province. A taxi awaits us at the airport; the driver is obviously overwhelmed by our bike luggage. In a city with a couple of million inhabitants, we have to leave our bikes behind to continue traveling by fast train because bikes aren´t allowed on the train. We have no choice but to trust that our tour guide Frank has the chaos under control from far away as we still don´t know if he is a real person or if it´s all just a big scam.

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A FRESH START We wake up in a small Chinese hotel outside the big city of Dali. Relief came over us to find that our bike boxes are already in the courtyard when we pushed the curtains in our room aside to welcome the day. It’s sunny but freezing.

Our electric blankets gave us a warm, deep sleep in the otherwise completely unheated hotel room. On the way towards the mountain we visit a small village, where elderly women in traditional dress practice handcrafts and frolic around a temple where a chicken just got sacrificed on a wall. We are right in the middle of Yunnan’s everyday life. Shortly afterwards we stand on the mountain ridge over Dali with our bikes and look into the infinite distance. We let ourselves fall into the first long, naturally 58

flowing descent of this journey and enjoy the start of an intoxicating adventure. It´s funny, we are so far away from any other place we know but when riding trails, I often think that the soil and the natural environment is not much different at all. It all changed drastically when you enter the civilisation of course.

Dahua is our driver for this week and since his English is only slightly better than our Chinese, we don’t quite understand where we’re going. I keep trying to trust, contrary to my normal control mania. Camping was on Frank’s bullet points I remember. The sun has already set when Dahua turns off the main road into a dark labyrinth of small side streets.

It’s been going uphill for a long time. We stop at an altitude of 2,600m. A tall blond guy with

clogs and a headlamp waves to us - so this must be Frank – he really exists! I have a brief sense of relaxation. Frank says we are only allowed to have small camping luggage with us from here. The content of the trunk, nicely arranged in Tetris style, spreads in no time on the dark street. What do you take with you for two days of mountain biking and camping in the bitterly cold no man’s land? Merino is my wild card. Frank lights up our way through the undergrowth.

A few minutes later our small tent camp shows up. Frank cooked typical Chinese food for us in his camping kitchen. Did I already mention that Google, Whatsapp, Facebook, Instagram and co. not work in China? Usually I look forward to dinner,

but I feel sick to think that we are now cut off not only from the internet but also from civilisation. I´m concerned about whether our camping equipment is suitable for the freezing temperatures, but the freedom to be totally self-sufficient somewhere in China´s backcountry feels exciting.

The night is uncomfortable but I’m not freezing to death. Next morning the bikes have a layer of frost on their baby blue frames.

Our mule family rides in, who will accompany us. The whole day goes uphill through large fields, over narrow paths, sometimes very steep. Again and again we meet farmers with mules, sheep and goats until we arrive in the Mongolian-looking highlands. The expanse here at 3300m is breathtaking. We cross a few

small passes until we arrive at our second camp shortly before dark. Nathalie and I sneak into the tiny hut of our mule family and watch the female head of the family cook. The calm routine and precision with which she conjures up a meal from something hardy is fasctinating. Onions and spices are combined in four old pots over an open wood fire. We enjoy the warmth but almost die of nitrogen poisoning in this two-square-metre cabin. Later we heat our feet again over the gas burner in the small kitchen tent, collectively brush our teeth and laugh heartily before we crawl into our tiny tents. My fear of the uncertain is blown away by the mountain air. The night is extremely uncomfortable and of course even colder, but the endorphins take care of it. I

love this new feeling of freedom up here. How many people will ever be allowed to experience something like this?

Next morning the sun shines on us as we open the iced zipper of the tent. The bikes have an even thicker layer of frost on their frames. Our bodies feel stiff. Nathalie and I wonder whether it’s the cold or age, but we don’t have time to philosophise. We pack up quickly because a very much earned descent is waiting for us. An icy wind blows over the wide plateau. We find a couple of cool lines here and there where a mountain bike tyre has probably never touched the ground before. It’s a unique feeling. The last kilometres of the descent lead through an overgrown tunnel of trees, peppered with naturally grown, perfect curves.

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We swing our bikes through the banked curves, letting our rear wheels break out on pine needles

ONWARDS TO THE HIGH MOUNTAINS We continue to the city of Shaxi, where a Chinese picture-perfect old town awaits us with beautifully landscaped small fountains, ponds, bridges and courtyards. At the local market we are flooded with curiosities: hundreds of types of mushrooms, strange smells, loud cackling and an outdoor dentist pulling teeth on the street. We visit a temple in Shaxi’s highlands, where Frank explains some of the religious backgrounds. I feel like I’m back in the last history lesson before summer holidays.

Nathalie and I only think of one thing: we want to ride our bikes! There is a trail from this Temple Mount and we want to shred down it immediately. I don’t think there have been many mountain bikers here ever before. The descent with its many steep stone passages keeps its promise. What a fun ride!

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In our fully packed matchbox-like car, we continue north. At 6 o’clock in the morning we stop at an altitude of 4,292m. The Buddhist prayer flags wriggle in the icy wind. The sun won’t rise for an hour. Now I also know how oppressive thin air feels, just think about the first ascent of Mount Everest and smile. I have never felt so far away and at the same time in my centre. When the sun finally fights its way over the high mountains, it becomes endlessly epic.

We continue towards Tibet in the town of Deqin at an altitude of 3,500m, which stands in front of the year-round snow-covered Meili mountain range. Here we are just before the Himalayas. Ornate Buddhist stupas, gates decorated with gold, white stoves from which smoke rises - here and there we turn a prayer wheel; clockwise, of course. Our karma account

is growing. Biking through a forest decorated with thousands of prayer flags is another unforgettable experience on my already rammed biological memory. Suddenly one of these flag chains pulls me off the bike. It looks nice but the prayer flags in the forest are not practical.

Soon we drive south along Asia’s longest river, the mighty Yangtze, to Shangri-La, where Dahua leads us to a typical Tibetan family. He knows the head of the family but can hardly communicate with him because they speak a completely different language. By the way, there are around 56 minorities in China and Yunnan is home to 27 of them, so almost half.

We are practically sitting in the middle of the greatest ethnic diversity in China. Lunch with the family is exciting. We are served typical yak tea - a mixture of tea with yak butter and salt

- a drink that takes getting used to. We have already seen some yak cattle on our trip and we wished we had their warm, multi-layered fur. Now we have to try the yogurt from their milk and as culinary as it sounds - disgusting is an understatement. It tastes like it´s 5 months past the expiration date but is probably great for our digestion. Out of politeness, I torment myself with the lousy stuff and never changed my face. The rice biscuits that don’t taste like anything have to disappear into my jacket pocket though. I feel bad, Karma has to drop a little again.

Later we visit another temple, which serves as a Buddhist monastery. We stroll up about 200 stairs to the majestic main buildings. So far I haven’t had much contact with Buddhism, but compared to the religions that are most widespread at home, Buddhism is more colorful

and somehow seems happier. At least that’s how it comes across when we see the young monks making music and dancing.

Our last destination is Lijiang. Here we will sleep in the same bed for two full nights for the first time on our trip, what a luxury. On the last morning we enter a very rustic temple, nontouristic and peaceful. As we push our bikes through the inner courtyard, a monk is opening the prayer chamber and greets the day, the gods, the Dalai Lama and whatever else with drums and rattles. We turn into the trail and immediately switch to full throttle mode. The trail is easy because this was the first time that shovel and rake were in use before. We swing our bikes through the banked curves, letting our rear wheels break out on pine needles. Lots of bumps, washed-out gullies and small drops conjure up the biggest smile on our faces.

We say goodbye to our mountain bike trip in foreign but no longer so enigmatic China.

Our winter bike vacation in China was a very valuable experience for me. Yunnan is colorful and culturally and culinarily exotic.

The untouched nature is a stark contrast to the image of China with its industry and smoggy megacities. Above all, I learned something about myself here: I can just let go. Just like we do when riding. At first I was worried our bikes would not arrive, we would be poorly equipped and I could freeze to death while camping.

But with every day these oppressive thoughts disappeared and the more we saw of Yunnan, the greater the curiosity and the smaller the mental barriers.

“A large part of worry consists of unfounded fear.” (Sartre). In any case, the German winter no longer scares me.

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WORDS WILL SHAW

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PHOTOS GERARD LAGANA

irst settled in 1827, Ipswich is the one of the oldest towns in Queensland. At one stage it was a prime candidate to become the capital of Queensland due to its easy access to the wool suppliers of the Darling Downs and proximity to the coast. Nowadays, Ipswich is a real taste of the country on Brisbane’s doorstep, but also a rapidly growing city in its own right with one of the fastest growing populations in Australia.

The Greater Ipswich area was a bit of a grey area for me before visiting. I knew Hidden Vale Adventure Park (HVAP) is the biggest privately owned trail network in Queensland with 117km of singletrack there currently and plans for more in the future, but I didn’t know that Ipswich has the most trail on offer of any local government area in Australia! Where are all these trails you might be asking? Who do they cater for?

I had the same questions, and the answer is that Ipswich has something for everyone. HVAP is the jewel in the crown, but there’s also the weatherproof Castle Hill trails, plenty of riding at White Rock and Spring Mountain, a great trail loop at Hillview Drive, and endless kilometres of fire trail for XC or gravel riders. Speaking of gravel, Ipswich is also the start (or end) point for the Brisbane Valley Rail Trail, which is the longest Rail Trail in Australia at 161km – making for a big trip out and back!

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HIDDEN VALE ADVENTURE PARK THE JEWEL IN THE CROWN Driving from Ipswich's CBD to HVAP feels like a real step back in time. As the CBD's historic charm fades into the distance, you get a real taste for the Queensland countryside as you pass through quaint towns lined with classic Queenslander houses and people taking life at a slower pace. By the time you roll up to HVAP’s gates, which are shared with the adjoining Spicers Retreat, you feel like the city and even the hustle and bustle of the Ipswich CBD are long gone.

HVAP’s 117km of singletrack was predominantly built by World Trail. This shines through with the flowy, well integrated network on offer. Located around 40 minutes from the Ipswich CBD, or 80 minutes from Brisbane International Airport, HVAP has something for every rider, group, and family. I spent the first two days at HVAP riding with one of Australia’s best multi-discipline riders Ben Forbes, and YouTuber Luke Radley. Luke says that Hidden Vale is the pinnacle of Southeast Queensland riding.

‘There’s so much on offer at Hidden Vale.

They’ve got the longest descents in south east Queensland, shuttles, and definitely the best views from the top of 500 Above! If I was recommending a Queensland riding trip to someone, I would say Hidden Vale is a must ride.’

There’s also the option to arrive at HVAP via helicopter, which is a luxury option but a truly incredible experience. It’s a 20-minute flight from 64

Brisbane, and not only will you get amazing views all the way out, but you’ll also get a bird’s eye view of the huge trail network on offer at Hidden Vale, as well as the highest point of the property and highest mountain bike trail in south east Queensland (SEQ) – 500 Above.

When you get to the base building at HVAP you’ll be greeted by one of their enthusiastic team members. Hayden Brooks is the Park Manager at HVAP, and he says the trails, shuttles, and rentals have exploded in popularity in recent times.

‘Whilst HVAP has always been the base for iconic events such as the 99 Bikes Epic and Merida 24HR, now there are more and more people coming out to ride the trails on a day-to-day basis.

Our shuttles are pretty much always booked out on weekends, and we’ve never been busier on weekdays either. We’re expanding our rental fleet every year, and with the addition of eBikes more and more people are giving riding a go who otherwise might not have,’ Due to the sheer size of HVAP, shuttling the trails as well as the use of eBikes is becoming very popular. HVAP’s most popular shuttling option is the $60 per person ‘HVAP 5’. The shuttles are provided in custom designed Can-Ams, which is an experience in itself as the drivers are able to negotiate the steep and at times rough access roads to deliver you straight to the best trails.

The trails you ride in a HVAP 5 experience are Devine, 500 Above, and the trio of Skyfall, Trailer Thrash, and Snappy Turtle. Depending on your riding ability and fitness, riding this trio of trails and then back to the entrance will take between 2-3 hours. If you’re keen for more, I’d also recommend Treedom, 007, and Happy Gilmore

right next to the main base has some great jumps and flow. Luke says Skyfall is possibly his favourite trail of all time.

‘Skyfall is my favourite trail at HVAP, and maybe even my favourite trail of all time. The dirt is incredible on that side of the range, and the trail flows so well that you can go pretty fast from your first run. There’s some fun jumps and lines for more experienced riders, but most people will be able to roll down it also.’

Whilst the existing trail network, hire fleet, shuttle options, and accommodation is already fantastic at HVAP, they’re not resting on their laurels. They’re currently in the process of building a brand-new campground, hire, and shuttle facility at the bottom of 500 Above and Devine, which will make shuttles more direct.

This will mean more laps in less time, and there’s plans to build more top to bottom trails down to the campground, giving riders even more trail options with the most vertical metres on offer in SEQ. ‘It makes sense to build the new ‘Bubbling Springs’ campground at the bottom of 500

Above and Devine. From there the shuttles will be more direct, and we’ve got plans to put in more trails for all ability levels also,’ says Hayden.

RIDING AND STAYING AT HIDDEN VALE ADVENTURE PARK There are a few accommodation options for a visit to HVAP. At the luxury end of the spectrum, Spicers Retreat Hidden Vale offers a mix of restored Queenslander style cottages that are situated metres from the trailhead. On site and within walking distance is the two hatted Homage restaurant, which uses ingredients sourced from within the 12,000-acre property.

If you’re headed to HVAP with a big crew, the Hidden Vale Cabins could be a good shout.

Located right in the thick of the trail network, the Cabin’s site features four cabins and eight individual rooms, with a site capacity of 18 adults. Priced at $1699 per night with Long Weekend and School Holiday pricing of $1999,

it’s a great option if you’ve got lots of riding buddies or families keen to come along. This could be the ideal spot to celebrate a birthday or achievement with family and friends.

Despite being off the grid, the Cabins feature a large entertainment area with a BBQ, cooktop, and sink to prepare meals, as well as a storeroom with a fridge and freezer. I stayed at the cabins for the first two evenings of my visit, and we had food delivered from Spicers that we cooked up ourselves. I can’t recommend this more if you’re staying at the cabins, as the food was waiting in the fridge when we got there, and it was some of the tastiest meals I’ve ever eaten.

OTHER ACCOMMODATION OPTIONS In terms of accommodation options outside of HVAP, Woodlands of Marburg and Tallavalley B&B are great options that give you access to both Ipswich and HVAP. In Ipswich there’s Quest Ipswich, and the Oaks Aspire Ipswich.

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CASTLE HILL TRAILS FOR ALL OCCASIONS Another key selling point for a riding trip to Ipswich is Castle Hill, otherwise known as Blackstone Reserve. Castle Hill is a compact network located only minutes from Ipswich’s CBD, and the trails here hold up extremely well in wet weather. As Ipswich local Noah Davidson told me ‘I once rode here when it was literally flooding in Ipswich, and it was all good.’ Castle Hill’s wet weather resistance is due to the area’s rocky soil and slope of the hill, that allows water to run off it as soon as it hits the ground.

With around 70 metres of elevation on offer, there’s multiple trails to pick from at the top, as well as access to other areas of the network. My highlights were World Cup and Phils.

World Cup is less intimidating than the name suggests, and this flowy blue trail is great to session, as you can pick up more speed every time you ride it. Phils is a bit more technical, with a classic hand cut feel to it that rewards maintaining your speed and flow through tricky turns and steeps.

‘The good thing about Castle Hill is that there’s something for everyone, and there’s also every style of trail in a compact space. You can ride flowy trails, steep trails, and technical trails in a short space of time and within a pretty small area,’ said Noah.

If you’ve headed to Ipswich with the family there’s plenty on offer at Castle Hill, just like HVAP, with several green and blue trails that can be put together to form a loop as long or short as you like. There’s also a centrally located skills park only a couple of hundred metres from the carpark with some jumps and a pump track.

‘The skills park here is great, there’s something for everyone with some pretty gnarly lines if you’re up for it,’ says Noah.

Closer to the carpark there’s a trials skills area where the likes of 2015 Trials World Champ Janine Jungfels hones her skills.

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JANINE JUNGFELS’ IPSWICH Janine Jungfels is one of Australia’s most successful cyclists. An Observed Trials World Champion, three-time world championship medal winner, and the winner of 6 Trials World Cup events, Janine has made the most of limited resources in her cycling career.

A few years ago, Janine moved to Ipswich, buying a property with a bit of space to setup her own trials course (you can witness her skills over at @janinejungfels on Instagram). Janine says she enjoys the relaxed country atmosphere Ipswich provides.

‘I do really like living in Ipswich. I’m definitely not a city slicker, so it’s nice to be out here but still have the city and everything else close by.’

With Trials being such a niche sport in Australia, Janine has always had a proactive attitude to getting new riding spots over the line. She spent a week and a half helping design and construct the trials riding area in Logan, and whilst she only spent 3 days building the trials area at Castle Hill with two family friends and the Ipswich City Council, Janine says what’s on offer is pretty good.

‘It’d be good if the trials area at Castle Hill was about double the size, but what they have there is definitely fun to ride. I’ve done a fair bit of riding there and friends of mine come from Brisbane and the Gold Coast to ride. The thing with Trials areas that use rocks like Castle Hill is that once you’ve used a machine to move them into place there isn’t any maintenance that needs to be done from then onwards, so I don’t see why they couldn’t expand the trials area in the future.’

Whilst Janine doesn’t do a heap of mountain biking, she’s excited to explore the plethora of options on offer in Ipswich.

‘I’ve ridden at Castle Hill, and you can definitely see that mountain biking is flourishing in the area. I haven’t made it out to Hidden Vale or Hillview Drive, but they’re both on my hit list!’

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WHERE ELSE CAN YOU RIDE? As I mentioned at the start of this article, Ipswich City Council actually has the most kilometres of trail of any Local Government Area in Queensland.

There are more great trails at White Rock, Spring Mountain, as well as a family friendly XC loop in North Ipswich called the Hillview Drive Circuit.

In addition to these other mountain biking options, Ipswich is the start (or finish) of the Brisbane Valley Rail Trail (BVRT), which is Australia’s longest Rail Trail at 161km from Wulkuraka to Yarraman. The BVRT is absolutely exploding in popularity right now, and we’re going to dig deeper on the BVRT with a full feature in issue #192.

EXPLORE THE BRISBANE VALLEY RAIL TRAIL The 161km Brisbane Valley Rail Trail follows the disused Brisbane Valley Rail Line that commenced construction at Wulkuraka in 1884 and finished at Yarraman in 1913. The trail traverses farmland, forests, and quaint country towns, and the elevation gain over the full 161km if ridden from Ipswich (Wulkuraka) is around 1100 metres. There’s a café stop approximately every 25km as well as bike friendly accommodation in the towns the trail passes through.

Aside from being perhaps Queensland’s fastest multi-disciplinary rider, Ben Forbes also owns Forbes MTB Courses and Forbes MTB Hire, and he says bike hire for the BVRT is becoming more and more popular.

‘The demand for bike hire to ride the BVRT is huge. It’s really nice because you can ride with people you might not normally be able to ride with, such as elderly family members. The rise in eBikes is also great for this, and the nature of the BVRT means you can ride as little or as much of it as you want with great food and accommodation options along the way.’

Cafés, restaurants, and accommodation providers have embraced the surging popularity of the BVRT. Whilst the trail is open to walkers and also horse riders, it’s bike riders aboard all sorts of bikes who’re flocking to the trail in droves.

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G E TTIN G TH ER E

Ipswich is around 40 minutes’ drive from Brisbane International Airport, which has regular flights running from both capital cities and regional airports daily. Hidden Vale Adventure Park is another 40 minutes Southwest from the Ipswich CBD.

T EC HN ICA L N ATUR E

The riding in and around Ipswich offers something for every level of rider. Whilst HVAP features predominantly green and blue trails, there’s plenty of optional gaps and trickier lines on offer to keep more advanced riders on their toes. Castle Hill has the full spectrum of trails from technical blacks to family friendly greens, and if you’re into more adventure style riding than the offerings at White Rock and Spring Mountain should float your boat.

YO U ’ LL N EED

All the usual stuff you want to take riding with you. It gets pretty hot in Ipswich in summer (it is Queensland after all!) so sunscreen, plenty of water, and avoiding the midday sun are all good ideas. On the other end of the spectrum, there’s probably nowhere better in Australia to be riding in winter than SEQ in general!

D I STAN C ES

There’s over 300km of trail in the Ipswich region, with the following areas offering the most riding: HVAP: 159km White Rock: 35km Spring Mountain: 35km Flinders-Goolman Conservation Area: 24km Castle Hill: 19km Hillview Drive: 6km

LOCAL K N OW LE D G E

If there’s a high chance of rain on the forecast, you’re better off planning to ride at Castle Hill than HVAP. Whilst a slight amount of moisture at HVAP turns the usually loose dirt into Velcro, any more than about 5mm of rain makes the trails unrideable due to their predominantly clay nature.

Luckily Castle Hill’s rocky soil and steep slope can handle any amount of rain, so you’ll never be completely washed out in Ipswich!

B ES T TIME O F YEAR

You’ll be able to ride in Ipswich all year round.

The shoulder seasons will provide a nice middle ground between the heat of summer and cool mornings and evenings of winter.

W HIL E IN T HE A R EA

Ipswich is one of the oldest cities not just in Queensland, but Australia. As such, there’s plenty of history spread out throughout the region, as well as lots of great dining and entertainment options. There are all sorts of adventures from hot air ballooning to scaling Flinders Peak. Head to discoveripswich.com.au for more to do in the City of Ipswich.

LOCAL B IK E S HO P S There’s plenty of great local bike shops in Ipswich.

There’s Switch Bike Co as well as Trek and 99 Bikes stores.

Out at HVAP they have a workshop as part of their main hub, as well as bike and eBike hire ranging from $95 - $140 per day. Shuttles start at $60 per person for the HVAP 5 experience.

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With the best venues and ski in ski out accommodation, hit the slopes quicker at Falls Creek and experience more runs with mates, more activities and more fun!

Falls Creek Trip!

TESTED There’s a world of choice in bikes and bike parts out there.

Our test team put bikes and products through the works.

72 78 80 82 86 88 90 92 94 97 98 100

Pivot Firebird Pro XT/XTR Norco Sight VLT C2 Norco Fluid FS VLT A1 Pivot Shuttle Team XTR 2022 Fox 34 SC Wahoo ELEMNT Bolt Pirelli Scorpion XC RC Roval Control Carbon 100 Percent Altis Bontrager RSL bar/stem Pedros Burrito tool wrap 76 Projects Piggy

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

102 104 106 108 110 112

PTR: Glenrock Skills Nutrition Recipe Fitness Workshop

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PIVOT

FIREBIRD PRO XT/XTR WORDS RYAN WALSCH

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PHOTOS NICK WAYGOOD

ivot’s position in the world of mountain bikes is at the top of the pyramid. Make no mistake, they are a boutique brand. A number of things go hand in hand with this. Firstly, you tend to get frame construction that’s second to none. You also get suspension technology that carries on through different models and frame iterations. And as such, you won’t often see ground up redesigns. The engineers invest early in their design concepts, and refine them from there.

A pessimist might say that boutique brands are too slow to develop and change. But the reality is they have often developed and executed a very good product, and made ongoing refinements to keep it at the top of the tree. Pivot’s DW-Link suspension is an ideal example of a class-leading system that has been refined over time. Their range of bikes from the Mach 4 SL, through to the Trail 429, Switchblade, Mach 6, Firebird, Shuttle and of course the Phoenix show they

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have every segment of the full-suspension world covered. They even have two bikes without pivots on them, for the hardtail and cyclocross/gravel crowds!

You should buy a beer for Dave Heaven from Pivot Australia and ask him about how the Pivot Les hardtail came to being. It’s a good story.

This isn’t a review about hardtails, it’s a review of the new Pivot Firebird that was released in August.

The Firebird is the big-mountain, hard charging enduro bike in Pivot’s line up. It has been refined on the Enduro World Series (EWS) circuit, with direct input from riders like Ed Masters, Bernard Kerr, Morgane Charre and others. The latest Firebird has been honed to let these riders push themselves and their bikes to the very limit, on terrain that continues to resemble a World Cup Downhill track.

“Everything we did, we did for speed,” said Chris Cocalis, founder and CEO of Pivot. “With developmental input from our Pivot Factory Racing team EWS

Ryan Walsch RIDING EXPERIENCE: A couple of decades behind bars and at workstands for many two wheeled pursuits.

GENERALLY RIDES: Happy on anything with two wheels but quite partial to High pivots and my Forbidden Druid HEIGHT: 178cm WEIGHT: 73kg BIKE TEST TRACK: Darkside of Stromlo, Tuggeranong Pines, Majura madness and Canberra’s finest loam.

riders, we built a faster Firebird. We bumped the travel up, increased reach across all sizes, gave it a slacker head angle, steepened the seat angle, incorporated size specific chain stays, made it stiff where it needs to be, and kept the weight down and the climbing manners sharp.

This bike is designed to go fast, push new limits and win races.”

The Firebird keeps 29” wheels, and uses Pivot’s Hollow Core carbon construction with ride tuned carbon layups scaling stiffness and keeping weight to a minimum for each size.

As part of Pivot’s overhaul of their line-up, the Firebird has gained a vertical shock position, moving from the horizontal positioning of the previous model. This dramatically opens up the main triangle for bottle mounts, and brings the centre of gravity a little lower as well. To that end, Pivot have sunk the trunnion mount of the shock into the down tube, which itself projects forward to keep the main triangle open and allow oodles of standover height across all sizes.

There’s some hefty rubber on the front side of the down tube as a roost guard. Pivot have also got their Tool Dock mount on the underside of the top tube, meaning pack free rides without having to go short on spares.

The DW-link has pride of place, as it should.

This is one of the best performing suspension systems I have ridden. It climbs so well for the 165mm of travel on offer, even with the very enduro-centric suspension performance of the Fox Float X2.

The geometry has had an update, with the front end slackening by a degree to a 64 degree

head angle. This is paired with a 44mm offset fork. The seat tube is 77.0 degrees effective (measured based on an actual seat height rather than where the top tube and seat tube centre lines intersect giving some wacky virtual figures we often see on charts), which measures as an actual 72 degrees. With 438mm chain stays and a long 1267mm wheel base on the large, Pivot are dealing a hand that walks the line between being steady at high speed while still offering the pop’n’launch ability an enduro racer will want.

Like on the Trail 429 that Will Shaw tested earlier this year, there is a little flip chip at the top of the chain stay swing arm. The two positions offer 0.6 degree head angle difference and about 6mm bottom bracket height adjustment. I rode the bike in the low setting first but raised the bottom bracket from 350mm to 356mm thus steepening the head angle to 64.6 degrees. My local climbs are packed full of features and are quite technical and despite the 170mm cranks and minimal movement from the DW link, my flat pedals were still getting snagged on occasion and the 6mm increase in the high position did help reduce this.

We have the Pro XT/XTR Air/Carbon wheel model on test, with Fox Factory suspension and dropper, Reynolds Blacklabel 34mm carbon wheels and a Shimano XT/XTR group set mix. It sells for $13499, but Pivot Australia stock the same build with Coil or Air shocks without the carbon wheel upgrade. These sell for $11999 and $11499 respectively. Drop in to your Pivot dealer for details on the complete range.

INITIAL IMPRESSIONS Following the new vertical shock layout (yes Pivot have done it a few iterations ago) the new Firebird now looks like the Mach 6, Switchblade, Trail 429, and Mach 4 SL with lower standover height, a visually more compact frame, with a lower and more central weight distribution. More importantly, it has room for a bottle and tools via Pivot’s nifty Tool Dock under the top tube and on the downtube which is recessed slightly to give more clearance for the stowed items. Pivot have partnered with Topeak and Back Country Research to offer riders a range of tools, inflation and ‘Enduro Portage’ for your new Pivot.

Personally I love the change to no swoopy tubes, an easily accessible shock, quality linkages and hardware, and no silly little spots where water and dirt can sit and get lodged.

These are all massive wins for the new Firebird.

It’s a good looking rig with the usual quality finish from Pivot with loads of finer details drawn from their athletes and lessons learnt.

The new Firebird is a blend of the Phoenix DH bike and shorter travel Pivots featuring the new vertical suspension layout.

Cable management ports can be setup Euro or Moto (right hand front brake) and lock the cables down tight to stop rattling and movement in the frame. Frame protection is stepped up yet again with high quality chain and seat stay protection and a very substantial down tube protector. A move from 30.9mm seat tube up to 31.6mm means you have a more durable dropper post and more options if you want to upgrade. Details 73

count, and there is a neat little drain hole below the lower shock mount that lets water escape from what would normally become a pool of slop on a wet ride or in the bike wash bay, Pivot haven’t missed a thing.

Pivot are offering the Firebird in one no compromise carbon frame featuring Ride Tuning; the idea of variable tube sizes and shapes per frame size. With four frame sizes offered, each frame is unique and has varying chain stay lengths for each frame size ensuring riders of different heights get the right fit and handling characteristics.

The low standover and shorter seat tubes enable riders to choose frame size based on reach and type of riding. So beware of saying “yeah I usually ride a large” which is what I did, I would advise you read on. At 178cm I'm not that tall and I have always been between a medium and a large, and I often opt for a large as I like a longer and more stable bike. I am most comfortable on a bike with 465mm - 475mm reach. I only saw the geometry chart after delivery, and a size medium measures in at 473mm reach which is what I should have chosen and where a modern medium should fall.

The size large comes in at 493mm and while long, with the short seat tube and low stand over I was still able to run the 175mm dropper with room to spare. Riders with long legs or torsos have the ability to move across sizes, longer bike = more stable, shorter bike = more maneuverable. The moral of story; if you’re this big and ride a size large, look at the chart and chat to your dealer first!

The increased length and one degree slacker head tube and considerably steeper seat tube angle puts the rider in a very central, balanced position ready to attack the rowdiest trails and knock off the longest climbs. Pivot knew based

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on feedback from the team that they needed a bike up to the rigours of downhill that can still climb like a DW-Link equipped trail bike. The Firebird’s kinematics include a more aggressive rearward axle path while retaining the efficient pedalling performance I have grown accustomed to from their suspension design.

ON THE TRAIL Unlike most 170mm/165mm hard hitting 29ers, the Firebird pedals very nicely, even uphill and even with the plush Fox Factory X2 and burly Maxxis rubber. The Reynolds Blacklabel Enduro Wide Trail carbon wheel set roll on Industry 9 hubs and spin up beautifully on the trail, out of corners and more importantly feel solid in the chop and direction changes.

The initial rearward axle path, revised suspension kinematics and one degree slacker head angle allow the bike to roll over terrain with ease and good feedback. I spent time riding both flats and clips and was surprised how confidence inspiring the bike is. The new Firebird remains composed as you would expect from a bike with 170mm/165mm travel but is still easily maneuvered from the central riding position.

The rear suspension feels bottomless and when paired with the Fox 38 there isn’t much that unsettles the bike, certainly on my local test tracks. The Firebird is clearly a bike designed to be pushed to the top levels of EWS racing, in the hands of a master bike rider.

At 14.85kgs the Firebird is just under that sweet spot or limit so to speak, it feels lighter to ride given its size, brawn and appearance and I was surprised to see the high 14s pop up on the scale. Weight isn’t something I have looked at or dwelled on for the last few years and while this is already lighter than the majority of hard

hitting EWS race bikes, it feels light, lively and yet planted and forgiving, a refreshing blend when on the trail.

The Firebird excels at speed and in rough and technical terrain where unsighted lines and risk are required to win. This should be no surprise for a bike born on the EWS circuit. This is an incredibly forgiving ride and yet it climbs like a Pivot with less travel. This is exactly what a true enduro bike needs to do, helping riders stay as fresh as possible on the liaison stages to let them unleash when against the clock.

Depending on the terrain you ride, this EWS race machine may turn your local tech sections into a less than thrilling section of trail. If you want to go big and push hard this is a great choice, if you want a bit more trail feedback and thrill maybe a Trail 429 Enduro build or Switchblade with their recent updates and similar build philosophy may be better suited to your jam.

The build quality and durability of our Firebird was exceptional and performed flawlessly throughout the test. Everything was greased, tight

and setup nicely out of the box and despite many rim dings and tyre plugs the Reynolds wheel set remains straight and damage free. I would love to see a slightly burlier tyre than the Maxxis EXO+ casing tyres but I understand the weight penalty may not be for everyone.

OUR TAKE The Firebed is a finely crafted EWS race machine that can handle park laps, off piste janky trails and regular Enduro races with ease. Its low weight and goat like climbing prowess enables it to excel where even many shorter travel trail bikes falter, but be warned. The Firebird flattens out the gnar too well at times, making the ride less eventful than it could have been. That may not be a negative for everyone, but consider how well the Firebird suits your riding and trails compared to a bike like the Switchblade or Trail 429. One thing is for sure, you can expect to see the Firebird dominating Enduro races around the world.

BRAND Pivot MODEL Firebird RRP $13499 WEIGHT 14.875kg AVAILABLE SIZES S, M, L (tested), XL FRAME MATERIAL Carbon fibre FORK Fox 38 Float Factory, 170mm, GRIP2, 44mm offset SHOCK Fox Factory Float X2, 165mm SHIFTER Shimano Deore XT M8100, 12sp DERAILLEUR Shimano XTR M9100 SGS, 12sp CRANK Race Face Aeffect R, 34t, 170mm CHAIN Shimano Deore XT M8100 12sp CASSETTE Shimano Deore XT M8100 10-51t, 12sp WHEELS Reynolds Blacklabel Enduro Wide 34mm TYRES F: Maxxis Minion DHF 29 x 2.5” WT 3C EXO+ TR R: Maxxis Minion DHR 29 x 2.4” WT 3C EXO+ TR BRAKES Shimano Deore XT M8120, 200/180mm rotors STEM Pivot Phoenix 40mm HANDLEBARS Phoenix low rise carbon, 800mm SEATPOST Fox Transfer Factory, 175mm drop SADDLE WTB pivotcycles.com.au

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NORCO

2022 SIGHT VLT C2 AND FLUID FS VLT A1 WORDS MIKE BLEWITT

I

PHOTOS GERARD LAGANA

n July, Norco released a whopping 10 new eMTBs into Australia across the Range, Sight and Fluid FS dual-suspension platforms.

These were the first bikes from Norco to be using the new Shimano EP8 motor, and Norco used the smaller, lighter, more powerful and more efficient motor to optimise the design on all the models, and they share design features.

Instead of bolting the EP8 into the existing eMTB models, Norco engineers chose to rotate the motor counter-clockwise, shifting the unit backwards and upwards, but letting the battery sit low in the frame. This also meant it can be fitted and removed from the base of the down tube while keeping the down tube complete for nearly the entire length, aiding strength, stiffness and the overall handling of the bikes.

With a change to a horizontal suspension linkage with the Horst Link design, Norco opened up more of the main triangle for water bottle and spares storage. Less anti-squat was designed into the dual suspension system, as 76

the need to have less pedal bob is reduced when riding with the help of the Shimano EP8 power plant. The huge down tube will swallow three different battery sizes, and Norco have opted to sell the bikes without a battery so you can choose what size suits your needs the best at the dealer. With 540Wh, 720Wh and a gigantic 900Wh to choose from, you can really customise your ride. There’s a $200 difference between each battery size and about 600g as well.

There’s a little multitool built into the base of the frame, so if you did purchase and carry a second battery – the 6mm tool is right at hand.

The frames use internal routing, and it is probably the quietest I’ve used on a Norco.

Hoses and outer are snugly held in channels in the down tube, to the point that you’ll need to remove the battery to get more or less outer for setting up your dropper post, for an example.

But – it doesn’t budge or rattle! The speed sensor for the motor is nicely integrated into the chain stay, and sits well out of harms way.

Norco even routed the cable outer and brake hose right over the main pivot bolt (with a little guide) to help reduce the growth of the length at full compression.

While the intended use and parts spec changes from one bike model and variant to the next, Norco use the same Shimano EP8 system throughout, including the left hand switch for toggling between modes and Bluetooth head unit for customising the assistance levels - and of course the battery options. Norco also use eMTB rated suspension, 165mm cranks, 1.8” tapered steerer forks, powerful brakes, large rotors, wide and strong rims and reinforced tyres on every model. All the parts and design around eMTBs changes quickly, and Norco have been quick to adapt and integrate the updates to design and equipment across the whole series of VLT bikes.

Leading the charge is the Norco Range VLT, with 180/170mm travel front and back. This 29” wheeled bike is designed for big-mountain and

enduro style riding, and there are two alloy framed models and two carbon framed models, with pricing starting at $8599 for the Range VLT A2, and $10199 for the carbon Range VLT C2. All Range VLT models come with big 38mm legged forks and coil shocks, long dropper posts, properly reinforced tyres, wide rims, 4-piston brakes and 1x12 group sets. The largest two sizes of the Range VLT can fit two water bottles along the down tube – a perfect match to the huge 900Wh battery if you choose that option.

The Sight VLT also had a huge make over, and the 29” wheeled bike has 160/150mm travel front and back. It is aimed at all-mountain and trail riding. There are four Sight VLT bikes in total, with two alloy models starting at $8599 for the Sight VLT A2, and two carbon models starting at $10199 for the carbon Sight VLT C2.

Like the Range, you can fit two water bottles on the largest two sizes. These bikes are built with 35-36mm legged forks and air shocks, allowing for lots of adjustment but at slightly lower weight than the Range VLT. You’ll still find DH rated rims, heavy duty tyres, 1x12 group sets and big 4-piston brakes and long dropper posts.

The Fluid FS VLT is an all-new model for Norco. It follows all the same design cues as both the Range VLT and Sight VLT, but has a slightly shorter reach, and a slightly steeper head angle at 65 degrees compared to the 63 degrees and 64 degrees of the Range VLT and Sight VLT respectively. With 140/130mm travel front and rear, there are two models that both come with the same alloy frame. They have the two bottle mounts, but can only fit one bottle.

Pricing starts at $6999 for the Fluid FS VLT A2 with the 540Wh battery.

Overall the parts kits on these bikes are a little simpler, but they are still eMTB rated parts.

Mike Blewitt

part of their Gravity Tune design concept. While this extra length allows for a 2.6” tyre, it is long – and about 20mm longer than the Pivot Shuttle as an example. But it is stable. It keeps the rear wheel planted when climbing on steep fire trails and looser, rocky RIDE ALIGNED singletrack. A longer back end and the Ride Aligned is both a design stability that comes with it is useful on GENERALLY RIDES: concept, and software to make an eMTB to help keep the weight Norco Revolver your bike setup a lot easier from stable, but more on that later.

FS and HT the get go. Ride Aligned is the The Ride Aligned app on the Norco HEIGHT: 178cm culmination of reviewing a lot of website is an amazing tool for anyone data on the size and shape of buying a new Norco mountain bike. You WEIGHT: 73kg people, where their weight sits on choose your bike model, enter your a bike, how that changes for how height, weight and gender. Then you BIKE TEST TRACK: people ride. Norco have then list what your riding ability is, and it’s Ironbark trails and looked at how the bike and rider important to be accurate at this point.

Gap Creek, QLD interact on the trail, and how that If you go right to professional, bear in needs to influence fit, bike sizes mind that’s a professional rider on the and suspension kinematics. A lot of real word North Shore of BC, Canada. Do you want to testing then influences final bike design, change your option? There are descriptions including the custom shock tunes for each bike. below as you slide along the scale, so you’ll The idea is to use the information to make know where you fit. Norco also let you select sure each size of a given design rides how it whether you ride rearward or not, to help give should, for a rider of the height and weight on you a great setup. The app spits out a suggested that bike – not making bikes optimised for an bar width, number of spacers for the stem, average sized person riding a medium or large. suspension pressures and rebound, volume So, bigger sizes get steeper seat angles and spacers and compression adjustment, plus tyre longer rear centre lengths to keep riders pressures. I think it’s worth noting what the centred. Smaller bikes are also adapted changes are for a couple of skill level options, accordingly. Interestingly though, every single and the rearward/forward riding position new VLT model has the same length chain stay options, so you have an idea of what to adjust to. of 462mm, whereas even 6 years ago Norco had Overall, this is an excellent tool to get riding different chain stay lengths on different sizes as with a good setup right away.

RIDING EXPERIENCE: More than two decades working with bikes and avoiding ‘real’ jobs.

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T

he Sight VLT C2 is the second top bike in the Norco Sight VLT line up. While the bike sells for $10199 with the 540Wh battery, we were sent the $10599 priced model with the 900Wh battery inside. The C2 has a more basic suspension package than the C1, with a shift away from the Fox 36 Factory GRIP2 fork and X2 shock. The C2 also has a slightly narrower gear range than the SRAM 10-52 on the C1, or the Shimano 10-51 on the A1. The C2 does offer a well-rounded package, with a wide range SRAM drivetrain using SX, NX and GX parts and a single-click shifter to reduce the chance of punching too many watts through your drivetrain while shifting. Shimano take care of braking with 4-piston brakes and 203mm rotors.

Norco put the Sight VLT in their all-mountain range, and it is designed to let you climb up just about anything to shred back down. In terms of pricing and part spec, it goes up against the mixed wheel size Merida eOne-Sixty 9000 at $10999, and the Canyon Spectral:ON CF 8 at $10899. But the Norco has more range, arguably better geometry, and with the 900Wh battery at $10599. The parts spec isn’t quite the same, with more suspension adjustment on the Merida and better group sets on both Merida and Canyon.

INITIAL IMPRESSIONS The new Sight VLT clearly sits in the Sight family, with a seat angle over 77 degrees and a slack 64 degree head angle. With a long 485mm reach on the large test bike and 1292mm wheel base, this thing is a visual depiction of longer, lower and

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slacker. But thanks to Norco’s Ride Aligned design, it isn’t a case of laying out the numbers and making a bike fit what the market wants. As explained earlier, they use a tonne of data and years of research to design bikes to suit riders and the intended purpose.

This is the third iteration of the Sight VLT, but with the biggest changes. If one word would be used to sum it up, it would be capacity. Firstly for battery size, with the 540Wh, 720Wh and 900Wh battery options when you buy the bike, and the fact that every frame can fit a water bottle in. The large and XL can even fit two! And while the motor orientation does allow for greater clearance, there are still rubber bash guards fitted to the lower section of the frame.

The frame appears huge – because it is. This is matched with a headtube that houses the 1.8” tapered steerer of the forks. While larger fork legs and thicker stanchions have been a go to for eMTB specific suspension forks, the larger diameter steerer tube is a logical progression.

Since I’ve been riding I’ve seen 1” threaded move to 1 1/8th” threaded, then threadless, then tapered 1.5”. A move to 1.8” tapered makes sense for a stiffer and stronger front end of a heavy bike like an eMTB, or one seeing very high loads.

I had the bike before the Ride Aligned app was updated, but once the bikes were released I did find the app useful to get the rear suspension more lively – although it suggested a softer fork than I was running. In terms of wheels, kudos to Norco for having sealant and valves with the bikes, making for easy tubeless setup with the highly reinforced Maxxis Double Down Assegai

and Dissector tyres. I was concerned that this bike was heavy at 25.1kg, although dropping back a battery size would save well over half a kilo and could be worthwhile if you’re an after work rider more than an all-day mission sort of person.

ON THE TRAIL Full disclosure; I have bought, ridden and raced about seven Norco mountain bikes over the past five years. So I found everything fell at hand once I had my saddle height set on the large test bike.

The 485mm reach sounds long, but combined with the seat angle of 77.7 degrees, the fit is very close to my regular bike.

I mostly used the Sight VLT in Trail and Boost.

On shorter travel and lighter eMTBs Eco mode is useful, but with such a huge battery and with more weight and travel, I found I wanted more assistance just so the bike didn’t feel so stuck on the ground. When riding away from the carpark there’s no denying it’s a long bike. However, you sit right in the middle of it so it is also very balanced, and doesn’t require major weight shifts to move around.

I’ll focus on climbing first, which seems odd on a long-travel eMTB – but that’s why you’re buying it after all, you want it to climb better than you do. The shock has a lock out but really, I just chose to sit up and pedal, and the Sight got going. That long rear end really helps the bike motor up climbs, even if they’re loose. On more technical climbs, I did find that although the bike really sits in its sag, sometimes it doesn’t feel as

BRAND Norco MODEL Sight VLT C2 RRP $10599 (w/ 900Wh) WEIGHT 25.1kg AVAILABLE SIZES S, M, L (tested), XL

supple as I would expect when I’d really like the suspension to be helping for traction. This is more of an issue with an eMTB that isn’t so easy to lift up and around on a technical climb littered with edges and bigger rocks. And to be honest, it got better with speed. Given low speed approaches to logs or edges could result in hitting the bash guard, the Sight VLT really does promote punching the pedals in Boost and getting a bit more speed off a leading feature when coming towards any larger obstacle.

The assistance of any eMTB sold in Australia tails off at around 25km/h, and while it’s noticeable on the Sight, it’s not like someone is putting the brakes on. But when climbing, I did find it best to sit and spin in a sweet spot that was determined by the overall gradient and how hard I wanted to push. When going out for an hour of power on my local trail network, hitting all the climbs and descents, I could still get a solid work out in while hitting every descent with condfidence - and with barely a dent on the battery, When descending, the Sight VLT is very balanced.

Just like on flatter trails the overall balance of where you sit on the bike is really good. Although I bang on about loading up the front of the bike, I’m still on the back of the bike a lot. The Sight does make it easy to lean forward a little and keep pushing, although the 29” wheel and longer stays did make me want to hang back a little longer when dropping into something very steep, like down a steep roll in.

In fast transitions between trees it’s also easy to notice the overall length and size of the bike, when compared to a bike with mixed (mullet) wheel sizes or something a bit shorter overall. The suspension is a great base to load and release to move the bike around, but you are having to work the bike more. I also found that on some of the shallower descents the bike was sometimes sluggish, as the sweet spot for the trail might be around 30km/h or more, so the assistance was gone on the shallow sections and plateaus. While I would ride the trail faster overall than on a non-assisted bike, at gradients where gravity doesn’t take over as much you do notice the weight and size of the bike when you need to be

getting it up to speed all on your own.

When I took the bike to some slightly steeper and faster trails, everything fell into place. The Sight VLT sails off drops and lands pretty happily into rocky chutes. The bike is so stable and composed that off-camber corners have more traction than I thought possible, even when littered with roots. I did end up bumping up the front suspension pressure a little, mostly due to personal preference to keep the front end a little higher at high speed.

Of course, with more speed and more features coming thick and fast, the Sight does tend load up a bit. I’m not a rider to push beyond the capabilites of the Sight VLT, but I can see exactly why the Range VLT would still exist, with a bigger fork and deeper, plush travel to soak up more trail jank and find more doubles and triples, even on rough natural trails and the more demanding enduro trails being built around the country.

OUR TAKE Norco have adopted so many ‘must haves’ on the eMTB check list, along with using some of the most efficient battery technology available. I really like how they leave battery size up to the rider, it’s akin to opting for the long range tank for your off-road vehicle, or doing without. The Sight VLT is aimed squarely at all-mountain riders, and I think it will find a home in Australia with riders looking for a trail bike for their local network. It’s a big bike to move around, and most at home on the trails where it can carve turns, sail over jumps and fly off ledges – which is a pretty accurate description of most purpose-built mountain bike trails in Australia.

Norco always put a good value bike together and overall I think they have done it again. While the Sight VLT might go head to head with the Merida eOne-Sixty for specs on paper, I tend to think the geometry and handling of the Sight will suit the riders who want greater high speed stability and assistance motoring up climbs for as long as a 900Wh battery will let you do so.

FRAME MATERIAL Carbon fibre main frame and seat stay, alloy chain stay FORK RockShox Yari RC eMTB, 160mm, 44mm offset, 1.8” tapered SHOCK RockShox Super Deluxe Select + Debonair RT2 and Meg Neg. 150mm MOTOR Shimano EP8, 85Nm BATTERY 900Wh (540Wh, 720Wh also available) SHIFTER SRAM SX Eagle single click DERAILLEUR SRAM GX Eagle CRANK Shimano FC-EM600, 34t, 165mm CHAIN SRAM SX Eagle CASSETTE SRAM PG 1210 11-50t HUBS DT Swiss H370, 32h, 6 bolt SPOKES DT Swiss, butted front, Alpine rear RIMS e*thirteen LG1 DH, 32h TYRES F: Maxxis Assegai 29x2.5” 3C MaxxGrip/DD/TR/WT R: Maxxis Dissector 29x2.4” 3C MaxxTerra/DD/TR/WT BRAKES Shimano M520 4-piston, 203mm rotors STEM CNC Alloy, 40mm HANDLEBARS Butted 6061 Alloy, 800mm, 25mm rise SEATPOST TransX adjustable dropper, 34.9mm SADDLE Ergon SM-10 E-Mountain Sport norco.com

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The Fluid FS VLT A1 is the top bike in the 2-bike Fluid FS VLT series. While the Fluid FS shares the same Shimano EP8 motor and battery options as the Range VLT and Sight VLT, it has slightly more upright geometry and shorter reach to match a trail riding market. As such, travel is 140mm up front and 130mm in the rear, with a simpler build than most of the Range VLT or Sight VLT models. The Fluid FS VLT A2 sells for $6999 with the 540Wh battery, we were sent the $8199 A1 with the 900Wh battery inside. But you can choose what battery you want when buying the bike. The A2 sells for about $800 less but the parts kit does diminish – although the frame remains the same.

The 29er Fluid FS VLT A2 is well-priced, and would be duking it out with bikes like the Merida eOne-Forty 700 on the shop floor. At $7999, the Merida has mixed wheel sizing and a slightly higher spec group set and a fork with more adjustments for spring rate. But, bikes should be bought on how they ride, not just the spec sheet.

FIRST IMPRESSIONS The Fluid FS VLT A1 might be the more entry level bike in the range, but it still looks like a big battle ship ready to hit the trail. The design aesthetic and suspension layout is just the same as the Sight VLT and Range VLT, however the frames on the Fluid FS VLT are different. The reach is shorter at 470mm on the large I had on test, and this is paired with a slightly longer 50mm stem. The head angle is a ‘steeper’ 65 degrees, while the seat angle is 76.2 degrees.

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The chain stays stay are still the same 462mm across all four sizes. While there are two mounts on the down tube, you can only fit a bottle cage on the lower mount – the top will need to be for an accessory mount.

All the spec choices of the top bikes run through to the Fluid FS VLT, like the 165mm cranks, 203mm brake rotors, eMTB rated suspension, wide rims, wide bars and long dropper post. There are a few nods to a simpler parts spec and being a lighter duty bike. The Shimano MT410 brake levers allow for all fingers and a the Deore shifter is the model with a gear indicator. Still, the Deore 12-speed group set has all the functionality and range you’ll need on the trail. The RockShox Silver 35 does stand out at the front of the bike, with only rebound as an external adjustment, with a medium spring rate coil as stock. The tyres on the Fluid FS are EXO+ so a little less supportive, and with a Dissector front and rear in 2.4”, although 2.6” tyres are fine for the fork and frame.

I used the Ride Aligned app once it was available to see how my setup compared. I needed to up the rear suspension pressure a little and back off the tyre pressure, and while I’d like to have firmed up the fork, there was no option to do so without a new spring kit – and the app said the stock medium was fine anyway.

Part of the suspension setting is to take into account the bike’s overall weight. At over 26kg (over 27kg with pedals, a bottle and spares) it’s a lot of bike, and a lot of bike thumping down on the tyres and suspension components. A smaller capacity battery will trim that overall weight down if it’s a concern.

ON THE TRAIL I never rode just the Fluid FS VLT or the Sight VLT, I always rode them back to back, but not always the same order. Every time, the Fluid FS had more pop and was a more lively bike to ride.

Yes, it’s heavier. Yes, I had to weigh it in two parts on my scales to get a total weight. Yes, I have to bend at the knees when loading it into my van. But it’s fun! I’m not the first person to say that a shorter travel bike doesn’t reduce the enjoyment, but I was very surprised that the shorter travel bike with simpler parts and heavier weight would be the one that often felt better on some trails The Fluid FS VLT feels just as balanced on the trails as the Sight VLT, but to a point felt like I was better connected to the trails, possibly with a lighter trail feel with tyres that have a lighter casing. I checked the tuning and firmware on

BRAND Norco MODEL Fluid FS VLT A1 RRP $8199 (w/ 900Wh) WEIGHT 26.89kg AVAILABLE SIZES S, M, L (tested), XL FRAME MATERIAL Aluminium FORK RockShox 35 Silver eMTB, 140mm, 44mm offset, 1.8” tapered SHOCK RockShox Select R, 130mm MOTOR Shimano EP8, 85Nm BATTERY 900Wh (540Wh, 720Wh also available) SHIFTER Shimano Deore M6100 12sp DERAILLEUR Shimano Deore M6100 12sp both EP8 systems, but the Fluid FS always felt like it was ready to get up and go more than the Sight. Of course, Strava doesn’t confirm this, so it was just how the bike felt. But that counts.

The Fluid FS VLT climbs with aplomb, with the EP8 power plant giving you every bit of help you could want. The Dissectors are a great tyre for the areas I rode the bike in, as they roll fast and offer up a good amount of grip. If I was in loamier conditions I might want deeper tread, but in the loose over hardpack Queensland winter conditions they had an acceptable level of skate. I do think the Double Down casing could be an upgrade, depending how you ride.

When pointing the Fluid FS downhill it got going pretty quickly with enough gradient. The overall weight of the bike is noticeable when pumping through terrain on shallower grades, but it is very stable over drops and on rock sections. I don’t feel that the Fluid FS tracked quite as well on rocky sections compared to the Sight VLT, and in general at higher speeds, on rougher trails and steeper sections, the Sight VLT was more capable The biggest detractor from the Fluid FS VLT was the fork, which is what I felt last time I tested a bike worth around $8000 with a RockShox 35 fork. At least on the last one the Gold level fork had an airspring so I could get the spring rate right, even if it spent much of the time stuck down. The 35 Silver on the Fluid FS VLT uses a coil spring which is really plush, but it pushes through to a bottom out even on small drops that are followed by another feature – like a corner. It holds the bike back from being more capable than anyone might expect.

The Shimano Deore 12-speed drivetrain let me power through multiple shifts with no arguments.

The non-series brakes were adequate for stopping, although ergonomically I would have preferred a higher end lever. The basic lever can have the reach adjusted, and be run inboard to have the ends where you need them, but I think a change to the 420 lever at the factory would have been good.

Like just about any eMTB, how much you enjoy the bike is about how well it fits your riding and your

trails. When riding some tighter trails, the Fluid FS VLT was really rewarding. It tackled tighter uphill corners surprisingly well given the overall length of the bike, although an easy foot on the pedals is required if you’re committed to running in Boost on twisty climbs.

Like any other heavier bike, the Fluid FS rewards more speed and pop when approaching features to get up and over. I did rip the rubber bash guard off first ride, before making sure I used the assistance earlier to get over logs or otherwise. It held its own on descents, but the fork did hold back the overall capability of the bike.

With the back to back testing I did with the Sight VLT, the Sight steam rolled rougher terrain and was more capable at higher speeds on steeper and rougher terrain. But I really enojyed riding the Fluid FS VLT, and I think it’s a great eMTB that is currently limited by a couple of component choices, which could be upgraded around if you wanted to.

OUR TAKE I was sent the Fluid FS VLT by Norco Australia who themselves admitted it might be too much of a basic spec eMTB to review. But just like the Fluid FS punches about it’s weight, the VLT edition does the same. With all the same DNA in the frame and suspension design, along with the same EP8 motor, the Fluid FS VLT is an amazing bike when it’s out on the trail. If you take the time with your Norco dealer to get the spring rate you need, it should serve you really well. This isn’t a huge cost, but getting it right will have a big impact. I do think the Ride Aligned app may suggest lower fork spring rates than ideal.

If I was to compare this to the Merida eOne-Forty I tested last year, which is very similar to the eOne-Forty 700 of 2021, they’re both fun bikes to ride. The Merida is more agile, and was fun to ride to the trails being a lighter bike overall. But on the trails, the Fluid FS VLT was more stable, more fun to launch off things, and all in all a more capable frame design and package.

CRANK Shimano, 34t, 165mm CHAIN Shimano Deore M6100 12sp CASSETTE Shimano Deore M6100 12sp, 10-51t HUBS Shimano M410/510, 32h, Centrelock SPOKES Stainless, black RIMS WTB ST i30 TCS, 32h TYRES F + R: Maxxis Dissector 29x2.4” 3C MaxxTerra/TR/EXO+ BRAKES Shimano M420 4-piston, 203mm rotors STEM Alloy, 50mm HANDLEBARS Butted 6061 Alloy, 800mm, 25mm rise SEATPOST TransX adjustable dropper, 34.9mm SADDLE WTB Volt 250 Sport norco.com

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PIVOT

SHUTTLE TEAM XTR WORDS RYAN WALSCH

P

PHOTOS NICK WAYGOOD

ivot are a leading boutique mountain bike brand, and not one that rests on their laurels.

With a passionate following around the globe thanks to the ride characteristics offered by their DW-Link suspension, Pivot are always looking to update and refine their bikes, even if it means ruffling a few feathers in the process. To this end, Pivot are one of a few companies that use the Super Boost rear spacing, as it allows them to deliver the handling characteristics they want riders to have, without compromise. Recently, they have been doing thorough updates throughout the whole range. From the racey Mach 4 SL, to the Trail 429, Mach 6, Switchblade and most recently the Firebird, also tested in this issue.

The versatile Pivot Shuttle eMTB was updated last year, with refinements to the carbon frame to house

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the new Shimano EP8 motor and larger battery, the Pivot Shuttle also gains bigger wheels, more range, and more travel in the front end with a stiffer Fox 38 160mm travel fork.

I had a Pivot Shuttle on test a few years back, and clearly the big change here is the move to 29” wheels.

It’s impressive that the chain stay length only grew about 5mm with this move. The original Pivot Shuttle was the lightest eMTB we had tested at AMB at the time, sitting at 21kg. While the Specialized Levo SL and Orbea Rise come in lighter, they don’t have 726Wh batteries. The new Shuttle is still a reasonably light overall package at 22.55kgs, but probably also more capable than the original thanks to a stiffer fork with more travel, bigger wheels, and the increased range and efficiency.

Ryan Walsch RIDING EXPERIENCE: Decades on two wheels on and off camber, in the air and on the ground.

GENERALLY RIDES: A fancy Forbidden Druid HEIGHT: 178cm WEIGHT: 73kg BIKE TEST TRACK: Canberra’s finest jank, Stromlo Forest Park, Tuggeranong Pines DH

FIRST IMPRESSIONS Ok first up, I admit it looks the same with no visible changes to the carbon moulds, bar the battery access and charge ports. All the geometry changes to allow for the 29 inch wheels and modern trail/enduro requirements are done via the alloy DW linkages, and the mainframe has not slimmed down or added room for a bottle.

The Team XTR model we have on test is dripping with top components. From a Shimano XTR 12-speed group set, to a Fox Factory e-MTB 38 with GRIP 2, and a DPX2 rear shock.

The wheels are DT Swiss EB 1535, which are eMTB specific wheels, wrapped in quality Maxxis rubber. To keep the weight down, Pivot have equipped the Shuttle with EXO+ casing tyres, I will be running the pressure high and hoping they are tough enough for e-bike duties, time will tell.

In terms of geometry, the reach has actually come back 5mm from 465mm to 460mm, likely due to the increase in travel from 150mm to 160mm, along with the wheel size change. The rear travel stays at 140mm, and the bike is a 29” platform, as opposed to a mullet or mixed wheel set up like many new eMTBs. I have found that the mullet platform does work to an eMTB’s strengths, but on the other hand, 29ers roll over more and are fast. Given that Pivot still deliver a 441mm chain stay length, they aren’t compromising on handling by sticking with two big wheels.

The head angle is 64.3 degrees across all four sizes (we have a large on test) and the virtual

seat angle is 74 degrees. The 460mm reach on our large is pretty middle of the range for modern eMTBs. Some are longer, but this is about where many brands are settling. The fork has a 44mm offset to work with the slacker head angle.

Of note, the Pivot Shuttle frame is full carbon, and the battery is 726Wh as stock, although smaller (and lighter) battery options are compatible. The battery has a two bolt release option from the underside of the down tube and actually takes up very little of the immense down tube and motor protective housing. The cable management is well thought out and silent during the most rigorous terrain.

ON THE TRAIL I have reviewed quite a few eMTBs with the new Shimano EP8 motor, but none paired with such an efficient linkage as the DW link equipped Pivot. The last Shuttle I tested was equipped with the E8000 motor which was super punchy when roused, while the bike wasn’t always overly stiff underfoot. The new Shuttle, be it the redesigned linkage or the smooth yet torquey power delivery, climbs exceptionally well regardless which position the shock is in, fully open in the Descend mode or Trail mode were where I spent most of my time, which is testament to how well the Pivot Shuttle climbs.

The 460mm reach on our size large test bike has the geo sitting towards a more conservative range but very comfortable for a 178cm 83

rider. The effective seat tube angle of 74 degrees worked out to be an actual 69 degree angle and does put riders with longer legs over the rear wheel further than some of its competitors. Tall riders will find that on sustained climbs this is less comfortable, and you will need to slide forward more to keep a good balance point. Shimano’s 12 speed XTR group set shifts incredibly under load with their Hyperglide Plus drivetrain parts. When paired with the smooth delivery of the EP8 the system just works even when shifts are poorly timed or desperate when messing up a techy climb. Pivot's own “pro E-bike” saddle is brilliant, not only comfortable but with an integrated handle at the rear for lifting and maneuvering the rig over obstacles or loading it up it’s useful as well.

The bottom bracket is higher than I am used to at 35.8mm, but surprisingly it makes technical climbs easier to clear, with less pedal strikes and loss of forward momentum with the EP8 assistance remaining on the boil. Pivot have specced the Shuttle with 165mm cranks and this combination with the higher bottom bracket, smooth EP8 power delivery with increased torque and efficient DW link make it one of the most proficient climbers available.

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The Darfon 726Wh battery is the largest battery I have ridden and powering the efficient EP8 Shimano motor it goes and goes. With 1000m of climbing straight up, only 2 of 5 bars were used in Boost mode, I would normally ride in Trail mode which is better mannered and far more economical but everyone always asks how many metres vertical can you get in Boost. I managed to squeeze 2150m of climbing in Boost which is nearly a full extra lap of Stromlo Forest Park over the Specialized Levo on a multiple hour up and down slogfest.

Now, what really matters to many is the Shuttle’s ability to descend. You can self-shuttle your favourite trails, lap after lap. The Shuttle, even with its huge 726Wh Darfon battery, only weighs in at 22.55kgs with pedals, the majority of that being pretty low and central which makes it feel balanced and responsive. Pivot’s tweaks to the geometry are positive and inspire more confidence when pointing down the hill with the slacker head angle and the extremely capable Fox Factory 38 to keep things on track. Impressively Pivot has kept the chain stay length short at 441mm even with the 29 inch rear wheel which allows for both a stable ride and maneuverability when getting into the tight stuff.

BRAND Pivot MODEL Shuttle RRP $16500 WEIGHT 22.55kg AVAILABLE SIZES Small, Medium, Large (tested) and Extra Large FRAME MATERIAL Carbon mainframe and swingarm FORK Fox Factory E-MTB 38 29er, 44mm offset, GRIP2 – 160mm The new Shuttle certainly feels most at home tackling technical climbs, flowing trails and big mountain adventures with its efficient DW-Link suspension platform and choice selection of components. While the shuttle behaves when descending through the rough and tumble trails, the thinner sidewalled tyres and slightly under-sized rotors remind you of the Pivot Shuttle’s intended use as a light weight, all day E-trail bike with a big battery and all the fruit you could want hanging off it.

OUR TAKE With a near class leading battery, all the best components crammed into a lightweight, DW-link

equipped bike, the Shuttle does offer riders incredibly good value and a refined ride. But has decision to retain 29 inch wheels front and rear kept it ahead of the competition? I think anyone looking for an eMTB that is light, truly capable and with the range and assistance available from full size batteries and a Shimano EP8 system’s 85Nm of torque will find this a very attractive bike. On the other hand, perhaps a slender new mainframe, mullet wheels and some heavier duty tyres would broaden the Shuttle’s skill set and overall market appeal. While some may be put off by the sticker price, you are left wanting for very little from the parts on the bike, making it a perfect match to the high quality DW-Link suspension and full-carbon frame with the Shimano EP8 system.

SHOCK Fox Factory Float DPX2 210 x 50 Metric SHIFTER Shimano XTR 12sp DERAILLEUR Shimano XTR 12sp CRANK Shimano XT, 165mm with E-MTB 34t chainring MOTOR Shimano EP8 BATTERY Darfon 726Wh CHAIN Shimano XT M8100 12sp CASSETTE Shimano XT M8100 12sp 10-51t RIMS DT Swiss EB1535, 30mm internal, HUBS DT Swiss Hybrid, Boost front, Superboost rear TYRES F: Maxxis Assegai 29 x 2.5” TR, EXO+, R: Maxxis DHRII 29 x 2.4” TR, EXO+ BRAKES Shimano XTR 4-piston, 200mm/180mm STEM Phoenix team Enduro/Trail HANDLEBARS Phoenix Team Low Rise Carbon 780mm SEATPOST Fox Factory Transfer 150mm SADDLE Phoenix Pro E-bike pivotcycles.com.au

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FOX

2022 FOX 34 SC 120MM

Good tuning and adjustability (internal and external)

Excellent cross-country weight:stiffness

When do we get a damper upgrade?

RRP: FROM $1639 (FACTORY), $1389 (PERFORMANCE) ridefoxaustralia.com.au

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Vader, Victor Koretzky and Ondrej Cink racing World Cups (and the Olympics) on the Fox 34 SC – albeit likely in the 100 or 110mm variant.

The Fox 34 SC has 44mm and 51mm offset options and comes stock as 120mm. Beyond the narrower crown and stance, and the internal Stepcast feature, the 34 SC also gains the oil channels on the back of the legs. This helps the oil pass to the seals to keep the fork running smoothly.

Inside, there is more going on as well in terms of how the air spring can be set up. On the Fox 34 SC, you can tune the negative air spring with a spacer, to get the fork feel just right on your race bike. If you use the spacer you’ll keep a racey and firm feel off the top of the travel. Without it, it’s a little more supple and therefore you’ll have more of a trail feel to your Fox 34 SC. Suitably, the 120mm forks won’t have the spacer as stock, but 100mm Fox 34 SC will.

The Fox 34 SC Factory model that I have on test uses the FIT4 damper with 3 positions: Open, Medium and Firm.

There is rebound adjustment at the base of the fork, plus low speed compression adjustment that works in the Open position. You can also get the FIT4 equipped fork with a 2-position remote lock out.

ON THE TRAIL When I received the test model from Fox Australia, I had recently put the original Fox 34 SC back onto my bike, taking off my usual Fox 32 SC. My bike can be run at 100mm or 120mm both front and rear, and it’s not always about the extra travel, or even the geometry change – but the greater stiffness with the Fox 34 SC is certainly appreciated. Funnily enough, one of the key things I noticed was the slender

Photos: Gerard Lagana

Lower weight than previous model

The Fox 34 SC (Stepcast) was released in 2018, adding a lighter option than the Fox 34, but a stiffer fork option than the Fox 32 SC (limited to 100mm travel). The fork was immediately a popular addition to many cross-country bikes, giving a bit more confidence and steering precision – as well as dialling the head angle back about a degree if running the fork at 120mm. Fox also had 110mm and 100mm air springs available.

Earlier this year, Fox released a whole new 34 range, keeping in step with the increasing capabilities of modern bikes, and the growing technicality of the trails we ride and race on. The update made both the 34 and 34 SC lighter, but also stiffer. The new Fox 34 has a new crown that matches head tube sizes better, a new arch for greater stiffness, oil flow and head tube and tyre clearance and a few other changes. The changes the the 34 SC were just as important.

The original Fox 34 SC was a good fork - but probably not light enough. The first iteration saw the SC (Stepcast) element as having materials removed from the outer of the lowers, with slightly shorter stanchions. The new 34 SC has design cues from the 32 SC - a narrower crown, and the Stepcast coming on the inside of the fork. This physically limits the fork to a maximum 180mm rotor, shown above.

The result is a fork that weighs 1.49kg out of the box with an uncut steerer. The previous Fox 34 SC weighs 1.61kg cutdown and with a starnut. For reference, my Fox 32 SC weighs 1.43kg cut and nutted, and the 2021 Fox 34 GRIP2 I tested last year (in 140mm travel) weights 1.98kg cut and nutted. Once I cut the steerer to size (-36g) and added the star nut (12g) I had a fork weighing 1466g, for 120mm travel. This is barely anymore than the 32 SC I took off. No wonder we saw riders like Mathieu van der Poel, Milan

crown when looking down!

I fitted two volume spacers and set my preferred air pressure, rebound and compression settings via the trusted Fox FIT4 cartridge. This gives you low speed compression tuning in the open mode, rebound adjustment, and 3 positions for compression from open to firm. Remote models are open or firm.

Heading to the trails, the fork felt really good – although it did tend to sit higher in its travel than the older Fox 34 SC. I actually like this as I prefer to forego a super supple feel for more midstroke support. Even though this fork doesn’t have the extra negative spring spacer, it’s still a fork that’s aimed for going fast in a cross-country sense. If you want a light, short travel trail fork, the Fox 34 is where you should be looking.

For the tiny weight difference, the fork is noticeably stiffer than my usual Fox 32 SC. And this is something you notice on just about any aspect of riding. Be it climbing out of the saddle, braking hard, cornering, pushing out of a berm, jumping, in a rock garden... it’s just stiffer, and therefore more confidence inspiring.

While Fox state the tyre limit is 2.4” for the Fox 34 SC, I still had some room in there with a 2.4” tyre on a wide rim. I certainly expected a change in the ride feel from a Fox 32 SC to the new Fox 34 SC, and I got that. But I didn’t really expect a change from the original Fox 34 SC, but I did get one. Without even having the racier option with the 100mm version, the new Fox 34 SC feels like it has more support, despite running the fork with the same settings. I can access the travel I need, but overall the fork feels like a Fox 32 SC in terms of suspension action, but with much more lateral and fore-aft stiffness. And there’s nothing wrong with that!

It’s hard to say whether I noticed a difference with the oil channels, the forks feel great and have continued to do so. This fork is a great example of continual refinement from Fox. They have managed to take the

very light Fox 32 SC and put that into a 34mm legged package, with about a 30g weight penalty.

FINAL THOUGHTS I think the new Fox 34 SC might be the death nell for 32mm legged forks. Sure, the 32 SC is still a little bit lighter and it is an excellent fork for the purpose. But I hope to see the Fox 34 SC on more bikes on shop floors, be it in a Performance or Factory model.

RockShox offer the SID Select with 35mm legs and Suntour have had a range of high-end 34mm legged forks for a number of years – we just don’t tend to see them much.

In my mind, the Fox 34 SC is the leading cross-country fork from Fox, with the lighter weight 2022 Fox 34 (available in 120-140mm travel) taking the place for people who want a light trail bike or downcountry bike.

The Fox 34 SC may limit your tyre and rotor size, but as a race-spec fork, I think the limits are well within the range of what you would want to use. The next step for Fox will be if their FIT4 cartridge gets an upgrade. It offers more damping and tuning than the RockShox Charger Race Day damper (at a heavier weight) but I do wonder when we will see a move to electronic remote lock out – which is surely the next move in this area.

If you have a current Fox 34 SC, a saving of about 160g to upgrade to this fork is a value proposition you need to make yourself. However, if you have a Fox 32 SC, then I think there are true performance benefits to be made – and it’s not about travel, but about how the stiffer Fox 34 SC will improve your bike’s handling, and therefore speed. And if you’re focused on going fast, improvements to how your bike rides for such a minimal weight increase is exactly what you should be thinking about.

Mike Blewitt 87 87

WAHOO

ELEMNT BOLT

Compact and packed with features

Crisp, easy to read display

Some may prefer a bigger screen

A CLOSER LOOK – WHAT’S CHANGED?

RRP: $429.95 FEsports.com.au

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I have been using Wahoo computers since April 2016, after using Garmin for the past five years. In a sense it’s like being an iPhone or Android user. I like the simpler

displays of the Wahoo and the faster fire up times, and the short time to find GPS reception and to get moving.

The ELEMNT Bolt is the smallest of their GPS units, although this new one is a few grams heavier and a little bit thicker than the original Bolt. While externally it still looks very similar, the buttons are now protruding a little, and they are much easier to use with gloves, or with cold hands. There’s four times as much memory in the unit, with 16GB instead of 4GB – making it the highest storage in their line up. It also means more maps come preloaded, although you can add any country or region you like for free, via the Wahoo App. The Bolt now has a USB-C charge port, which has higher waterproofing and can allow for faster charging as well. Battery life still sits at 15 hours, like the original Bolt.

Like the Roam, the Bolt now has an ambient light sensor. This means the back light comes on if there’s not much light. If you use a GPS as a training aid or

Photos: Gerard Lagana

Like a Wahoo Roam but better and cheaper

The humble bicycle computer has come a long way in a couple of decades. Back when wireless computers were a pretty major upgrade over a wired model, the thought of having navigation and mapping all jammed in there wouldn’t even have been considered. Fast forward 20 years and our wireless bike computers are tiny but powerful GPS units. They track our speed, our altitude, the temperture, location, gradient – and much more if you have any extra sensors like a heart rate monitor or power meter. Away from those training devices, your bike computer may even let you scroll through your text messages, or alert you to an upcoming Strava segment. And don’t worry, it can still deliver your maximum speed, and of course, the time of day.

Wahoo are the market leader in the virtual world, with their range of Kickr smart trainers being the go-to for riders, racers and those who have thrown themselves into e-sports via virtual racing. In 2016 the Wahoo ELEMNT was the first full-service bike GPS that Wahoo produced, marking a major expansion to their product range. It used a simple, customisable display and much of the setup was done via your phone. The unit gained a GPS signal very quickly, and the sync with your phone or home wifi for data upload was typically seamless. A couple of years later they trimmed some of the tech down and released the ELEMNT Bolt, and then in 2019 the ELEMNT Roam was released, with a colour screen and turn by turn navigation. Earlier this year a new Bolt was released, with a full colour screen, much more memory and host of useful features.

will fit on the screen. You can also turn this off via the App if your ride time is about disconnecting (but still recording the ride). The ride tracker option remains as well, which is a handy function when riding solo, as you can share the link to family, friends or your partner. Live Strava segments remain as well, so if you have that enabled, you’ll get a heads up when a segment is approaching, along with what your current PR is.

IN USE

navigation tool in the early or late hours, this is really helpful!

With changes like having a 64 colour screen and turn by turn navigation, the updated Bolt really is a mini ELEMNT Roam – although the Roam actually only had a few colours. The ELEMNT and original Bolt had maps, and you could be guided on them, but they lacked turn by turn navigation. So if you went off course, you couldn’t be guided back to it. The LED sensors remain, and you can choose them to alert you to upcoming turns, or if you exit a heart rate or power training zone.

Similarly, you can colour code your heart rate and power zones, so a quick glance lets you know if you’re doing your work out in the right way. While Wahoo computers let you easily choose how much or how little data you have on your screen, this is a very easy visual guide to use when you’re heart rate is through the roof when training.

If you choose to, you can have the Bolt connected to your phone while riding. This means you can get text messages and WhatsApp messages (amongst other platforms) and an update to the fonts used means more of a text

This device is driven by your phone and the Wahoo App. So I paired it with my phone and set my data screens to what I want to see, which is a mix of data screens for power and heart rate, plus a clear mapping screen, and one related to gradient, temperature and total ascent and descent. I already had my approximated heart rate and power zones in my profile on the app, so they paired and populated the numbers for the zones. Pairing any devices is quick, in my case my Tickr heart rate monitor and a Stages power meter on one of my bikes.

I don’t often use route guidance with a GPS, but quite often use the map to take a look around. I did wonder whether the smaller screen of the Bolt compared to the Roam would have a negative impact, but it didn’t. I especially liked how different sized trails are marked (ie fire road compared to singletrack) and how bike paths or bike routes are also their own colour.

While I like to tune out when I ride, I also hate to hear my phone get a message and not know what it is. So while I can’t reply from the Bolt, having a different font to quickly read a whole text (or just dismiss it) is useful. Although I did feel the need to disconnect this function as my family WhatsApp group was discussing lockdown recipes while I was out on a long ride one Saturday. I keep the live tracking on and I sent my wife the link years ago – it is part of my Wahoo profile so went straight to this unit when I received the test model. It can be a bit start and stop, as I was told when I was out on a day that was wet and with low visibility. Apparently it looked like I’d gone to a cafe near the trails and never left – until I rolled through the gate.

Setting a route is easy enough, and same for moving it to your device. I use Strava on a premium subscription to create routes, then save them. I Airdrop it to my phone, which then gives me an option where to save it. With it saved in the Wahoo App, I can then load it up and sync it with the Wahoo Bolt when it’s switched on. From there, it’s ready to guide you to the start.

The Bolt can be designed to be quiet or with sounds, and I have it set so green LEDs flash when a turn is approaching, with a pop up saying how far away and what the trail or road name is. Lights will flash red if you’ve gone the wrong way.

Like when I tested the Roam, this is more useful to follow when riding backcountry forest roads or at lower speeds. I tested the Roam following a World Championship marathon mountain bike route in the steep valleys below Zermatt. They’re littered with insanely good trails scything through forests and carved out of cliffs. And sometimes, I just didn’t really see the screen. The combination of audible and visual cues is about as good as you’ll get without some sort of heads up display, and all that is the same on the Bolt. I found using the turn by turn navigation for a route near my place easy to follow and accurate. Although feedback from my wife was would I please turn that noise off and to stop telling her in how many metres we would be making a turn.

I did have a couple of drop outs on that ride.

Looking at the uploaded file after the ride, I can see that the Bolt missed a few hundred metres of climbing, and straight-lined a couple of sections. I wasn’t sure if this is because it was using the route off my phone and I lost coverage in those spots, or some other bug. So I asked Wahoo Australia. They suggested I update the firmware and the Wahoo App. So I did both, and I didn’t have any further problems.

VERDICT If you already have a Wahoo ELEMNT model, do a firmware update and update your Wahoo App, as you will gain some of the new features like the greater options for message notifications.

But if you’re looking for a new GPS that has turn by turn navigation and a very crisp display, I’d be hard-pressed to recommend anything else. I don’t think this will suit the bikepackers or multi-day backcountry riders, who will want more battery life. But for those who want to record their rides, try suggested routes, and easily find their way home when lost, this is a great unit. The coloured zones and backlight make a huge difference for those making a training plan work in the dark hours, and I think the general ease of use makes it easy to get along with for anyone, with more features there if you want to play with them.

Mike Blewitt 89 89

PIRELLI

SCORPION XC RC 2.4”

Fast rolling modern XC tyre

Durable rubber compound

Casing options

They’re a specific tyre for going fast – so not for everyone

RRP: $99.99

From: FEsports.com.au

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Pirelli are a global name in the world of tyres. Their motorsport success on and off road is well-known, and the iconic Scorpion name has carried into the world of mountain biking, with Pirelli jumping into the mountain bike tyre game with two feet in early 2019.

While the initial launch Scorpion saw 2.2” and 2.4” tyres in conditions specific models (Hard, Soft, Mixed and Rear specific), this range was always going to expand. And that’s exactly what it has done since then, with Pirelli Scorpion Trail 2.4” and Enduro and eMTB 2.6” models. The fast Pirelli Scorpion XC RC 2.2” tyres were developed in conjunction with the Trek-Pirelli mountain bike team and launched last year. And now, Pirelli have released a wider 2.4” version of the Pirelli Scorpion XC RC tyre, matching the changing demands of cross-country riding and racing.

I was sent a pair of both the ProWall and LITE models of the 29x2.4” Pirelli Scorpion XC RC just before they were released in June. Both have the 120tpi (threads per inch) casings, but the ProWall has extra sidewall reinforcing. This helps puncture resistance and increases stability under load. Pirelli designed these tyres for high end cross-country racing, for an expert rider who can eek every bit of

performance out of their bike and body. For a lot of us, the 2.4” Scorpion range in the LITE casing will be more versatile for general cross-country and marathon use. But if you just want all-out speed, then read on – the XC RC might be exactly what you’re after.

The tread pattern is the same as the 2.2”, with a close centre tread, two sets of transition knobs that have a very broad base of support (for less squirm) and then the siped edge knobs, which operate at two levels at the edge, so they’re not all or nothing. Looking closely, you can see that while there is lots of grip for acceleration, the shape of the transition knobs suit braking traction, to make sure you have the control you need when under pressure.

With this tread pattern, the tyres are aimed at use on rocky terrain and on hardpack, as they don’t have the tread depth for looser terrain or wet, loose terrain. One of the Mixed conditions tyres in the 2.2 or 2.4 options would be a better fit for those conditions. However, the Scorpion XC RC are designed for going fast when used by a capable rider, and the larger tyre volume can assist by providing a bigger footprint than the 2.2” models.

Beyond the casings, all the tyres use the same rubber - or

SmartGrip as Pirelli call it. Many other manufacturers use two or three compounds in their tyres, with the softer compounds as an outer layer, typically on the shoulders or edges, with firmer rubber either in the centre or as the core of the knobs. With one type of rubber throughout, while you still have enough tread, your grip doesn’t diminish. Pirelli define their tyre design with working on chemical grip, via a rubber compound, and mechanical grip, via tread design. So even with tread wear, your chemical grip is still going to be the same with a Pirelli Scorpion. Some tyres shred their softest layer of rubber pretty quickly, leaving quite basic rubber for the rest of the time. When riding Pirelli Scorpion tyres last year, I was very impressed by the long lasting tread and consistent grip.

SETUP The Scorpion XC RC LITE in 29 x 2.4” weighed 632g compared to 650g claimed, while the ProWall model weighed 671g compared to 700g claimed. Any 2.4” tyre coming in under 700g is commendable. Pirelli did state that their 2.2” tyres were designed around rims with a 25mm internal width, and 2.4” for rims with a 30mm internal width. I put both the new Scorpion XC RC 2.4” onto rims with a 30mm inner width and they inflated to 59.5mm. Over the course of testing they did stretch a little to 59.95mm.

I settled on 18psi in the front, 20 psi in the rear on the ProWall model, and bumped that up one psi per end for the LITE model. The tyres held pressure really well with some Ride Mechanic Hoop Goop sealant in each tyre.

ON THE TRAIL Save for the occasional digression, I have mostly been riding 2.35” or 2.4” tyres on my cross-country bikes for the past 18 months. I really enjoyed riding the 2.2” Pirelli Scorpion XC RC tyres in the dry Brisbane winter last year, so seeing the same model in the 2.4” casing was good news.

I typically run a more aggressive front tyre with a faster rear tyre. I’ve done this for over 20 years, as it just seems to make sense for how I ride.

Let me state again that the Scorpion XC RC tyres are a very fast tread, aimed at use by riders who really know what they’re doing on a cross-country or marathon race course. Despite that, I found them fun and fast on my local trails and long rides into Brisbane Forest Park and beyond.

The rolling speed of the XC RC tyres carries on from the narrower models, thanks to the closely spaced centre tread, and the rubber that isn’t a super tacky compound. I even found the rear traction to be better than something like a Maxxis Aspen or Rekon Race on steep climbs with some fine rock over hardpack, with the tread finding more grip, letting me clear some steep pinches that I don’t tend to get up otherwise.

On descents, you will be rewarded for reading the trail in advance. Last minute decisions which need more grip from loading the tyre up are not the same compared to a beefier tyre, and you shouldn’t expect it to be. The LITE casing can feel a little squirmier when loaded up given it has less sidewall support, but it depends on the pressure you run at it. If you run it a little lower, you have one of the most supple mountain bike tyres I have ridden, which is fantastic on rougher trails as you’re climbing, as the tread stays stuck to the ground for grip. But if you’ll be descending rutted trails or using features to change direction, you’ll want higher pressure or the ProWall variant.

I had no damage to the tyres, or flats, and that’s the same as with all the Pirelli Scorpion tyres I rode in 2.2” and 2.4” last year. While these are fast treads, given the long-lasting tread wear and durable casing, I wouldn’t consider them race day only.

Photos: Mike Blewitt

FINAL THOUGHTS The Scorpion XC RC sits apart from the conditions specific Scorpion range, but I think it would be a mistake to think they can’t mix. The XC RC in 2.4” is an ideal addition to the range, and in either casing option they would suit an experienced rider looking for a fast and durable tyre that isn’t going to weigh them down. Of course, you could opt to put a Scorpion Hard or Mixed conditions tyre on the front to gain a bit more traction in looser corners, although I would be happy lining up at the majority of Australian marathon races or stage races with these tyres on my bike.

While the price is a little higher than some popular tyre brands, the durability is much higher, and I think that is well and truly worth price difference.

Mike Blewitt

PIRELLI

SCORPION SMARTUBE The mountain bike world might be mostly about tubeless tyre systems, but the humble tube still plays a role. And now, many tubes aren’t even that humble. Butyl rubber tubes can run from about 120g up to 250g for a typical mid-sizer 29er tube, and most people will ride with at least one as a spare. And you have probably experienced that moment when you reach for the trusty spare tube – and it has degraded and split.

Pirelli have joined the likes of TuboLito, RevoLoop and others in creating light weight thermoplastic innertubes. They are said to be stronger, but they are lighter and also smaller when packed down.

The Smartube is yellow, but don’t worry, the valve stem is black. The valve core is also replaceable.

Pirelli’s new Scorpion Smartube isn’t the lightest I’ve seen, but weighing 97g on my scale. It also packs down to about 30% less size than the lightest Schwalbe tubes I have purchased as spares to carry for racing, and it should be stronger as well. My spares don’t get an easy life either riding or racing. And when you call on a spare tube, chances are it is going into a mucky tyre that may have some damage that you haven’t been able to repair with a tyre plug.

When fitting the Smartube, you do realise it’s a little more plastic than rubber. The expansion under pressure is different, so you might need to put a little more air in than you think before fitting it into a tyre.

Riding with the Smartube shouldn’t feel much different, and compared to sealant and a valve the weight difference is negligible. But I still ride tubes differently, and so personally I wouldn’t change from tubeless to using Light weight, the Smartube. That said I had no low pack size punctures when using them, and changing tyres without sealant everywhere was a nice change. I will certainly be using these as spare tubes, Durable given the higher strength and lower pack size. And I think for that, the price is worth it. I’ve made the call of shame due to damaged rubber tubes too often.

Black valve Mike Blewitt stem

Low weight and low pack size costs more

RRP: $52.99

From: FEsports.com.au

91 91

ROVAL

Strong and light carbon wheel set

Stiff and quick to accelerate

Reliable hub set

Easy spares availability

6 bolt only

Not tyre liner compatible

RRP: $2000

From: Specialized Australia

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CONTROL CARBON 6B XD WHEELS In April Roval released an updated Roval Control Carbon wheel set. With an all-new rim, the Roval Control Carbon 6B XD wheels offer lower weight, greater strength and an improved ride compared to the previous model. The Control Carbon wheels use the same Roval Control SL rim from the top spec 1240g Control SL wheels, however the Control Carbon wheels eschew the DT Swiss 180 hubs and Aerolite spokes, instead using DT Swiss 350 straight pull hubs and Competition Race spokes with Prolock nipples. The Roval Control SL rim has a claimed weight of 358g, which is super light. The rim is asymmetric, to help with even spoke tension, and it is also slightly lower profile than the previous Carbon Control rim. The rims have a 29mm internal width to provide good support for modern cross-country and trail tyres. With a price of $2000 for the wheel set, you end up with the same rim and therefore rim and tyre interface of the top Control SL wheels that come on the S Works model Epics – and just about the same rotating weight as well, although the Control Carbon wheels bump up the spoke count from 24 to 28, when compared to the Control SL wheels. Roval also throw in their lifetime warranty and a crash replacement policy that lasts five years. The specifics are on the Roval website.

For any wheel set, the rim weight, strength and profiles are important, and this is where the trail feel and performance come from. With a 29mm inner width and 4mm flat rim edge, you end up with a wide rim that lets tyres inflate to a consistent profile. You’ll also find you get a better footprint

on the ground, and that helps with acceleration, braking, cornering - just about any time where you need traction. The 4mm flat top rim edge is interesting, and it makes sense that having a wider and flatter edge here reduces the chance for tyre damage from a rim strike. Most of my own carbon wheels use anywhere from a 2.5-3.5mm rim edge, and the flattened profile the 4mm edge of the Roval Control rim is markedly different. This does mean Roval say these wheels are not compatible with tyre inserts, likely due to the force required to get some tight fitting inserts onto rims.

These wheels have a claimed weight of 1450g with the tubeless tape fitted. They come out of the box with tape and alloy valves, and this set weighed 687g for the front, and 781g for the rear. That’s 1468g total. For a wide rimmed carbon wheel this is a really competitive weight. To get much lighter from here relies on big investments in hubs (like the DT Swiss 180) and spokes, and that can increase the cost of the wheels by at least 50% - while not really reducing the rotating weight unless you went for a lighter rim. And 358g is pretty light for a wide carbon rim with thick sidewalls.

Trust me, I geek out on this stuff.

Roval use the updated DT Swiss 350 hubs in a straight pull, 28 hole, 6 bolt arrangement. Roval include 31mm end caps if that suits your fork, and spare spokes and nipples. I have erred away from straight pull spokes until recently, as building with them and truing them can be difficult as they can spin. But, I don’t think I have actually ever had to really

true a carbon wheel. So if you’re buying a hand built wheel like these with straight pull spokes, it’s all bonuses. Straight pull are stronger after all, as they don’t have a bend put in the spoke.

The DT Swiss 350 hubs use the OG Star Ratchet system. It’s super simple, and super reliable. The two ratchets and springs allow very low resistance freewheeling, with a high torque load and a 36t ratchet as stock. You can upgrade to 54t if you like, but the DT Swiss engineers feel 36 is the sweet spot for low drag and strength.

These wheels held air securely on setup, before adding sealant, and after bolting some rotors on and swapping to the freehub driver I needed, I was away.

Photos: Gerard Lagana

ON THE TRAIL My shed has a few pairs of hand built wheels with DT Swiss hubs, 28 Competition Race spokes, and asymmetric carbon rims with a 29mm internal width. So fitting up the Roval Control Carbon wheels wasn’t going to really change my day-to-day riding experience.

In saying that, the Control Carbons are probably the most direct feeling carbon hoops that I have used in a while. Sure, they have a shallower profile than their last rim design, but the wheels as a whole feel very secure – nothing like some light carbon wheels that I have used before. This is evident when cornering, landing jumps off ledges, and especially when coaxing my hardtail down a long enduro run in the middle of a big day out when I started testing these hoops.

The Control Carbon wheels may have great cross-country weight, but it would be silly to think that’s all they’re good at. I also fitted them up to my 120mm full-suspension bike, which allows for a little more fun in rowdier terrain than my hardtail.

This was a really good fit, as with some supportive 2.4” tyres fitted, the bike responded perfectly. The wheels react to pedal input with snappy precision, aided by the light rim and probably the spokes. Some super light bladed spokes are light, and strong thanks to the bladed profile creating greater fatigue resistance. But they’re not always stiffer, especially in a straight pull scenario without a traditional hub flange for bracing. But the build on the Control Carbons always felt precise when out of the saddle, or pushing into a corner at speed.

Good wheels even feel good rolling in a straight line and the Control Carbons rolled really nicely from the start, and I would say they even got better over the few months I had them on test, as the bearing seals settled in a little. If you haven’t had a set of wheels with high quality hubs in them, it can be hard to understand the difference it makes. And this isn’t just about on the bike performance, but also longevity and availability of

parts. I’ve had some pretty fancy hubs over the years – but the DT Swiss 350 is my go to for matching performance with reliability, without sacrificing mortgage payments.

I’m not such an aggressive rider to need crazy high pressures when riding, and I settled at about 19psi in the front and 21psi in the back with the 2.4” Pirelli Scorpion Mixed and Hard conditions tyres I used for most of the product testing. As such, I didn’t get to test the impact resistance of the rims, or how well the flat top of the rim wall protected the tyres from getting cut.

But here’s the thing with rim width and tyre width – getting it right makes a huge difference. And I don’t mean with your thumb gauge. I mean being precise with a digital pressure gauge. Of course, the right pressure comes down to you, your weight, your tyres, the terrain and how you ride. I ride a lot of loose over hardpack in south east Queensland, and the right tyre pressure makes the difference between sliding all over the place and being able to ride on the edge of traction with consistent results. And I firmly believe that wider rims let you access that precise range of tyre pressures, especially in a cross-country/trail scenario.

VERDICT Most of the carbon wheels in my shed have been built by hand, using wide carbon rims from 300-360g, and DT Swiss hubs. Despite my own wheels being so similar on paper to the Roval Control Carbon wheels, the Roval wheels somehow feel a little firmer in use. Over the past nine years I bought wheels with rims from Nextie, Light Bicycle, Kappius, ENVE, TWE and EIE, and the Roval Control Carbons are up there with some of the best riding wheels from that lot. They compare really well to the DT Swiss XRC 1200 wheel sets I rode a lot over a year ago, in both the 25mm and 30mm variants. But those cost over $3000 and much of their low weight comes from the DT Swiss 180 hubs – not so much the light rim.

The fact the wheels aren’t meant to be used with inserts doesn’t leave me too concerned. While I use light carbon wheels and rims a lot, I don’t use inserts much. I’m just not sure what I’ll do with an insert if I get a puncture that tubeless sealant or a plug can’t seal. If you don’t ride with personal tech support, you might feel the same way.

I like how Roval have taken the high-quality rim from their top wheel set, and used it in a performance wheel set that is far from cheap, but nothing like the pricing on some carbon wheel sets on the market. Wheels make a huge difference in how your bike rides, and just about any bike would benefit from a wheel upgrade. The Control Carbons offer a very reliable wheel set with a solid ride, excellent warranty and low rotating weight.

Mike Blewit

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100 PERCENT

ALTIS HELMET

Comfortable, easy to adjust

Stylish and stable

Has a rotational slip liner

Height adjustable retention system would be good

It could use some more coverage in the back

RRP: $189.99

Photos: Gerard Lagana

FEsports.com

The Altis is a new helmet in the 100 Percent range, and the trail lid comes chock full of features without going overboard on price.

At first glance, the helmet has a modern aesthetic, and the black, white and grey colour options suit just about everyone - having three sizes goes a long way in suiting a lot of head sizes, form 50-63cm! There’s a micro-adjust retention system, although it can’t be adjusted up and down like with some brands. The buckle and straps are no-nonsense, although the straps can hold sweat a bit more readily than those on some higher-priced helmets. The stout visor has three positions, with the highest position allowing enough room for a pair of goggles to sit below them and off your face, if you’re an open face and goggles sort of rider.

The EPS foam on the Altis is covered with a bonded polycarbonate shell, with 14 decent sized vents to help keep air moving over your head. Getting venting right on a mountain bike trail helmet is different to a road helmet, as you want the coverage that the shell provides, but you also want airflow to help prevent overheating in hot conditions and on climbs. 100 Percent have found a good balance, with the vents moving air over your head, with top mounted vents allowing plenty of hot air to escape right out of the top. My S/M test helmet weighed 350g, which is really good for a trail helmet with a visor.

With rotational slip liners like MIPS adding an extra element of safety to helmets, along with Bontrager’s WaveCel, 100 Percent employ their own SmartShock system.

The idea is the same, the helmet has a liner that is attached at 11 points to the shell. The idea is that this allows the helmet to ‘slip’ on the liner, increasing the time the impact occurs and therefore reducing the impact. The rubber parts of the SmartShock system do sit against your head, and while I’m not bald yet, I can imagine it may not be comfortable in sweaty conditions. Still, they also hold the padding in, which is antibacterial, removable, and washable – plus there’s a spare in the box!

On the trail, the Altis was easy enough to forget about. I found the shell size spot on, although I really did want to be able to bring the retention system down a little lower for a more secure fit. This highlights how important it is to visit your local store when buying a helmet, so you can try on a number of models before buying the one that fits best.

In terms of protection, obviously the helmet passes the required safety standards, but while it has a little more coverage than some helmets, the shell doesn’t extend as low at the back as some others on the market. With that in mind, while I found it to be a comfortable (and good looking) trail helmet, for those looking at pushing their limits a little more, you may be better trying on a few other brands and models to find a helmet that has the coverage you need while also offering the optimal fit.

All that said, at $189.99 the 100 Percent Altis is a really good value helmet. The finishing is neat and tidy, the vents are generous, and the visor is far from an afterthought – and it never budged when riding. I found the helmet really comfortable, and the fact that it has a rotational slip liner at well under $200 is to be commended. It’s well worth trying one of these on for size at your 100 Percent dealer if you’re after a new trail helmet.

Mike Blewitt

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ENDURO

XD-15 Stainless Alloy the“Forever Bearings” The last bearings you will ever replace. XD-15 is so superior to other Stainless alloys it’s guaranteed for life against corrosion.

ENDURO

440C

Stainless Bearing Bottom Bracket

For Cross, Mountain, or rainy muddy environments, 440C stainless steel can be a great choice to cut down on maintenance and weather the stormy rides to come.

AVAILABLE AT:

Phone: 02 4446 4636

BONTRAGER

RSL HANDLEBAR AND STEM

Low on weight, high on stiffness

Badass black

Less bolts and clamps

A wider and shorter option would be good

High price point

RRP: $599.99

Photos: Gerard Lagana

trekbikes.com/au/EN_AU/

Mountain bikes have continued to evolve, and the bikes available now are far more capable than even five years ago.

While there is still progress to be made in some parts of bicycles, in many areas improvements are made via integration, to improve stiffness, strength and weight. One piece handlebars and stems are not a new concept, but they are growing in popularity. In the road bike market they are common place, and we may see a shift in mountain bike use on the coming years, Bontrager released their RSL one-piece handlebars and stems in early July. There are 5 models available, two with a 27.5mm rise and 820mm wide bars and short ‘stems’, and three with 750mm wide flat bars, with 70/80/90mm ‘stems’ at an aggressive -13 degree angle. I’ve had the shortest reach flat bar model on my bike for a couple of months.

The handlebars are made from the excellent OCLV carbon that Trek use in their frames, with Titanium bolts and replaceable thread inserts for the two stem bolts. At 236g, the test unit is impressively light. The trail/enduro riser bar versions are 230g and 250g, depending whether you get the 35mm or 45mm reach.

Setup is a cinch, with marks to get your levers in just the right position, and lines for trimming the handlebars down.

While 750mm is a little narrower than I would normally run, it’s wider than some would use for racing bar to bar, where often 700-740mm is the norm for more clearance. A one piece unit means no chance to play with the bar roll for fit, but I never found the need and found everything felt right from the get go.

If you need to mount a GPS unit, lights or a GoPro, Bontrager do have their Blendr mounting system which uses the single bolt mount on the front. I just ziptied my Wahoo mount on top of the effective bar and stem intersection. It’s not pretty but it prevents anything protruding from getting caught under my front brake hose on compression.

ON THE TRAIL If you’re looking at the 236g weight and thinking this is a weight weenie item, you’re half right. You can achieve that weight with other parts, for less than the $599.99 that the RSL unit costs. From the first corner it was obvious that weight wasn’t the real bonus with this setup. The important gains in the cross-country world right now are all about stiffness for precision handling, as shown by the updated Fox 34 SC and also the 2.4” Pirelli Scorpion XC RC, both also reviewed in this issue. The RSL unit felt far more precise than what it replaced, be it out of the saddle on a climb, or pushing hard into a corner or landing a jump. See Jolanda Neff use hers in Tokyo?

In much, much milder terrain, I still found the benefits noticeable. While I had never thought my last handlebar and stem were flexy, I knew they weren’t the stiffest options out there. But the move to the RSL cockpit has created a more direct feel to the front of my bike, from steering input through to just holding on in steep terrain.

While I don’t think XC handlebars need to be super wide, I would have preferred if the bars were a 760mm width as stock, and even if there was a 60mm stem length model. The trail and enduro models at 820mm wide and 35 and 45mm stem lengths look to be spot on, and at barely any more weight than the XC variant I have, I can imagine for anyone looking for a svelte and strong upgrade to their trail and all-mountain bike, it would be hard to look further.

Overall, I really liked the increase in ride feel with the RSL cockpit. At $600 it won’t be for everyone, but if you are looking at a carbon stem to match some carbon bars, you will probably realise that there isn’t a huge cost differential, and the RSL unit also removes some bolts and a stem clamp from the equation, which is an area where poor fitting can create issues. The RSL handlebar and stem would be an ideal upgrade for anyone looking to really put a sleek, light, stiff and strong cockpit on their bike.

Mike Blewitt 97

PEDRO’S

BURRITO TOOL ROLL

Good spread of tools

Great price to performance ratio for a home workshop

Tools like the Chain Checker and Chain Whip are top class

Functionality when draped over a workstand

Needs a set of needle nose pliers with integrated sidecutters

PRICE: $410

leadoutsports.com.au

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Pedro’s are a brand with a storied history in cycling.

Founded way back in 1989, Pedro’s first product was their ‘Syn Lube’ chain lube, before they expanded into tools made from recycled plastic in the 1990s. Head into plenty of bike shops around Australia and you’ll find mechanics who are rusted on supporters of Pedro’s range, especially their tyre levers.

After a brief hiatus in the Australian market, Pedro’s are back, and are being distributed nationally by Lead Out Sports. In issue #190 I wrote a feature about kitting out a home workshop, and I discussed options from Pedro’s throughout. I’ve had a bit more time with their latest tools in hand now, and today I’m going to be focussing on their Burrito Tool Roll. If you missed my rather lengthy feature in #190, fear not as the Burrito Tool Roll could set you up with everything you need for a handy home workshop.

Retailing for $410, the Burrito Tool Roll sits slightly below Feedback Sports’ Team Edition 19 Piece Tool Kit ($450) and is a fair bit cheaper than Park Tool’s Advanced Mechanic Toolkit ($579.99). There are cheaper tool kits on the market, but I’d class Pedro’s in the same ballpark as these two brands, so I’ll use their products for comparison.

The Burrito Tool Kit features 24 tools with 31 functions, and the kit gets its name from its ability to be rolled up to about the size of a US portion burrito. The condensed and portable nature of the kit is a handy feature for travelling, and once the roll is folded out, it’s easily draped over a workstand to provide easy access to the tools. To stiffen up the tool roll you need to install a couple of frame poles, but

this is easily done in about 30 seconds. Depending on what style of workshop you’re able to setup (or not) at home this feature is very useful. Spreading your tools out neatly at eye level is a fair bit nicer than scattering them on the floor.

In terms of the tools themselves, there’s a nice spread that covers most mechanical needs. There are hex keys from 1.5mm through to 8mm, T25/T30 Torx keys, a chain whip, a cassette lockring tool that integrates into the pedal spanner, screwdrivers, cable cutters, a chain breaker and checker, quick link pliers, multi spoke wrench, and a toothbrush for cleaning.

All the tools have a quality feel to them, although the hex key set and Torx keys aren’t as nice as Pedro’s standalone hex and Torx key set that retails for $155 including a pouch.

Considering this whole toolset comes in at $410 this minor quality difference is something that’s easily looked past. All the fittings worked just fine on the parts I used them on, and the L shaped hex keys with a ball end are always handy for bolts in tricky locations.

Some standout tools in the Burrito Tool Roll are the chain checker, which is a quality tool that’ll give you more accurate readings than other chain checkers on the market. I also liked the integration of a 24mm socket driver into the pedal wrench. The placement of the socket driver gives you plenty of leverage for removing a cassette with the provided cassette lockring tool, or working on a bottom bracket (a BB socket is also provided).

The chain breaker is another quality item in this set, with a sturdy feel about it that should last for years to come. My last

adjustable wrench, and their big blue book of bike repairs. Are these items worth the $170 price increase? Individually the answer is yes, however it’s a case of priorities as I think the ability to sling the Tool Wrap over your workstand is a big benefit over a kit that’s more out of the way and harder to find what you need. Similar to Feedback Sports’ offering, it’s a matter of priorities as to which kit suits your individual needs and workspace best.

Whilst overall I thought the Burrito Tool Roll offered a well thought out package for its intention and price point, one tool I really missed was a set of needle nose pliers, ideally with extra functions like an outer holder and side cutters for crimping end caps. A 5Nm torque wrench with 4mm/5mm/6mm bits would also be nice, but if you’ve spent a fair bit of money on your bike a proper torque wrench with all the bits is probably a wise investment anyway. A pick would also be handy for opening outer, but that’s an easy addition and exactly what the spare space in the roll is for!

Overall, the Burrito Tool Roll offers a great spread of tools for the asking price of $410. It’s a kit that’ll allow you to undertake most routine maintenance on your bike, and whilst it’s missing a couple of items that are useful, it well and truly covers the important bases, and the ability to hang it over your workstand is a standout feature in my eyes.

Will Shaw

Photos: Will Shaw

standout item is the chain whip, which features a handy catch to ensure the chain doesn’t fly off and leave you punching a flesh hungry cassette at full force. Another neat touch that isn’t tool related is the small, zipped pocket for smaller loose items like the cassette lockring tool and 3 way spoke truing tool.

So how does it compare to what’s on the market? As I mentioned, Feedback Sports’ Team Edition 19 Piece Toolkit retails for $450, and these 19 tools perform 25 functions as opposed to the Burrito Tool Roll’s 31. With Pedro’s you’re getting a 1.5mm allen key that the Feedback Sports kit doesn’t have, however their 6 and 8mm wrenches are slightly nicer in the hand with a more ergonomic handle.

Another useful tool included by Feedback that would be nice to see in the Burrito Tool roll is a Shimano Crank Cap Tool, which is an infuriating tool to not have when you need it. On the other end of the spectrum, the Feedback Sports kit is missing individual allen keys from 2mm – 6mm, as they’ve opted to cover these 6 sizes across two three-way tools. Whilst a 4mm/5mm/6mm is perhaps the most used tool when building bikes up out of a box, there’s no doubt that individual L shaped hex keys are more useful for ongoing maintenance.

What about the Park Tool Advanced Mechanic Toolkit, which retails a fair bit higher than the Burrito Tool Roll at $579.95?

With the Park Tool kit, you’re getting their Cyclone Chain Scrubber, valve core tool, a tape measure, a dummy hub, a big

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76 PROJECTS

SPARES SOLUTIONS

Sturdy

High Quality

76 Projects are a small brand out of the UK. The two owners have turned their skills from industrial design to designing and manufacturing high quality problem solving products. They have an extensive list of unique products to solve all kinds of problems, from Garmin or Wahoo mounts for all manner of locations to a variety of on bike storage solutions.

76 PROJECTS PIGGY Great Design

Fiddly setup

Could be considered expensive

Doesn’t fit all Mountain bike designs

RRP: $49.95 fullbeam.com.au

100

The Piggy utilises the standard water bottle bosses on your frame to mount both your water bottle cage and your spares, with a strap to hold your multi-tool, tube, tyre lever and CO2 and a dedicated spot for a master link all in the one design.

It does this with a long plastic strip with rubber which mounts to your frame. This relocates the bottle cage slightly higher on the frame which allows room for spares underneath on a moulded piece at the end of the plastic strip.

This neat little design ensures a sturdy fit to the frame without the use of a strap which can wear through paint.

There is little to no movement of your spares with this design which drastically reduces the risk of things coming loose. It further keeps the weight of your spares relatively low and central which means balance and handling of the bike isn’t impacted.

Fitting the Piggy to your bike depends on a few key factors such as; bottle cage type (side entry vs standard), frame size (larger frames or frames with more room inside the front triangle is preferred) and rear suspension layout (if applicable).

As the Piggy moves the bottle cage higher up in the front triangle you may find the need to switch to a side entry cage to maintain the size bottle you typically run or switch to a smaller bottle if this is an option.

You may run into issues mounting the Piggy into a small frame but this depends on the design of the frame. Which

leads me to rear suspension layout. If you have a large frame but have a shock with an extra piggyback oil reservoir then your overall space within the front triangle will be reduced and you may also have issues with mounting the Piggy. For reference I have a large Giant Reign which has generous front triangle space, but due to the shocks piggyback oil reservoir I had to switch to a side entry cage and a 500ml bottle to fit the Piggy into my frame without clearance issues.

While the setup process can be a tedious process of trial and error to find the right spot, 76 projects have included excellent instructions with all their products as well as all necessary mounting hardware including rubber spacers and a silicon band to hold all your spares together which make the overall assembly and install of the Piggy much easier.

Once fitted the Piggy is very much set and forget. Since having it installed on my bike I have had no issues of my spares, bottle cage or the whole product coming loose.

Moreover, it certainly makes getting ready for rides easier, knowing I have everything I need on my bike already before rolling out saves me time on rummaging through my duffle bag looking for a spare tube without a hole in it.

While the Piggy is certainly a high quality product the $49.95 price may be a bit steep for some. Although when compared to the price of buying a pack to carry your spares on rides, the price seams a lot more affordable. In my opinion, integrated storage systems in bike designs are the future, but until all bike manufactures adopt this design products like these certainly have their place in the market and come in very handy at times.

I would recommend the Piggy to all those riders who like to be prepared for any and all situations on a ride. Those looking for more on bike storage, rather than on body storage. Such people as Gravel, Marathon or Enduro riders and for even your road bike riders (if that floats your boat).

Mitch Codner

.

T U O .

T T O U O F AT O L F

GLENROCK Glenrock is one of the oldest examples of purpose-built mountain biking trails within a NSW National Park. Located about ten minutes ride or drive from Newcastle’s CBD, Glenrock is an expansive National Park with trails for mountain bikers, walkers, horse riders, and access to beautiful beaches.

Glenrock’s mountain bike trails were formalised in late 2009. Their formalisation was a result of National Parks noticing a significant increase in illegal mountain biking trails. National Parks then worked with the Glenrock Trail Alliance to create a plan of management for the trails. The plan’s aim was to ensure the trails were environmentally sustainable for the long term. From there, professional trail builders worked with the trails that already existed to bring them to a professional standard, and then national parks formalised over 14km of singletrack.

Nowadays, on most days of the week the carpark at the Fernleigh Loop/Gun Club Road entrance to Glenrock is jam packed with riders. It’s the same story at the other trail entrances. Glenrock has something for just about everybody, from cross-country racers, to trail riders, to families getting into the sport.

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The trails are well constructed, and despite the huge volume of riders they cater to they’re well maintained and hold up to traffic well. The trails are all graded and signposted, and it makes doing a classic clockwise loop from the Gun Club Road carpark very simple.

Some highlights include Kenny, a flowing trail through luscious green forest that’s the trail most riders will start with. Another classic is Shaft, a fast descent that caters to everyone from beginners to experts, with some high-speed lines requiring serious commitment for advanced riders.

Deluge is a trail that’s not a part of the main Glenrock loop, but well worth checking out via the connecting Yuelarbah Management Trail. Similar to Shaft, Deluge is suitable for toddlers right up to expert level riders, for whom finding the limits of traction in the fast turns is an exciting and risky game.

At Glenrock there’s under 100 metres of elevation, but the undulations of the trail flow well and you don’t feel short changed in terms of descending.

There’s also the option to lap descending trails like BJ’s surprise, Shaft, and Twisties.

Aside from being a great mountain biking destination, Glenrock is a truly beautiful place and is one of the last

Littoral (coastal) rainforests in the whole of NSW. In fact, Littoral rainforests make up less than 1 percent of the rainforests in NSW. As a result, Glenrock is home to a variety of animal species including bandicoots, goannas, bats and gliders.

Aside from the flora and fauna, there’s a number of stunning vistas throughout the trails. A classic viewpoint is the iconic Glenrock table at the end of ‘Hang Ten’, which looks out over the secluded Burwood Beach.

Halfway up the Snakes and Ladders climb is another stunning view, looking out over Leggy Point, a local’s favourite in the Newcastle surf scene.

Glenrock is a real gem in the Newcastle mountain biking scene. I can’t think of too many other places where a great riding destination is only ten minutes from the CBD. I also can’t think of anywhere more scenic off the top of my head, and the fact the area is protected for perpetuity is a real cherry on top.

GETTING THERE: Glenrock is a ten-minute drive (or ride) from Newcastle’s CBD, and you can ride to the various trailheads from most parts of Newcastle. If you’re coming from further afield, Glenrock is

FACILITIES Toilets: No Drinking Water: No Parking: There’s free parking on Fernleigh Loop right next to the trailhead, as well as at the other trailheads.

Most of the time there’ll be plenty of other cars with bike racks to let you know you’re in the right place!

Trails Signposted: Yes, with both grades and directions.

Mobile Reception: Both Telstra and Optus work fine throughout Glenrock.

Shelter: No. BBQ Facilities: No. Accommodation: There’s a ton of accommodation for all budgets within a short ride or drive of Glenrock.

Photos: Tim Bardsley-Smith

around 35-minutes’ drive from Newcastle Airport, and there’s direct flights from Sydney, Brisbane, and Melbourne. Glenrock is around round 2 to 2.5 hours from Sydney and Sydney Airport.

The main carpark is the Ferleigh Loop/Gun Club Road entrance (often called ‘the water tower’). There’s also an entrance to the North at the intersection of Yule Road and Scenic Drive. To the South there’s the Yuelerbah Trail Carpark on Burwood Road, which is the way to go if you’re keen on riding Whitebridge and Glenrock.

DISTANCES:

BEST TIME OF YEAR:

There’s over 14km of purpose built singletrack at Glenrock, and most of it can be ridden in a loop, with only a few sections of fireroad to link up the trails. The most popular Glenrock loop starting at the Gun Club Road trailhead is to head North along Kenny and complete a clockwise lap. Taking this option also means you can stop for a mid-ride break at the classic Glenrock table, which is famous for its world class beach views.

You can ride Glenrock all year around, however it’s best to steer clear after heavy rain. If in doubt, check out the Hunter MTB Trail Conditions page on Facebook. It gets pretty hot in Newcastle in summer, so it’s best to ride early or late and avoid the heat of the day if possible.

TECHNICAL NATURE:

LOCAL KNOWLEDGE:

Glenrock is predominantly more cross-country and trail oriented singletrack, however BJ’s surprise is a black graded descent that includes some rocky sections and tricky turns.

Trails like Shaft, Twisties, and Deluge also become more challenging the faster you go.

I’d recommend the classic Glenrock lap to any first timer, followed by a lap of Double Barrel and Twisties. Heading out to Deluge via the Yuelarbah Management Trail is also well worth it. If you’re after a bit more of a descending challenge, BJ’s Surprise is a technical descent that splits off from High Roller.

All of the trails are decently signposted and on Trailforks. If you’ve got Trailforks, I’d recommend downloading the Newcastle area onto your phone for your first time, and you’ll be able to link up Glenrock with the nearby riding at Whitebridge.

YOU’LL NEED: There aren’t any taps on the trail so bring plenty of water, particularly if you’re riding in summer. On the same note, sunscreen is a good idea as there’s a few fireroads connecting the trails where you’re fully exposed to the sun.

WHILE IN THE AREA: Newcastle and the Hunter has a ton of riding options for all disciplines. For cross-country and trail riding the Whitebridge area has some fantastic trails that come off the Fernleigh track.

For cross-country and gravity riding Awaba has you covered, and they’ve recently opened a brand-new flow trail!

LOCAL BIKE SHOPS: There’s plenty of great local bike shops in Newcastle. The two closest shops to Glenrock are Drift Bikes in Kotara and Cycle Fitness Nutrition in Adamstown.

REGULAR EVENTS: Rocky Trail Entertainment hosts a round of their GP cross-country series at Glenrock every year. Check out their website for the details Will Shaw

TECHNICALITY

•••••

FITNESS LEVEL

••••• XCOUNTRY

••••• TRAIL

••••• ALL/MTN

••••• DOWNHILL

••••• JUMP

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HOW TO RIDE SHORT, STEEP CHUTES WORDS JARED RANDO

R

iding short and steep chutes is a great way to begin to develop your confidence on steep terrain. Riding the longer variety of chutes where speed control is paramount is a different kettle of fish but there is no shortage of trails here in Australia which feature short and sharp steep sections.

It’s certainly something which is intimidating for newbies to the sport and for good reason – get it wrong and 9 times out of 10 it will result in a trip over the bars with a long way between you

PHOTOS NICK WAYGOOD and the ground so it really is important to ease your way into it. Don’t tackle anything off the bat that you feel uncomfortable with and progress your skills on mellow inclines and learn the basics before you tackle the steep stuff.

Gaining confidence to let the brakes off to roll over obstacles is also really important – the easiest way to get it wrong is to be on the brakes too hard and get hooked up on an obstacle on your way down. Here’s some tips to help build your confidence and what to look out for.

1 HAVE A REALLY, REALLY, REALLY GOOD LOOK AT THE ROLL IN It’s important to have a really good look before you drop in. Start off by having a look without the bike, and pick the exact line you want to ride. Look for small key markers to keep you in the right spot and anything which you could hook up on. Once you have a look on foot, have a look on your bike slowly riding up to the edge and focusing on your line and visualising what you need to do. Do this as many times as it takes and remember you can always come back another day if it doesn’t feel right.

Once you drop over the edge you need to be committed and know exactly where you are going and what you need to do to because on the steep stuff there’s no bailing out.

2 LOOK UP AND OVER As you drop in, look up and over the edge so you can focus on what’s ahead as soon as possible. This will give you that little bit of extra time to relax and react to what’s coming up.

Here I have spotted and picked my line and focusing on exactly where I need to go before I’m over the edge. On this particular line there is a rock about half way down I want to make sure I have the momentum to roll over so I’m paying particular attention to that as well.

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3 GET YOUR WEIGHT BACK This might seem like common sense and it is! The problem is that when riders are tense they can tend to forget this crucial step and freeze on the bike as they go over the edge. Think about placing your stomach on your seat and your butt on the back wheel. You can exaggerate the position when practicing on mellow lines to get used to it – this is something I can’t recommend enough.

Being able to get back as far as you can and also low on the bike not only stops you going over the bars but also gives you extra braking traction on the rear wheel. Braking at this point is all about focusing on the rear brake and being gentle on the front – you want to use very little front brake for obvious reasons!

4 EASY ON THE BRAKES On the steep lines once you are going, you are going. There’s no stopping so it’s all about managing your braking. One of the hardest elements of chutes is when there is an unavoidable obstacle thrown in – a slick rock or root is a great example. The hardest part here is that you’ll actually need to let the brakes off a little and be light on the bike to maintain traction and not slip out and also not to get bucked.

Think about riding over a small log at speed on flat ground – do it with no brakes and you’ll roll right over it but if you do it at speed when you are braking hard, as soon as you hit it you’ll go over the bars. That’s exaggerated even more on the steep stuff so it’s really important to build this element of confidence on more gentle slopes first. Here as I’m rolling over the rock I’m letting off the brakes to keep rolling through as I know after that the run out is clean and I can afford to let them off.

5 LOOK UP AS YOU ROLL OUT Focusing ahead as you roll out is really important – especially on tight trail type chutes. Quite often people get so excited and focus so hard on the steep part they get off line at the bottom and crash. Remember it isn’t finished until you have complete control over your braking and speed so keep looking up until you have everything under control again!

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Training hard burns a lot of energy. Long days in the saddle can leave you feeling empty and exhausted and needing a big meal to replenish the calories burnt on the trails. But what if you don’t eat enough? Long term, there can be serious consequences to health and performance due to a syndrome called Relative Energy Deficiency in Sport.

Relative Energy Deficiency in Sport (RED-S) is poorly recognised by athletes, coaches and health professionals alike despite it being quite common. A survey of almost 900 cyclists (yes, they were roadies, but there isn’t similar research in mountain bike riders) found one in five amateur riders were under fuelling. What’s scarier is that 15% of male and 30% of female respondents reported some of the symptoms of RED-S. Higher numbers are reported in semi-professional and professional ranks as well.

RELATIVE WHAT? Relative Energy Deficiency in Sport (RED-S) occurs when an athlete doesn’t eat enough to match their energy expenditure. In other words, the body is in a state of energy deficiency or has low energy availability to support optimal health, growth, daily activities and the demands of training and racing. Sounds simple right - so why haven’t you heard of it?

You might have heard of the Female Athlete Triad which is characterised by energy deficiency in females. However, more recently it was acknowledged that energy deficiency can affect both females and males and have more consequences than initially described in the Female Athlete 106

Triad. In 2014, a consensus statement was published by the International Olympic Committee (IOC) describing RED-S as the expansion of the Female Athlete Triad.

WHAT CAUSES RED-S? We know that RED-S is caused by a state of energy deficiency, but why? Well, this depends on the athlete and their sport. For some athletes, RED-S is caused by intentional restricted eating due to perfectionism, pressure to perform, weight or aesthetic requirements, or disordered eating. For others, just simply not knowing how much they need to eat, or mismanaging diet or training load are the main culprits.

UNDER EATING IS DANGEROUS BUSINESS RED-S can have a range of symptoms from the mild to severe. Remember, the body is not taking in enough energy to meet the demands placed on it by the amount of exercise being performed. Having low energy availability leads not only to insufficient energy for peak sports performance, but also to insufficient energy to maintain optimal health, with a range of body systems being affected.

The IOC discuss a number of health-related symptoms of RED-S. These symptoms can start with weight loss, irregular or stopped menstrual periods, recurrent illness or injuries, excessive fatigue, decreased performance, mood or behaviour changes. More worryingly, symptoms can also include nutrient deficiencies, heart issues or impairments to

Photo: Tim Bardsley-Smith

ARE YOU EATING ENOUGH? WHY UNDER-EATING COULD BE PUTTING YOU AT RISK

normal growth and development in young athletes.

RED-S can also be disastrous for performance.

Low energy availability leads to decreased muscle size and strength, decreased endurance performance, impaired recovery, increased injury risk and slow adaptation to training. Also dangerous for MTB riders is impaired judgement, concentration and coordination – not good when reactions need to be sharp on the trails.

The longer the low energy availability, the more severe the symptoms and long-lasting the effects can be so it’s important to identify and address the causes.

SOUND LIKE YOU? If you notice any of these symptoms or suspect you may be struggling to eat enough, it’s important to see a specialist. A sports dietitian or sports physician can help to diagnose RED-S and devise a treatment plan. The treatment plan will depend on what the individual symptoms are. The key to treatment is matching food intake to provide adequate energy to support training, especially during hard training blocks. Supplements to assist bone health or correct nutrient deficiencies may also be prescribed. If disordered eating is part of the cause, a sports psychologist may also be recommended.

Zoe Wilson

TIPS TO MAKE SURE YOU’RE EATING ENOUGH To avoid accidentally under-eating and developing RED-S be sure to: Eat regularly throughout the day and avoid skipping meals. Make sure meals and snacks contain carbohydrates and protein to fuel, repair and adapt to training.

Eat a low fibre, high carbohydrate-based meal or snack before a hard or long ride. If time allows, eat a meal 3-4 hours before you start and top up with a snack 1-2 hours prior. Good pre-ride options include porridge with banana, cereal with milk and fruit, creamed rice, a banana, crumpets or toast with jam or peanut butter or a sports bar.

Eat 30-60g of carbohydrates per hour during sessions longer than an hour. Great options include sports gels, drink or energy bars, bananas, dates, jam, honey or vegemite sandwiches, savoury muffins, rice cakes or jelly snakes.

Eat a meal or snack containing carbohydrate and protein within 30-60 minutes of training sessions or races to help refuel and maximise muscle repair. Good options include cereal and yoghurt, eggs on toast, spaghetti Bolognese or something simple and portable such as a flavoured milk popper, Up & Go or a meat and salad sandwich.

Plan to eat more during hard training blocks to compensate for the additional calories burnt.

Avoid crash dieting to lose weight. Instead, reduce weight slowly by reducing energy-dense foods like “junk” food or alcohol or increasing training load without putting your body under too much stress.

Find an Accredited Sports Dietitian near you for a tailor-made plan to suit your needs and goals (www.sportsdietitians.com.au)

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ALMOND & CACAO SNACK BALLS

NUTRITION PER SERVE (36g):

stop them sprouting in dry conditions and it is these inhibitors that cause the uncomfortable digestive symptoms. The process of soaking and dehydrating the seeds allows the enzyme inhibitors to be released (i.e. it mimics the sprouting process) making the nuts much more digestible. While this is an ancient and traditional process, I haven’t found any specific scientific research describing the exact process. However, from personal experience I do notice a big difference when I activate my almonds – they are much gentler on the gastrointestinal tract and still have the same health benefits.

Dr Fiona Herron

Energy

641kJ

Fat

8.6g

Protein

4.5g

Carbohydrate

14.7g

FIONA HERRON With a PhD in digestive physiology, a background in group fitness, food coaching and healthy snack food production, Fiona believes healthy eating looks like whole/real foods, good fats and consuming functional foods.

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Ingredients: Use organic where possible and always read ingredient labels – I’ve kept measurements in grams as it is difficult to accurately measure a cup of almonds etc because of their odd shapes.

• 140g raw almonds • 170g dates (roughly chopped) • 30g raw cacao powder • 20g tahini • 50g raw almonds for coating balls METHOD: • Using your trusty food processor, blitz almonds for coating to a fine powder (store this in the fridge in an air-tight container – can be used the next time you make these snacks as it won’t go off if stored in the fridge) • Blitz almonds for snack balls until crumbly/almost powder-like • Add chopped dates, cacao and tahini and blend – the mix is ready when you press it and it sticks together • Measure out a tablespoon of the mix and form into a ball • Coat with the powdered almonds • Place (and store) in the fridge to firm up • Makes approx. ten 36g balls

Photo: Chris Herron

T

his recipe is a favourite of mine, as a super easy, four-ingredient, delicious and nutritious snack.

Almonds (technically seeds) are a good source of fibre and protein and are full of beautiful unsaturated “good” fat. I activate my almonds, which is not essential – however, if you notice some bloating or abdominal discomfort after eating almonds (or any raw nut) you might want to try activating. The activation process involves soaking the almonds in salt water for about 12 hours and then dehydrating them for another 24 hours (in a dehydrator or oven).

What does activation do? Essentially, seeds contain enzyme inhibitors that

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ALL ABOUT FATIGUE RESISTANCE How fatigue resistance impacts your training and racing WORDS ANNA BECK

I

f you’ve watched World Cup XCO, you know just how fast the elite field starts. The gun goes and it’s hell for leather jostling for position into the first singletrack. But how often does that starting position stay the same for the entire race? Many times riders that have a fast start can fade into obscurity mid-race, having burnt too many matches to be at the front of the group for the remainder of the race.

So what makes an athlete successful at this level?

Aside from fanging genetics, a fabulous VO2, great power to weight and exceptional technical skills; the thing that separates those finishing strong from those just finishing can be often attributed to fatigue resistance.

WHAT IS FATIGUE RESISTANCE? Fatigue resistance is the ability to express nearmaximal power towards the end of a difficult race, often measured in terms of wattage for a given duration (ie: peak 5min power, for example) after a certain amount of work performed in kilojoules (kJ).

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PHOTOS MIKE BLEWITT A Watt Refresher…

A watt that powers your lightbulbs is the same unit of energy that you crank out through the pedals. In fact, if you have a power meter you will know how difficult it is to sustain one horsepower (746 watts) for very long. A kilojoule (kJ) is a metric equivalent of a kilocalorie (kCal) and represents your energy expenditure when converted from power on the bike.

1 watt over one second is equal to 1 joule, and to convert to kJ we divide joules/1000. For example: Average power x seconds riding/1000 = kJ expended. Although this roughly translates to Calories burned, it isn’t an exact science due to the gross efficiency of humans, but alas, that’s a digression and one extra math equation so we will just leave it as is for the point of this article.

Using kJ to approximate calories burned is helpful in approximating energy intake/output throughout a ride, day and training block.

However, another helpful use of kJ within the context of a ride is when looking at fatigue resistance.

kJ and fatigue resistance The deal here is simple: on a longer ride or race we use kJ as an approximation of energy expenditure, and we can use kJs used throughout a session in order to assess maximal power output after this time (power POST kJ burned). Usually I will look at >1000kJ and >1500kJ as starting points, for larger riders or those tackling ultra endurance events, it may be more prudent to start at >2000kJ and look at peak power outputs across a range of events each 500kJ thereafter. When you have identified the portion of your ride or race that occurs after each kJ band (1500, 2000, 2500 etc) you can look for peak power/durations that are meaningful to your event, and when you have identified these, compare them to your peak power numbers (ie: fresh numbers).

For example, a recent road race had a predominantly mountain bike athlete complete a very cruisy 60km of circuit of racing prior to the grand finale of 8km up a savage climb. The circuit racing was a respectful pace, and had the rider just tip over the 1000kJ mark. From here, the end of the stage was essentially a brutal climb lasting 20min.

Peak power after 1000kJ: 20 minutes: 264w NP: 280w 5 minutes: 298w NP 301w 1 min: 381w (no NP) Recent peak power values (90 days) when fresh: 20 mins: 281w 281w NP 5 mins: 339w 345w NP 1 min: 440w (no NP)

Here we can see that the athlete’s 20 min best power can be reproduced after 1000kJ when comparing NP: they are essentially the same number. Differences in average power can be attributed to the terrain of the course and several ‘non-pedalling’ moments mid climb.

When you look at those shorter-duration efforts, however, we see a loss of 41W and a whopping 59W over the 5’ and 1’ duration, respectively.

What does this mean? This could mean the athlete lacks fatigue resistance in the shorter durations, but it’s a little more complicated than that. A final steady pace up a climb essentially shouldn’t be giving you peak 1’ and 5’ values if it’s paced well, as hitting a peak 1’ in the middle of a 24min effort is an unwise plan. For a broader look at fatigue resistance of differing durations, check a bunch of events that warranted maximal exertion efforts of differing durations at the end of the ride.

The real world of fatigue resistance: you don’t need a power meter But despite all this watt talk, there is a simpler way to measure your fatigue resistance and all you need is a regular old cycling computer. Find a series of effort segments (uphill or flat) that have minimal interruptions or technical features that mean skill improvement could result in decreased time to finish segment. For those Strava athletes out there, this is pretty easy.

If you select a few segments that relate to your race discipline (ie: XCO 2-5min climb, XCM 10+ minute climb) and after a warm up complete a maximal effort. Take note of your time. Complete these segments after 2, 3 and 4 hours at maximal exertion and compare the outcome to when fresh.

What has changed? How different is the time?

Another way to look at this in a race capacity it

to compare lap times: what’s the difference between your first and last lap?

Tips for increasing fatigue resistance So we have identified what fatigue resistance is and how to measure it with and without power. But if doing an effort 3 hours into a ride makes you curl into the foetal position and cry, how do you improve it? That’s another thing.

A few handy and easy tips to improve fatigue resistance:  Food. Literally the first thing to add isn’t training more, but eating more throughout longer and more arduous events. Fatigue resistance is tightly linked to carbohydrate intake, so get on top of fueling well firstly for the greatest chance of success.  Backend efforts. When training, most efforts marked for quality are completed at the start of the ride in order to maximise output and adaptations. To increase fatigue resistance however, try shifting some of your efforts towards the end of your ride, essentially adding a ‘fatigue resistance’ session in your weekly arsenal.

Example: Perhaps a key session of yours consists of 4x8min maximally paced efforts.

Instead of completing them first up, consider sliding them in 1-4 hours into your ride.  The stretch ride. We often stick to a plan knowing that gradual increases in training volume is the safest way to build training load and fitness. However, there is a lot to be said about a well placed ‘stretch’ ride, something that grossly stresses the athlete beyond what they’re used to and increases substrate

utilisation, efficiency, mitochondrial density and psychological strength.

Example: If your longest ride is 2.5-hours, set aside time for a 4-hour epic, if you’re good with 4, stretch yourself to 6! Just remember to fuel accordingly and recover adequately in the days after.  Embrace your inner gym bro: when we fatigue it’s not just our cycling pistons that get tired. Whole-body fatigue can mean that towards the end of an important ride or race, loss of integrity in the core or other important muscles can lead to poor pedaling form and result in increased energy requirements for the same output.

Example: Hit the gym! Lift heavy things and engage your core. Even as little as 1-2x a week can generate meaningful benefits to your bike form.

Right now, fatigue resistance is an emerging concept within endurance sport, and one in which I expect the goalposts to shift significantly within the coming years. In the meantime, it’s easy enough to make some subtle changes to your training in order to maximise your output for when it matters.

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

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 Tools Needed

Allen key set, Shimano brake bleed kit (consisting of Shimano mineral oil, a Shimano bleed bucket, a bleed block, and syringe with an open hose attachment), needle nose pliers, a clean rag, brake cleaner, brake pad spreader (not pictured), 7mm spanner (not pictured).

HOW TO BLEED SHIMANO BRAKES

T  Remove brake pads from the caliper You’ll need to remove your brake pads from the caliper using the Needle Nose Pliers for the retaining clip, and a 3mm allen key for the bolt itself. Place the pads somewhere where they won’t get contaminated by the mineral oil used in the brake bleed.

Adjust the brake lever into a flat position and remove the bleed cap

Adjust the brake lever into a horizontal position on the handlebar using an allen key. Then remove the bleed port cap with a 2.5mm allen key, along with the o-ring (the o-ring will often come out with the cap).

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WORDS WILL SHAW

PHOTOS TIM BARDSLEY-SMITH

here are many good things about Shimano brakes. They’re powerful, reliable, and you get bang for your buck with their trickle-down technologies.

Bleeding Shimano brakes is also a fairly simple task, and it’s well worth doing If your brakes are feeling spongy, or if it’s time to replace brake pads.

Thread the Shimano bleed bucket into the lever Thread the Shimano Bleed Bucket into the lever port.

Ensure the bucket has a rubber o-ring at the bottom to create an air-tight seal and take caution as the bucket’s plastic threads are easily stripped.

 Insert a bleed block

Insert a bleed block into the caliper. It may be necessary to push the pistons back into the caliper using a pad spreader. Take caution here as the pistons are easily damaged.

Fill the bleed syringe and brake bleed bucket

Fill the syringe half full with Shimano Mineral Oil. Invert the syringe and push out any air bubbles until only oil remains. Fill the brake bleed bucket half full with Shimano Mineral Oil.

 Insert the syringe onto the caliper bleed nipple

 Push fluid through the system Gently push fluid through the system, ensuring there’s no air bubbles as the fluid passes through the hose.

You’ll see fluid coming up through the brake bucket on the lever. Keep pushing fluid through the syringe until there’s no bubbles coming out at the lever. If the brakes have had plenty of use there’s a good chance the oil coming out will be more black than red, which means you’ve made the right call to bleed your brakes!

Remove the rubber cap on the caliper bleed nipple. Attach the syringe while putting gentle pressure on it to ensure no air gets inside the syringe/nipple connection. Depending on the brake you have there’s either an allen key or 7mm spanner required to open up the nipple.

Pictured here is a brake that uses an allen key for this step of the procedure.

Remove the syringe from the brake caliper

When the fluid coming out into the brake bucket at the lever is the same colour as the fresh oil and there’s no air bubbles, it’s time to close the bleed port and remove the syringe from the caliper.

Using your allen key or 7mm spanner, close the bleed port and then remove the syringe.

 Pump the brake lever to get any excess air out

With the brake bleed bucket still attached, pump the lever to remove any trapped air. You can move the position of the lever to do this, and tapping on the brake line, caliper, and lever with an allen key can also help. Once there’s no air bubbles coming out the brake should feel nice and firm.

 Clean any remaining oil from the caliper and lever

Using a clean rag with some brake cleaner sprayed onto it, give the caliper a thorough wipe down to ensure there’s no residual oil that could contaminate your brake pads. It’s a good idea to wash your hands before you re-install the brake pads also and give the lever a wipe down while you’re at it also.

Remove the brake bleed bucket

Remove the brake bleed bucket from the lever. Make sure you put the plunger into the brake bleed bucket before doing this, and when you put the cap back on make sure it has the rubber o-ring on it.

Don’t worry if a couple of drops of oil escape when you screw the cap on, you can wipe this off with a clean rag.

Reinstall your brake pads and wheel

You’ll probably need to recentre your caliper after you’ve done a bleed to avoid rotor rub. Enjoy your fresh feeling stoppers!

Want to get your workshop skills up to speed? Contact the Bicycle Mechanic Training Institute – 5startraining.com. au/bmti/home

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