Mountain Bike Rider - November 2021 by SOMOSTUDIO - ส้มโอสตูดิโอ

5 NATURAL SINGLETRACK RIDES + GPS ROUTES NOVEMBER 2021 l mbr.co.uk

TAKE FULL CONTROL Unlock more confidence on every trail

Smart shocks RockShox’s automatic suspension system ridden Never puncture again Steve Peat tells you how Yeti’s radical new e-bike BIK E T E S T

DISCOVER THE UK’S LONGEST DESCENT

MULLET BIKES! Four mixed-wheel bikes that promise to turn up the fun factor

Fort William’s swoopy new blue run GR OUP T E S T

LIGHT UP YOUR WINTER Latest lights on test

NEW BIKES FROM WHYTE, WE ARE ONE & MOUSTACHE

Contents

ON THE COVER

Joe Barnes cuts loose on the new Blue Doon trail at Fort William. Pic: Pete Scullion

NOVEMBER 2021

FEATURES

Which of our mullet bikes can best style it out on the singletrack? p92

52 TRAIL BLAZERS: TIRPENTWYS TRAIL CREW Can one man make a difference? Ryan Bullimore certainly thought so. He conceived, designed and built a bike park near Pontypool. Ryan died in 2018 but Tirpentwys has blossomed, growing in reputation every year and now drawing in riders from across the UK. mbr goes to South Wales to meet Ryan’s dad, check out the trails and hear first hand how close the locals are to making the tracks official.

ON THE COVER

36 FIRST RIDES

SRAM Flight Attendant might sound like it’ll serve you a foiltopped meal, but it’s actually a new suspension system that automatically adjusts your compression damping as you ride. We take a spin on the new system to discover if it really can improve pedalling efficiency without sacrificing bump performance. Plus first rides on the new Whyte E-180 and Moustache Samedi 29 Game 8 e-bikes.

68 LONGTERMERS

James Bracey puts the Focus Jam on a diet, with lighter wheels and tyres; Ben Day services the dropper post on his Vitus Escarpe;

BIKES & GEAR Ben Smith swaps out his posh Zipp Moto wheels for some regular alloy ones on the Kona; Sean takes the Nukeproof Scout hardtail for a beating at BikePark Wales; and PB breaks his e-bike. Again.

74 PRODUCT

Shimano’s XT groupset has always impressed us with its built quality, reliability and performance – now 12-speed, can the latest drivetrain live up to our great expectations? Check out the review after 2,000km of riding. Plus we test a Leatt convertible helmet, Endura MT500 Burner

pant, VHS Slapper Tape, and loads more. ON THE COVER

80 TESTED: LIGHTS

Keep riding as the days get shorter, with help from the best dedicated mtb lights. We’ve got 11 to review, including three that’ll actually plug straight into your e-bike’s battery, and four versatile all-in-one options. On test is the Lupine SL X, Exposure Toro Mk12, Nightrider Lumina Dual 1800, Blackburn Dayblazer 1500, Hope R2 LED, Light and Motion Seca and more.

BIKES IN THIS ISSUE Focus Jam 6.9 68 Haibike Allmtn 6 72 Kona Process 134 Supreme 70 Moustache Samedi 29 Game 8 44 Nukeproof Megawatt 297 Factory 104 Nukeproof Scout 290 Pro 73 Santa Cruz Bronson CC AXS Reserve 96 Specialized Status 160 100 Vitus Escarpe 29 CRS 69 Whyte E-180 RS V3 40 We Are One Arrival 22 Yeto 160E T1 24 YT Decoy MX Core 4 108 ON THE COVER

92 BIKE TEST: MULLET BIKES

What started as the preserve of weird and wonderful niche brands has become the next big thing: the mismatched wheel bike. Boasting the rollover advantages of a 29in front wheel, and the reduced weight, increased strength and nimbleness of a 27.5in rear wheel, brands sporting mullets say they represent the best of both worlds. We put the theory to the test, with the Specialized Status and Santa Cruz Bronson, and the YT Decoy and Nukeproof Megawatt e-bikes.

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EDITOR’S LETTER

CONTENTS

Forgotten gems

Revisiting England’s very own alpine arena

Enter a stable relationship with your rig, p62

HOW TO

30 BUZZ: FIT AND FAST – BULLETPROOF TRAINING

Blue Doon: sustained flow in the Highlands of Scotland, p18

There’s a new series starting this month, showing us how to bulletproof every area of your body in turn to get the most out of your riding, with coach-to-thepros Johnny Thompson from Fit4Racing. This month we kick off the most frequently mangled body part in the pursuit of mtb happiness: the shoulder. Find out how to make yours trail-proof. ON THE COVER

62 SKILLS: BE STABLE

Riding well is not a magical talent that some have and some don’t, we can all learn how to do it thanks to modern mountain biking techniques that break it down step by step. The first lesson is to gain stability, argues Andy Barlow from Dirt School – he shows us how to gain more satisfaction from being in control, how to go faster because of it, and expose ourselves to fewer risks too.

REGULARS 12 BIG PICTURES ON THE COVER

18 BUZZ – BLUE DOON TRAIL

The UK’s longest blue-graded descent has just opened in Fort William. Accessed by the famous gondola uplift, it’s 8km of twisting, turning trail, hewn from the moor and woods below.

50 MAILBOX

The best of your letters, from the sublime to the ridiculous.

his month I’ve been lucky enough to enjoy back-to-back rides in proper mountains, both here in the UK and abroad. That’s right, for the first time in 18 months, I’ve been out of the country, to Italy and the beautiful Aosta valley. It was a strange and slightly nerve-wracking experience flying abroad again, hoping that all the necessary paperwork was in order and that my Covid-19 test in Italy didn’t come back positive. In the end the travel was unexpectedly smooth and wellorganised, and getting back to the Alps was wonderful. More on the bike I was riding in the next issue, but preceding that trip With great heights was a schlep up the come great hikes M6 (pre-fuel crisis) for a couple of days in the Lake District riding the new SRAM Flight Attendant kit. We were based around Whinlatter, and in two days managed to chalk up 3,000m of climbing and descending under blissfully bright skies on perfectly buff trails. I’m embarrassed to say it’s been eight years since I was last in the Lake District, and every inch of trail (well, apart from the ‘short cut’ we took home on the first night) made me question why I’d been away so long. Challenging climbs, endless descents where speed mixed intermittently with spicy tech, eye-watering views and mouth-watering tea stops. It really had the lot, and boasted an alpine flavour that made a passable impression of the Alps. If you haven’t been before, or, like me, have neglected it from your travels, put it on your riding list. It won’t disappoint.

114 MY BEST TRAIL

Steve Peat needs no introduction, he raced the first ever Maribor World Cup round in 1999 and that course remains to this day his favourite ever trail.

Trail-proof your body, starting with shoulders, p30

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Big picture Northumberland National Park, and in particular the valleys that spur off from the Cheviot Massif, are a unique proposition for mountain bikers. With a mixture of large forests and rolling hills, riders can blend high-intensity blaze-ups with mellow, big-view bridleway sections. The area, however, has some of England’s most protected habitats and wildlife, meaning that some trail access is restricted to certain times of the year. Scotty Laughland enjoys a classic Northumbrian late-summer evening before heading for a cool pint at the Rose and Thistle, Alwinton. Tommy Wilkinson

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BIG PICTURE

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Big picture Although overshadowed by Tom Pidcock’s gold medal, anyone watching the XCO at the Olympics closely will have noted Evie Richards’s strong performance in which she held third place during the early stages of the race. It was a telling precursor of what was to come at the World Championships in Val Di Sol, where the young Trek rider shook off her unlucky 13 plate to take a commanding victory and bring the first ever XC rainbow jersey back to the UK. This was then backed up by dominating wins at the the final two rounds of the UCI World Cup in Lenzerheide and Snowshoe, crossing the line a massive 1min 31 seconds ahead of second place at Snowshoe. Chapeau, Evie! Bartek Wolinski / Red Bull Content Pool

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BIG PICTURE

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Big picture Snowshoe also provided a heartstoppingly exciting double header to decide the UCI World Cup DH overall title, just as it did back in 2019, when Danny Hart’s win decided the title race between Loic Bruni and Amaury Pierron. This year, there was high drama at every turn, with the pressure getting to title favourites Myriam Nicole, Thibaut Daprela and Loris Vergier in spectacular fashion. In the end, 2020 world champ Reece Wilson (here) won the penultimate round and almost backed it up with a double win, while Loic Bruni showed his class with a flawless run to take the final win and the overall championship. In the women’s, Vali Holl finally shrugged the monkey off her back to win both rounds and claim a totally unexpected victory in the overall championship. Bartek Wolinski / Red Bull Content Pool

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

Edited by Jamie Darlow

GEAR

RIDES

FA S T & F I T

I N S P I R AT I O N

G E T S TA RT E D

FORT W I L L I A M ... FOR NEWBIES

The Nevis Range doesn’t just host World Cups, it now has the UK’s longest blue downhill trail

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Wooden boards sidelined in favour of swoopy dirt singletrack

ention Nevis Range to anyone and they’ll likely think of the UCI Downhill World Cup, currently the second longest-running World Cup venue in the world. Mont Saint Anne’s top by the way. Every year since 2002 (bar the last two), thousands have travelled to Nevis Range, just north of Fort William, to watch riders do battle on Aonach Mòr’s lower slopes. We’ve always thought the iconic venue was missing a trick, though. Ride the brilliant gondola uplift to the top and there are only two ways back down (well, three if you count a dull fire road) – the DH track or Top Chief, now graded black. Less-experienced riders were effectively barred from most of the altitude on offer. Nevis Range obviously agreed, because last month it opened Blue Doon, a new blue-graded downhill trail, accessed by gondola and built properly into the hill without resorting to boardwalk. It’s the longest descending blue trail in the UK, and will likely hold that title for a while to come. Blue Doon has been built by the Nevis Range trail team over the last couple of years, with spanners thrown into and removed from the works at various points by 2020’s most popular virus. At approximately eight kilometres long and dropping a similar height to the World Cup downhill, it’s far longer than the numbers might suggest. Starting just below the Snowgoose Cafe, there are options below the Puggy Line to continue along the blue-graded trails or spice things up with the myriad of other

BLUE DOON IS A NEW BLUE-GRADED D OW N H I L L T R A I L , AC C E S S E D B Y G O N D O L A NOVEMBER 2021

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I N T RODUC T ION

Sweeping corners are perfect for banking speed

options to get you back to the car park for another lap. A single, non-stop run being chased by local turn-hoofer extraordinaire and the man who lends his name to the aforementioned black run, Joe Barnes, took around 19 minutes. I have no doubt that without me slowing him down, the Hazzard Racing main man could have clipped a few minutes off that time. Either way, you’re in for a trail that feels never-ending, and for the most part, that is a good thing.

CUT TO THE CHASE

The opening day saw local dignitaries ascend the gondola into the mist for the curtain-raiser, and local rider Skylar McLeod, winner of the video competition, was the first to turn a wheel on the Blue Doon after the ribbon-cutting ceremony.

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Blue Doon, you saw me riding alone...

Manuals require no labour for this working Joe

Despite the low-hanging cloud telling us otherwise, a distinct lack of liquid sunshine over the preceding week left the track in a typical Nevis Range style; fast and loose. Anyone who’s raced on the World Cup track knows that a touch of moisture helps settle the surface on this mountain and that’s no different on the Blue Doon. Sweeping berms help you get up to pace quickly, before the corners tighten and open up into fast, traversing blasts across the open hill. Views across Fort William itself, and along Loch Eil, are a constant throughout the upper reaches of the trail, but you’re best paying full attention to the trail and enjoying the view from one of the convenientlyplaced picnic benches scattered along the route. Some flat turns help wake you up and keep you on your toes, with other

corners sporting absolute peaches of berms that will hold you tight and spit you out faster than you went in, almost regardless of your entry speed. With the grip levels coming and going, and some of the track still soft in spots, to get down this fast, you need to put the work in. Get ready to be on the gas out of the turns and work the changes in gradient to keep the speed up. More rain and riders will see the trail firm up, meaning it will run hotter as the track beds in. A solid hardtail is likely the bare minimum to get down the Blue Doon and go back up for another. With many runs taking upwards of 20 minutes, you and your bike might not be as battered as you might be on the Top Chief or the World Cup track, but the high speed and quantity of trail means that you will be tired long

I T ’ S D E F I N I T E LY A M O U N TA I N BLUE , DON ’ T THINK BERM BABY BERM before you’ve got the car park in your sights. The Blue Doon is definitely a mountain blue – don’t think Berm Baby Berm as you head up the gondola. Few people will have descended this far in the UK in one hit without having to turn a pedal to get to the top, and that is the magic of the Blue Doon – you just have to be prepared for what is an entirely unique experience on these shores.

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Heralding The Arrival, an exclusive carbon 29er from Canadian brand We Are One...

he Arrival by We Are One is about as exclusive a bike as you’ll ever see. Designed and handbuilt by a boutique rim and component brand from Kamloops, British Columbia, it’s a 150mm-travel 29in enduro bike with a carbon frame and absolutely standout looks. Buy one and you can pretty much rest assured you’ll never see another out on the trails. And here lies the problem: We Are One is fabricating 400 Arrivals this year but most will never leave North America. Luckily for us, Creation Cycles – the one lone UK bike shop acting as distributor– is selling the bike as a frame-only or rolling chassis from November, meaning a lucky few Brits can be those standout riders. Ride one or not though, we think the Arrival represents how high-end bikes should be made, with short supply chains, low-impact manufacturing processes and local employment. More on that in a minute though, the Arrival’s frame needs some time to explain. It’s handmade from carbon- fibre in Canada, with some very unusual tube shapes and profiles that make it look pretty unique. There’s an oversized brace where the seat tube meets the top tube, while the bottom of the seat tube itself has a wobbly kinked look to it, in order to make room for the twin-link suspension. Whether it’s weird or wonderful, we’ve yet to make up our minds. The shock sits vertically and mounts to the bottom of the down tube, and it’s driven by a twin-link design with a rocker link up top and a swing link sitting

just above the BB. Naturally, the frame has all the modern trappings going on – internal cable routing, space for a waterbottle, and moulded chainstay and down tube protectors. The whole thing is then finished in ceramic paint from Oregon-based Cerakote that saves a hefty 400g over traditional powder coating. We Are One has mixed up its standards on the Arrival (on purpose of course), opting for a 157mm back end and a narrower 148mm crankset with a 168mm Q-factor. It says this dishes out a more direct chainline for 12-speed drivetrains. There are also titanium fixings galore, from the pivot bolts and brake-adaptor mounting bolts, to the lower-shock bolt, case cover, and dropout bolts.

KEEPING IT LOCAL

The bike delivers 150mm travel and has been designed for a 160mm-travel fork. The Arrival’s geometry looks good, with three sizes on offer featuring a 338mm BB height, 64° head angle and a 77° effective seat-tube angle. Sizing is also comparable with the competition – the SZ2 has a reach of 475mm. Those of us who like to scour the geometry charts at the back of the bike test will have realised this makes the Arrival very similar to the Stumpjumper Evo… which is probably a good thing. We Are One is about as far away as you can get from Specialized though. It began life as a wheel brand just under five years ago, and boasted just four

We Are One Arrival: boutique beauty with an eco-friendly heart

employees. “The wheels have grown in popularity since then, they’re a high-end product with value, we’re not charging $3,000 for them,” explains Tyler Maine from We Are One. “It’s that that’s enabled us to pursue projects like the Arrival, and we now have 70 employees to make it happen.” Almost everything needed to make the Arrival comes from within 500 miles of the HQ in Kamloops. “We want

Twin-link suspension delivers 150mm of travel via a vertical shock

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R E S T A S S U R E D YO U ’ L L NEVER SEE ANOTHER OUT ON THE TRAILS

to have as much local employment, and that comes down to supporting local business,” Tyler says. “So when looking for the rubber, there’s a place in Vancouver we get it from. Maybe it costs a little more, but we’re not talking about inexpensive products to begin with.” We Are One makes its own carbon rims and frames, with the raw carbon coming from local Canadian suppliers and the aluminium for moulds mined in BC and milled in Washington state. “We want to find as much domestic product as possible, the titanium is really the only part we have to source on the frames,” Tyler says. “We also wrap up the finished product in recycled paper and ship it in recycled boxes.” The Arrival will be available in the UK

from February 2022, initially as a frame-only or frame and rolling chassis to overcome the global shortage of parts. Frame with Fox Float X2 shock is £3,650, rising to £4,250 for the Push Elevensix coil shock. If you want the brand’s I9 1/1 Union wheelset and bar stem combo it’s £5,350 with the X2 shock. We Are One could well be a glimpse into the future for how mountain bike brands should be run. Sourcing raw materials from home turf, making what it can in house with a local workforce, then importing what it can’t from its neighbours. No high-end product is ever going to be without its carbon footprint, but We Are One is making its as small as possible.

Titanium brake adapter bolts adorn a 157mm back end

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HOT STUFF

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

YETI 160E T1 £11,899 “Why did it take us so long to make the 160E?” Exactly the question we were going to put to Yeti about its first-ever e-bike, until it got there first. Yeti is famous for its Switch Infinity suspension design, Richie Rude, and its turquoise-blue bikes, but most recently its e-bike holdout status has been causing it the most notoriety. Now it’s joined the party with the 160E, a 160mm-travel e-bike with a radical suspension design and a host of new features. Why so late then, did Yeti think e-bikes were a passing fad? The brand says it wanted to address the particular demands of a powered e-bike, and to do so required a completely new suspension design called Sixfinity. So while the E160 doesn’t have Yeti’s best suspension feature until now, Switch Infinity, it does have a revolutionary new six-bar design called Sixfinity that provides the same characteristics, Yeti says. Before we talk about this dizzying new tech though, it’s helpful to go back and think about how Switch Infinity works. It uses a vitrual pivot that switches direction as the bike moves through its travel, letting Yeti tune the anti-squat curve to its liking – firm when you’re pedalling, more compliant when you’re descending. It’s a great system, but it takes up space smack bang in the middle of the bike at the prime spot for an e-bike motor. In short, Yeti waited so long to deliver an e-bike because it wanted to keep the advantages it reckons come from Switch Infinity. Sixfinity targets the same suspension characteristics – that tuned anti-squat curve – but uses the small lower link that sits just above the motor as its ‘switch’. That little link rotates upwards in the first part of the travel, before completely reversing itself later in the stroke. Clever stuff. In the real world, Yeti says there’s a pedalling zone in the first half of the travel where the bike will feel smooth and supportive. Tip beyond the link’s inflection point though, and the anti-squat quickly drops off. What’s more, Yeti says this is particularly important on an e-bike, where you use more of the spread of gears when climbing.

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There’s more, though – the new bike will let riders change the leverage rate curve for the bike, without changing the geometry, antisquat or anti-rise. There are three mounting points for the bottom of the shock, meaning you can choose how the bike feels underneath you – from very plush to balanced and on to more supportive and efficient. So far we’ve not talked about wheel sizes, spec, geometry, or the stupendous prices that await, which has got to tell us something about how interesting this new suspension platform

is. So here goes: the bike has 160mm travel, uses a 170mm fork, rolls on 29in wheels, boasts a 64.5° head angle, 78° effective seat angle and can take 2.6in tyres. There’s a 630Wh stock Shimano battery in the down tube and the bike is powered by a Shimano EP8 motor. There are two builds to choose from – the top-end T1 bike costs a hefty £11,899 and uses Yeti’s Turq series full-carbon frame, Fox Factory suspension, Shimano XT drivetrain and DT Swiss EX1700 alloy wheels. The C1 costs £9,499, it uses the same carbon frame but

S W I S S ROL L

The DT Swiss Hybrid e-bike wheel range has been redesigned, with the top-spec HXC 1501 SPLINE ONE now using a carbon rim, new hub featuring a bigger shell and EXP OS ratchet system, and choice of inner widths. 27.5 or 29in. £689.99 front, £859.99 (29in), freewheel.co.uk

MICHELIN MAN

Swedish slopestyle rider Emil Johansson has a new colourway design for the Etnies Camber Crank MTB shoe… blue. The Camber Crank is for flat pedals, uses a Michelin sole that promises to be both grippy and durable, and has a stiff midsole for stability. £79.99, eu.etnies.com

drops to Fox’s Performance-level suspension, SLX drivetrain and DT Swiss E1900 wheelset. Both bikes also come with Yeti’s own E-MTB specific thermoplastic handlebar with integrated wiring. We don’t yet know the weight of these new bikes, or how well they ride. Hopefully we’ll have the answers soon. The real question then, is not why did it take Yeti so long to make the 160E, but why we did we care about its e-absence? Probably because we knew there was something special coming. silverfish-uk.com

R AG E AG A I N S T T H E M AC H I N I N G

With a wide, forged aluminium platform, and a chromoly spindle, the Look X-Track En-Rage Plus is designed to be tough enough for enduro. SPD-compatible; 6° of float; 13° release angle; comes in black or gold; and there’s a Ti spindle version for XC riders. £95, lookcycle.com

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PA L M P I L O T

Keep riding through winter with the Specialized Trail-Series Thermal Glove. It features a wind-resistant three-layer softshell and minimal material on the hydrophobic palm to enhance feel. Touchscreen compatible; Velcro cuff; comes in red or black. £42, specialized.com

P O W E R S TAT I O N

Bosch has a new and more powerful Powertube 750 battery for its Performance Line CX motor, running alongside its new and sleeker Kiox 300 display. Perhaps best of all, though, is a new LED control unit that lets you ditch the display altogether if you want. £N/A, bosch-ebike.com

R AC E FAC E O N

The Race Face’s latest Ruxton pant fastens with a ratchet closure, gets a stretchy nylon precurved cut, zippered thigh pockets, lazer venting and a DWR coating. Available in blue, black or red. £139.95, silverfish-uk.com

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GET AN EDGE

Garmin’s latest GPS computer, the Edge 1030 Plus, gives you turn-byturn directions, comes preloaded with mtb-specific mapping, and there’s even a Trailforks app installed. The bundle option gives you more mounts, sensors and a HRM strap too. £599.99, buy.garmin.com

B AG F O R W H E E L L I F E

Evoc’s Two Wheel Bag is big enough to accept two 29in wheels with chunky tyres, and strong enough to protect them against baggage handlers. Reinforced axle padding with hard plastic bosses; divider; carry handles; 1,100g weight; measures 75x80x15g. £84.99, zyrofisher.co.uk

W I N T E R WA I S T C OAT

The SQ-Vest ONE11 XS vest is for both road riding and mountain biking and is windproof and breathable, making it ideal for layering on cold days. Packs down small; features a drop hem and zippered chest pocket; and reflective detailing. €129.95, sq-lab.com

S R A M H S2 ROTOR, F ROM £49 Bigger rotors can generate more friction than smaller rotors, all other things being equal, and that means better braking performance and more control for you on the bike. That’s a win for the era of bigger bikes and rowdier descents, but all that friction can heat up your brakes and the fluid therein, leading to a loss of performance, without protective cooling. SRAM reckons it has the answer to that problem, with the new HS2 Rotor. It’s now 2mm thick, up from 1.8mm, which might not sound like much but together with recessed spokes with “thermal dissipating paint”, dishes out superior heat management

– 40°C less, SRAM says, based on its testing at Lake Garda, which is a reasonable reduction on a component that hits 500°C or more. Honestly though, how many of us can say they’ve blown their brakes up in the last five years? Not many, we’d bet, and fewer still if we’re talking about UK riding. That doesn’t make the HS2 an expensive flop like its railway namesake though, because there’s also a decent boost in power on offer. HS2 uses a new track pattern that improves braking power by some 7% SRAM says, according to its own lab testing. That’s a decent improvement and not far off the step up in power that comes from

upgrading to 200mm rotors from 180mm. Thicker 2mm rotors are not only useful for heat dissipation, adding material means they are also more robust and better able to withstand impacts, and less likely to warp when you’re really cooking them. They should be quieter and less prone to squealing too, something brake powerhouse Magura has been boasting about for years with its 2mm rotors. Downsides? It weighs more, by a couple of dozen grams. Upsides? Fewer bent rotors, quieter, more powerful and more reliable brakes. Not bad for £50 an end. sram.com

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RIDES

STELLAR S I N G L E T R AC K

Those thin, winding trails we call singletrack are the reason we ride. Singletrack IS mountain biking. So, here’s five of our favourite singletrack-focused routes B A L L AT E R , S C O T L A N D 21.6km (13.4 miles)

The Cairngorms are the place to go for out-there epics. But it’s not all wild, wooly and worthy riding. Ballater on the east of the National Park is the starting point for some truly amazing singletrack, of which Heartbreak Ridge is the centrepiece. A tight heather-lined sliver of singletrack punctuated with granite slabs, the gradient is steep enough for you to effortlessly carry plenty of speed without it being a white-knuckle plummet. Needless to say, this being Scotland, the views are incredible but it pays to be vigilant and keep your eyes on the trail – there are plenty of gotcha rocks waiting to grab a misplaced pedal. GPS download bit.ly/Ballater

D O C T O R’ S G AT E / C U T G AT E , P E A K D I S T R I C T 5 7. 9 k m ( 3 6 m i l e s )

Possibly the nation’s favourite singletrack trail. Cut Gate can get busy but pick your times (mornings and evenings work best) and you can get a clear run. Part of its popularity is no doubt the fact that it works so well in either direction. As a climb it’s challenging but achievable and as a descent it blends speed, flow and technical sections like it’s been designed with mountain bikes in mind. And in fact parts have been; thanks to the great work of local trail groups, boggy sections have been paved and the trail rides better than ever. This monster version also takes in the more techie Doctor’s Gate too. Pack extra sarnies. GPS download bit.ly/CutGate

D O E T H I E VA L L E Y, WA L E S 23.8km (14 .8 miles)

On paper (or screen) this route doesn’t look all that. A pretty straightforward loop with only 778 metres of total ascent over 24 kilometres, it doesn’t sound like it’s worth the hassle of navigating mid-Wales for. But it very much is. In truth, this route is all about the return leg. A piece of singletrack of such perfection it must surely have been the inspiration for Wales’s trail centres. Pick a dry day when the trail is baked and hard and it doesn’t come better. Other trails have more altitude, more speed, more technical features but few are the whole package like Doethie is. GPS download bit.ly/DoethieRide

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L O N G M Y N D, S H ROPSH I R E 3 7. 6 k m ( 2 3 . 8 m i l e s )

Shropshire has the highest concentration of quality singletrack in the British Isles. Now, we can’t prove that (and we’re happy to be proven wrong) but after sampling this route we’re pretty sure you’ll agree. With multiple ways up and down The Mynd, it would be a shame not to tick off as many runs as possible, but be warned: to enjoy all those downs you’re going to have to put the effort in on the ups. Good job there are plenty of cafes at the bottom of the hill then. Once you’ve completed this route, you’ll have a good grasp of what this hillside has to offer and can pick and choose trails to suit and create your own Mynd Mega Mix. GPS download bit.ly/ShropshireMega

D U N N E R DA L E , LAKE DISTRICT 2 9. 7 k m ( 1 8 . 4 m i l e s )

This corner of the Lakes is often quieter than most and this route keeps you, mostly, off the trails that see the most traffic. So, if you’re looking for peace and quiet to enjoy the Southern fells and some magnificent singletrack, this is a winner. If you’re a Lakes connoisseur, some of this route may seem familiar as it shares some of the same trails as the tried and tested Walna Scar classic. This ride puts a twist on things, literally, avoiding the usual wide tracks for some unusually narrow ones. GPS download bit.ly/Dunnerdale

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THE SHOULDERS

Strengthen your most vulnerable joint to avoid injury and boost performance

e’re kickstarting our Bulletproof series with the most mobile joint in your body, the shoulder. Unlike your hip joint, which we’ll cover later in the series, the socket in your shoulder is super-shallow; your arm is literally held in place by a couple of ligaments and surrounding muscles. It’s thanks to this high degree of mobility that we can reach up and grab the last box of Cheerios on the top shelf in the supermarket. It’s also what makes the shoulder joint very injury-prone. As mountain bikers, we’re all too familiar

with acute shoulder injuries like dislocations, separated AC joints and broken collar bones, all of which are related to impacts or trauma. Less obvious are the chronic problems that creep in from overuse injuries caused by sitting at a computer, driving, riding, or simply focusing too much on your mirror muscles – think big pecs and biceps. And it’s these imbalances and overuse injuries created by daily life that can leave the shoulder joint weak and injury prone. The good news, though, is that by restoring range of motion, addressing muscular imbalances and building strong, healthy

ASSESSMENTS For a quick mobility test, try the following move with a broomstick, PVC pipe or towel. With your hands wide and your elbows locked, bring the pipe or towel over your head and all the way down until it reaches your lower back. If you struggle to get over your head, you’re in serious need of some shoulder mobility conditioning.

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OV E R H E A D R E AC H

With your back against the wall, and keeping ribs down, reach directly overhead. With fists clenched and thumbs extended you should be able to touch the wall. Performing the test doubles as a great stretch to increase range of motion in the shoulders.

EXTERNAL R O TAT I O N

shoulders, we can mitigate most of the chronic injuries and provide some extra protection and stability when we accidentally shoulder barge a tree. As with all joints, asymmetries in shoulder function can have knock-on effects further down the kinetic chain, which is why it’s important to access each shoulder separately even though we’re going to test them at the same time. The assessments double as great shoulder stretches and we’ve also outlined some key stabilising exercises before layering on some pure strength work to really reinforce your shoulders.

In the same body position as the overhead reach, bring your elbows against the wall at 90 degrees from your torso and with palms pointing forwards. From there, rotate from your shoulder only, until your knuckles hit the wall or you can’t reach any further. The angle at which you stop is an indication of your mobility.

INTERNAL R O TAT I O N

As above, but this time rotate downwards until your palms hit the wall or you can’t reach any further. It is common to be less mobile rotating internally but still extremely important for good shoulder function.

S TA B I L I S I N G E X E R C I S E S

B A N D P U L L -A PA R T S

H A L F- K N E E L I N G , B O T T O M - U P K E T T L E B E L L P R E S S

In a lunge position with one knee on the floor, hold a kettlebell (bottom up) in front of you with one arm. You should have your shoulder and elbow at 90 degrees. Press the kettlebell up until you ‘lock out’ and return to the starting position. Perform 12-15 reps each side for rounds. Rest for 2 minutes between each.

Stand tall and brace your midline. Hold a band out in front of you with hands shoulder-width apart. Engage your scapular (shoulder blades) then pull the band until it touches your chest. Return to the starting position. Perform 20-30 reps for three rounds with 1-2 minutes rest between each.

ST R E NGT H E X E RC I S E S 1

ARNOLD PRESS

In a half-kneeling position hold a dumbbell in front of you with a bent elbow at 90 degrees and palm facing your face. Press upwards while rotating the dumbbell to finish ‘locked out’ and with palm facing forward. 7-10 reps each side 3-5 rounds.

P U L L-U PS OR R I NG ROWS

(for those with limited range of motion) Hang from a pull-up bar with palms facing away from you, engage your scapular and hold a ‘hollow’ position though your midline (rather than passively hanging in an over-extended spinal position). Pull yourself upwards until your chin is over the bar then return to the hang position under control. As many as you can to failure, do 3-5 sets.

LANDMINE PRESS

(for those with limited range of motion) Wedge a barbell in the corner of a room or between two weight plates. In a half kneeling position, hold the end of the barbell and press up and forwards. Lock out where your mobility allows then return to the starting position. 7-10 reps each side 3-5 rounds.

S H O U L D E R TA P S

With your chest facing the wall at an angle you feel safe (the more vertical you are, the harder the exercise is, so starting on the floor is easiest), hold a hollow position through your midline. Once stable, rock slightly to one side to load one shoulder, take your other hand off the ground/wall and tap your opposite shoulder. Place your hand back on the ground/wall and repeat on the other side. Aim for time rather than reps, increasing each time you perform this movement.

NEXT MONTH

In part two of the series we’ll be targeting the ankle

T H E C OAC H

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

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I N S P I R AT I O N

T H E I N N C R OW D

21-year-old Paula Zibasa is one of a new breed of young racers, competing across multiple disciplines and doing it with style WHO IS...

PAULA ZIBASA Paula is a young downhiller turned freerider who now lives in Innsbruck and this year took eighth place at the Speed and Style, on home turf.

ow did you get into mountain biking? My mum put me on a bike when I was three years old, like all kids learn to ride. In Latvia, where I am from originally, BMX racing was quite popular, so somehow I stumbled into it all. By the time I was four, I was racing! As a kid I was dreamy, and always somewhere else in my head, so I wasn’t taking it seriously. I didn’t know what a competition was, I was just riding on a bike. In 2012, my family moved to Innsbruck and there weren’t any BMX race tracks nearby so I started mountain biking – because it was the alternative. It wasn’t love at first sight. I hated pedalling up! That’s probably why I was really into downhill. As soon as the lifts were open, you never saw me pedalling up. I was doing laps all day long, and that was it. When I got to 16 or 17, it got a bit more serious and I started racing World Cups. I never planned on doing it, it just happened. I honestly don’t know why mountain biking and why I kept doing it even when I didn’t love it so much. But recently I realised it was probably the connection to nature I got to have with riding, plus this feeling I have after riding. When I am riding my bike I am in this state of mind where I am on another level, another planet, another world, it is similar to meditation. You are riding the moment. When did you think you could make a career out of mountain biking? When I started, if you wanted to make a name for yourself in mountain biking you had to go race World Cups. But I wouldn’t say I am making a career out of mountain biking, I am just doing things I love. Racing was a part of it, and somehow I developed the mindset of a racer and I liked the community. When I got properly into it, I realised it wasn’t what I imagined. I was travelling to places that I never got to really see as I was just there for the track and the race. Then when you are done, you are off to the next venue

“IT IS SIMILAR TO M E D I TAT I O N . YO U A R E RIDING IN THE MOMENT ” 32

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– you never get to explore. That is the life you are living. Training all the time – sleeping, eating and riding your bike. I wanted more. I saw people in Innsbruck going climbing and skiing, which I didn’t have the time to do. So I thought I needed a break, but I couldn’t find the courage to stop. When the team fell apart in 2019 that was the turning point for me. I decided to stop racing World Cups. So since that happened, where has your motivation with riding shifted to? It is cool that I can decide now if I want to ride my bike. When I was racing I had to go mountain biking, I had to progress. Now I am free to do it whenever I want. I am motivated to feel good and be connected to nature so I spend a lot of time bikepacking and heading out on long trail rides. Where do you call home and your local trail? And what is it like? My favourite trails are just behind my house. Innsbruck is crowded with mountain bikers at the moment. We have legal trails but there are too few. I understand that people get mad because there are some mountain bikers who are not polite and hikers can’t tell how good a biker you are. How did you come to be working with Patagonia? In 2018, I met a lot of skiers who were wearing Patagonia, and I liked the gear. Connecting with nature is a big part of mtb’s appeal for Zibasa

Despite Zibasa’s mtb roots, she soon outgrew the restraints of racing

I got interested in finding out more about the brand. I read some stories and watched some movies and I was stoked about what Patagonia was doing – that there were people trying to take care of the planet. I wasn’t thinking a lot about that when I was racing, I didn’t know about the climate crisis, but through skiing, and Patagonia, I got really into it. Compared to mountain biking, when you are skiing you see more effects of the climate crisis up close. I liked the mindset of the brand and it felt similar to mine, and where I want to go. I spend a lot of time in the forests so I want to learn more about them and how to protect them. The issue of

deforestation – and the effect this has on CO2 emissions – contributes massively to the poisoning of the planet. I also want to be conscious of all those little things I can do – using the car less and jumping on the train, for example. But also to speak up and talk with people about the wider issues, especially in the mountain bike community. We need to care more about environmental protection and climate change. Our understanding needs to change from the root, by the companies, and those who are building the trails, then the community will follow. We have to stand up for change. It will not be easy, but we have to be more responsible if we want to keep this whole world going!

A growing concern is the lack of diversity in the outdoors space. How do you think we can make mountain biking more inclusive for everyone? It is really important that everyone in the mountain bike scene – the companies and the community – are open to it being something for everyone and they give this representation. Also, I think if we want more diversity in mountain biking, we need to start teaching young kids in school that they are welcome to do it. The mountain biking and downhill club in Innsbruck is doing a great job of that. We as mountain bikers have to be kind and helpful to new people to help them realise it is open for everyone to join.

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G E T S TA R T E D

N O M O R E F L AT S

How to make your bike puncture proof, with Steve Peat

TA L E N T B E AT S T E C H

Preventing flats is as much about technique as it is about tech. Back when I started racing there was no tubeless sealant, no tyre inserts and definitely no dual-ply DH casing tyres – only inner tubes and thin (basically XC) tyres. So I’ve definitely learned a few tricks and techniques over the years. The biggest part of avoiding flats is by improving your riding style. Once you know the trails, you can use better lines to go around the hard edges, avoid braking in the rough stuff and pick your landing spots for a smoother exit. Keep your head up and look far ahead on the trail too, it helps you spot sharp objects and stops you having to brake aggressively because you’re on the wrong line. This will not only help prevent flats but it’ll make you faster too. Smooth = no flats!

TUBELESS PLUS SEALANT

We have so much more tech to help to prevent flats these days and tubeless sealant, combined with tubeless tyres, has probably been the biggest game changer. Tubeless sealant is a thin (usually latex-based) liquid that creates an airtight seal between the tyre bead and rim wall so you can get rid of those heavy

C H O O S E YO U R T Y R E S W I S E LY

Dual-ply tyres – or Kevlar-reinforced tyres – can really help because the tyre casing is so much stronger than single-wall tyres and really helps to prevent sharp objects puncturing through. Most brands offer varying levels of sidewall protection, with the most protection (and weight) designed for downhill or e-bike use, and the least protection and lowest weight for XC. As a general rule of thumb, go for more sidewall protection in the rear where you’re more likely to puncture.

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inner tubes. It’ll help you seat a tyre, then the residual liquid sealant left inside is flung to the outside when the wheel spins. This means if you do pierce the tyre, the pressurised sealant will squirt out and block the hole before much (if any) air escapes. Most of the time you won’t even realise you’ve punctured.

YO U R E X P E RT

HOW TO F I X I T

No two punctures are the same, so it’s still possible to get a puncture that doesn’t seal with tubeless sealant, and in spite of all of the above advice. Chances are it’ll be on the sidewall because punctures on the top of the tyre are more likely to seal themselves as that’s where the sealant gets flung to when the tyre spins. Most tyres only have dual-ply casing on the top of the tyres too, so the sidewall and the bead is the vulnerable spot. You may need to use a tyre plug to get a reliable seal. Tyre plugs (aka bacon strips, aka dog poos) are super-sticky strips of rubber that are usually 1.5mm or 3mm thick – push one into a puncture using the small metal fork tool. This gives more structure to the hole and works together with tubeless sealant to achieve a reliable seal.

STEVE PEAT Steve Peat is the original OG of mtb. Born in Sheffield he raced (and won) pretty much everything going in DH, from World Cups in the 90s and Noughties to the World Champs in Camberra in 2009. Peaty is a true icon and has shaped the sport like few others.

TYRE PRESSURES

Pinch flats (aka snake bites) were the most common reason for punctures back in the day because we hardly had any suspension and sometimes we had to run pretty low tyre pressures to get grip in wet conditions. If we pumped our tyres up too hard in dry conditions we ran the risk of slices and cuts from scuffing rocks or even rolling over thorns. Tyre pressure, then, is crucial for helping prevent flats. Run pressures too low and you’ll probably get a pinch flat or roll the tyre off the rim. Run the pressure too high and sharp rocks or thorns will more easily puncture the tyre, plus it’ll reduce your grip and comfort. How do you get it spot on then? There’s no right answer because there are so many factors affecting the

optimum pressure – how rocky or fast the trail is, the weight of you and the bike, the wheel size, your riding style and skill level, the tyres you’re running, and plenty more all determine the ideal pressure. The only answer is trial and error – buy a decent pressure gauge and start experimenting. Start at around 22psi in the front and 24psi in the rear and go from there.

P E AT Y ’ S SETUP

I N S E R T S C A N R E A L LY H E L P Tyre inserts can be a great help to prevent pinch flats, especially when you’re still learning and find yourself casing jumps or piling into gnarly rock gardens heavy on the brakes on the

wrong line. A tyre insert is a hoop of dense foam padding that sits inside the tyre, it’s job is to cushion the rim and stop it slicing into your tyre if you slam into a rock or root. Inserts also

help to stop the tyre from rolling off the rim. This is because the insert pushes against the tyre bead and helps to keep it in place when running low pressures or shralpin’ turns.

“For the Santa Cruz Syndicate team set-up we use Peaty’s Tubeless Sealant, Peaty’s Rim Tape and Peaty’s MK2 Tubeless valves combo on Reserve carbon rims. I have also been fortunate enough to race and ride on Maxxis tyres for a very long time. With this set-up I don’t feel a need for rim inserts or anything similar.” “Being a bigger guy, I probably run my tyres a little harder than most people out there. I can actually tell the difference when the tyres lose 1psi because I lean heavily on the edges of the tread in corners so the pressures are crucial for me. Just keep your head up, spot good lines and try to stay off the brakes in the rough stuff!”

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NEW BIKES

SWINGING A LEG OVER WHAT’S HOT THIS MONTH 36

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ROCKSHOX FLIGHT ATTENDANT £ N /A / r o c k s h o x . c o m

NEED TO KNOW Active suspension system automatically adjusts compression damping to maximise efficiency without compromising bump performance Suite of sensors constantly monitors parameters such as bike angle and acceleration, suspension movement and crank rotation. This data is processed by the control module mounted to the fork and run through an algorithm to decide the optimum damping mode Both fork and shock can run in Open, Pedal or Lock mode, and the system can mix-and-match modes front and rear, depending on the situation Ability to fine-tune the system bias and take full manual control System always has a bias to the open mode Currently only available on certain complete bikes

RockShox takes active suspension to the next level with a system that aims to perfectly match damping to terrain

ack in 1992, the Williams F1 team designed a race car that completely dominated the season, winning nine races along with the Drivers’ and Constructors’ World Championships. It was so far ahead of the competition that it was up to two seconds a lap quicker on certain circuits, in a sport that measures most gaps in tenths of a second. The reason for that success was active suspension, and it made the cars so fast it was banned the following year. While still absent from F1, many road cars use sophisticated active suspension systems to improve comfort without compromising road holding, and over the years a few mountain bike brands have trialled the technology. Magura’s eLect and Lapierre’s e.i. designs never really gained traction, but more recently Fox released its flagship Live Valve design – a product that is still available on a small selection of complete bikes. Now there’s a new kid on the block: it’s called RockShox Flight Attendant and it’s the most sophisticated system ever produced for mountain biking. But is that enough to make it succeed where other systems have fallen by the wayside? Before delving into the nitty-gritty of Flight Attendant, it’s important to understand three key differences it possesses over other systems. Firstly it always defaults to the Open position. With Fox’s Live Valve, the system defaults to the Closed (locked) position

and only opens up following feedback from a sensor. Secondly it’s a predictive system rather than a reactive system, so by monitoring multiple parameters, it aims to detect a situation where it needs to open up before you actually reach it. And lastly, it’s completely wireless, so while it adds weight, there’s minimal additional clutter. Equally crucial to the understanding of Flight Attendant is knowing the ultimate goal of the system. In essence, it wants to ensure that your bike’s compression damping is in the optimum mode for any given situation on the trail. To do that it aims to provide maximum efficiency when pedalling without affecting bump performance where traction/grip is paramount. Most of us already have some kind of pedal platform on our bikes, but being manually activated, they tend to be under-used. Partly because it’s Left-hand AXS unit operates dropper post and acts as manual override

New system defaults to Open suspension setting but will choose Pedal and/or Lock as needed

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Flight Attendant monitors multiple parameters to tweak compression damping on-the-fly

not always easy to take a hand off the bar and reach for a lever, and partly because we worry about forgetting to open it up again before dropping into a descent. Flight Attendant takes care of that responsibility, promising to put your bike in the best setting for every inch of trail, so that you use less energy on every little rise, out-of-the-saddle sprint and undulating climb. The system comprises three main elements: the control module mounted to the fork’s damper leg (Pike, Lyrik and Zeb all have brand-new Flight Attendant variations with extra features including bleed valves); a module attached to the Super Deluxe Ultimate rear shock; and a pedal sensor that sits inside the BB axle. For now, the system will only be available on selected models from Trek, Specialized, YT and Canyon, although other brands will follow. Currently you can’t buy Flight Attendant aftermarket, although that may change in the future. How does it work? Flight Attendant uses an array of sensors to monitor what is happening to the bike (and rider) and adjust the compression damping accordingly. Think of it as a vast and complex flow chart where there are many different paths to five possible outcomes. Each individual component has an accelerometer and a gyro gathering

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data. This data is collected and fed back wirelessly to the control module mounted to the fork. Depending on the information it receives, the control module will decide whether the fork and shock need to be in the Open, Pedal or Lock modes, or a combination of these front and rear. It’s worth noting that Lock is not a full lockout but rather a very firm compression damping setting. How fast does it react? According to RockShox, the sensors operate at 200Hz, that’s 200 decisions per second. RockShox says that the ultimate speed of the system was less of a critical goal than making sure the correct decisions were made at the appropriate time. Even so, during testing I was never concerned about reaction times at either the fork or the shock. Does it learn as I ride? No, there is no machine learning, or AI, going on with Flight Attendant, however, RockShox continues to collect data from its test riders about how the system is used and the situations they encounter, so the algorithm will continue to be refined and improved and updates will be available to consumers as and when they are made. Can I still take control? Yes, simply by hitting the left-hand AXS

Shock control responds to instructions from the fork module

It always ensures your bike is in the most efficient setting Crank sensor is a vital part of the system

paddle, you can assume manual control of the dampers and decide which setting you want them in. How much does it weigh? We weighed the Zeb on our Trek Slash test bike at 2,450g (170g heavier) and the shock at 628g (around 120g heavier), while the crank sensor weighs 37g, so the system adds around 300g extra (taking into account the extra weight of the Zeb’s bleed valves and new internals). How long do the batteries last? Depending on temperature, terrain and riding style, the fork battery should last a claimed 20-30 hours, the shock battery 30-40 hours and the pedal sensor and control unit batteries around 200 hours. Both the fork and shock unit use standard AXS rechargeable batteries as found on the Reverb and rear mech. What happens if the batteries run out? The system will automatically go into Open mode if it detects a battery about to go flat.

HOW IT RIDES

The first question that needs to be addressed is: how does it stack up against Fox’s Live Valve? Having ridden both systems, my opinion is that Flight Attendant is far better suited to the

type of riding I enjoy, specifically fast singletrack, technical descents, jumps and features. When I tested Live Valve, I preferred the bike’s response when the system was turned off on the descents (currently not something you can do easily on-the-fly). In 150km and 14 hours riding Flight Attendant, however, not once did I feel the need to either switch it off or override the computer. Throw in the wireless aspect and the ability to tune settings with the app and it’s an easy win for Flight Attendant. The key to its success is its readiness to open up the damping, so when you need your suspension, it’s always there. That’s down to feedback from the sensors being correctly interpreted by the algorithm and predicting when those situations arise. Even when you remain completely static and pedalling, say on a gradual climb, as soon as the fork hits a modest bump everything opens up. Get out of the saddle to pedal and put weight over the front end and the system stays in Pedal or Lock, but lift the front wheel and tap it back down on the trail and it opens up. It’s that sensitive. Adjusting the system bias makes a noticeable difference to the response. Go to the firmer side of the scale and Flight Attendant goes into Lock much earlier and stays in it longer, needing more signals to open up. It’s an ultraefficient mode best suited to the XC-side of riding, but for me the -1 bias to Open worked best, improving the efficiency of an enduro bike without losing its sense of capability and composure. Where Flight Attendant’s advantages can most be felt are on undulating trails where you wouldn’t necessarily bother to reach down and flick a lockout lever. In these situations you always get the most direct power transfer possible, meaning the bike never bobs up and down, soaking up your precious energy. Get out of the saddle to power up a rise

or sprint along a flat section to top up your speed, and the whole bike will tense up and respond immediately. In that respect it should be a fantastic ally for enduro racers (and potentially DH racers) where sprints and climbs can be crucial to a good overall result, but making adjustments on-the-fly is difficult. Because the bike sits higher in its travel, ground clearance is also improved. Which means fewer pedal strikes as well as making it easier to time your power stroke to avoid rocks and roots on challenging climbs. You do feel a bit perched though, and when you do need to dab or even jump off when a crux move goes wrong, the ground is further away. As an energy saving technology, Flight Attendant certainly works. It always ensures your bike is in the most efficient setting when you want all your energy going into the drivetrain, but feels exactly like a regular bike when you want comfort and grip. Just as a good waiter always seems to anticipate your needs while also blending into the background, so Flight Attendant takes care of your suspension without ever making its presence felt. On the flip side, it adds weight, cost and complication, there’s more to go wrong and you’ve got to remember to keep it all charged. Danny Milner

1ST IMPRESSION

HIGHS

Clever technology. Impressive integration. Works perfectly without requiring intervention.

LOWS

Adds weight and complexity. Expensive. Means more batteries to keep charged.

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WHYTE E-180 RS V3 £ 7, 2 5 0 / 2 7. 5 i n / w h y t e . b i k e

NEED TO KNOW Self-shuttling gravity enduro machine with 170mm travel out back, paired with a 180mm fork The beating heart is a Bosch Gen 4 CX motor with four power modes and a 625Wh battery with quickcharge function Full Factory-level Fox Suspension with massively tuneable Float X2 shock and burly 38 Grip2 fork Aluminium frame comes with an offset eyelet in the shock yoke to offer multiple geometry settings

You don’t need petrol to get Whyte’s new rig to start roaring...

s Whyte’s longest-travel electric mountain bike, the E-180 is optimised to handle the toughest terrain. That’s not to say it’s entirely downhillfocused, but it doesn’t take long with the powerful Gen 4 Bosch motor to rack up enough trails to realise this machine is most at home hammering down steep tracks before powering back up for another hot lap. Self-shuttling enduro bike, then? You bet. The full-alloy frame has a massive down tube to house the 625Wh battery, while the E-180’s modern enduro geometry means a sub-64° head angle and roomy reach that stretches to 505mm on the XL size. And, typically for the UK brand, the BB is really low slung, at 335mm, and is paired to (short for an e-bike) 444mm chainstays. To get the weight of the 625Wh battery to sit as low as possible, Whyte cleverly rotates the latest Bosch drive unit upwards, so the battery sits in front of the motor, rather than on top of it. This simple sleight of hand combined with 27.5in wheels is what retains the bike’s manoeuvrability and dynamic handling. Basically, in much the same way a bobsleigh, racing car (or even downhillers who’ve experimented strapping weights to frames) lower the centre of mass and improve handling, having the hefty Bosch PowerTube

Bosch Performance Line CX Gen 4 lies at the core of Whyte’s new power tool

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positioned closer to the ground optimises the E-180’s turning and ensures that it’s every bit as nimble as it is a pure bump muncher. The flagship E-180 RS has top-drawer Fox Factory suspension bolted into a chunky chassis. Whyte’s knack for fitting bling parts that also function well is evident throughout, including a perfect Maxxis Assegai tyre spec; the MaxxTerra rubber delivering good traction without immediately getting ripped to shreds by accelerated e-bike use. The casings are on point too, the lighter reinforced EXO+ up front and the tougher DoubleDown casing on the rear. Both are set up tubeless on tough 32-hole WTB HTZ wheels with asymmetric spoke alignment to help balance spoke tension. WTB’s hefty rims weigh the best part of 700g each, but remained true and ding-free, despite the abuse you can dish out on a 180mm travel e-bike that’s this capable. With SRAM X01 12-speed gears and powerful Code brakes in the best RSC

It’s every bit as nimble as it is a bump muncher

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Fox Float X2 Factory: the Whyte gets some seriously heavy-hitting hardware

Greatest HTZ: WTB provides a premium pair of hoops

Maxxis Assegai 3C MaxxTerra EXO+has been assigned the forward rubber role

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guise with smoother lever bearings and maximum adjustment, the drivetrain and brakes on the E-180 are equally sorted. The oversized 220mm front rotor has serious power – useful on a 25kg e-bike, although it does seem to out-gun the rear, which makes it feel imbalanced at times. In fact, I think these mismatched rotor set-ups might work better the other way round. A smooth Crankbrothers dropper has a very ergonomic remote and enough drop for an e-bike, plus there’s a well-shaped Race Face bar and stem too, so, even at over seven grand, the kit adorning the E-180 represents decent value when compared to other shop-bought brands. In terms of the assistance, I reckon Bosch sets the benchmark for power and range. You can hammer uphill faster and rack up considerably more climbs than on EP8-equipped bikes with similar battery capacities. Any downsides? Yes, the oversized display is still a bit of a dog’s dinner and plonks excess plastic on the bar. Whyte’s slide-inside battery design is also a pain to remove for offbike charging because a load of cables and gubbins inside the down tube can snag. So anyone without a garage packing a plug socket will likely find this annoying, especially with a muddy rig to contend with. Whyte only needs to look

We have lift off: the Whyte in flight

SPECIFICATION

Chunky head unit takes up a chunk of the cockpit

Plug in and play: but off-bike charging can be a faff

to Specialized for the solution though, as the Turbo Levo bikes have the easiest in-tube battery removal.

HOW IT RIDES

The payback for potential battery charging carnage is an immediate sense of how well-balanced the E-180 rides. With the weight of the battery lower and further back towards the motor the bikes have a low centre of gravity while retaining ample ground clearance. Obviously, with a huge chunk of travel and super-fluid Fox suspension, it isn’t 100% optimised for spinning along flatter singletrack or mellow trail centre blues and reds, but when you do lean it into a turn, the bike tips in effortlessly and switches from side to side at an impressive rate. In other words it is responsive and easy to steer and turn. And, despite having all of that travel on tap, the ultra-plush E-180 is surprisingly adept at climbing. A fairly upright seat angle keeps your weight forward and the front wheel down, and the powerful motor pairs well with the sunken BB (that hovers just above the potential crank strike limit), to keep your weight low without undue tipping on mega-steep ascents. Conquering near impossible steeps is a really fun aspect of e-biking, but

let’s not mince words: you’re hauling the extra mass and travel around on the E-180 for one purpose and that’s to crush the descents. In terms of suspension, Whyte has made that easy by nailing the balance of the E-180. You can absolutely haul down proper DHlevel terrain with both wheels tracking superbly, while retaining enough support and progression to push and pump the terrain. The accurate tracking and a stuck-to-the-ground feel provides crazy levels of grip and smash-factor, generating such momentum you’ll be glad of that 220mm front rotor. And while the rear end on the E-180 felt great from the off, after a few wet rides, winding a fraction more lowspeed rebound off the X2 shock upped performance further by opening up the shock to move more freely, adding extra pop and liveliness and even more dynamism to the way the smaller 27.5in wheels really slice through turns. There are few negatives here, other than being so hefty and capable it demands strength to hold onto and manhandle; especially once those heavy wheels really get trucking. Another consideration is while 27.5in tyres seem to offer better braking tracking and bite compared to how some heavy 29er e-bikes surf and skip over the top

of beaten-out terrain, I’d still prefer a bigger wheel up front as 27.5in just feels a bit more nervous and more ready to tuck under compared to the 29in hoops I ride normally. So if this was my own bike, I’d like to try a mullet set-up, assuming money was no object as a new 29in Fox 38 Factory fork sure ain’t cheap. Ultimately the E-180 may seem marginally less agile and versatile than some lighter enduro e-bikes, but with a near perfect spec, superb suspension and all the power for smashing through the rough stuff, few long-travel e-bikes can hold a candle to Whyte’s top-tier E-180 for sheer hammer-ability. Mick Kirkman

1ST IMPRESSION

HIGHS

One of the best long travel e-bikes on the market. Sublime suspension matched with ultimate control

LOWS

In some situations, this much suspension, strength and capability requires some serious manhandling. Could be even better with a 29in front wheel

Frame 6061 alloy, 170mm travel Shock Fox Float X2 Factory Kashima Fork Fox Float 38 Factory GRIP2, 180mm 44mm offset Motor Bosch Performance Line CX Gen 4 Battery Bosch PowerTube 625Wh Display Bosch Purion Wheels Double-sealed 110/148mm hubs, WTB HTZ i30 TCS 2.0 rims, Maxxis Assegai 3C MaxxTerra EXO+/DD 27.5x2.5in tyres Drivetrain Race Face Aeffect e-bike cranks 165mm w/X-sync 34t chainring, SRAM X01, Eagle r-mech and shifter Brakes SRAM Code RSC, 220/200mm Components Race Face Atlas 800mm bar, Race Face Atlas 35mm stem, Crank Brothers Highline 150mm dropper, Whyte saddle. Sizes M, L, XL Weight 25.4kg (56.0lb)

GEOMETRY Size ridden Large Rider height 5ft 9in Head angle 63.9° Seat angle 69.2° Effective SA 75.3° BB height 335mm Chainstay 444mm Front centre 825mm Wheelbase 1,269mm Down tube 754mm Top tube 633mm Reach 480mm

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NEW BIKES

MOUSTACHE SAMEDI 29 GAME 8 £ 5 , 5 9 9.9 9 / 2 9 i n / m o u s t a c h e b i k e s . c o m

NEED TO KNOW 29er e-mtb with 170mm travel at the front and 160mm out back Aluminium frame with Bosch Performance Line CX motor and 625Wh battery Fox Float 38 Factory series fork with GRIP2 damper and Moustache Magic Grip Control rear shock Wheels come fitted with Maxxis Assegai dualcompound 29x2.5in tyres Size-specific dropper posts across the four frame sizes

Will French brand Moustache’s e-bike tickle our fancy or leave us bristling with indignation?

or those not familiar with Moustache, the name might come across as a bit of a joke, but this French bike firm is a serious player in the e-bike market. To put you in the picture, here are the facts: Moustache has been making e-bikes for nearly 10 years, it produces five models – a hardtail, an adventure bike and three different-travel trail bikes. The Game is the company’s big-bike platform with 29in wheels, and features a 170mm-travel fork with 160mm rear travel. All the models in the Game range share the same aluminium frameset, Bosch Performance Line CX motor and integrated 625Wh battery. The Game 8 featured here gets a top-of-the-line Fox 38 Float Factory fork with four-way adjustable damping. Out back, the 160mm of travel is controlled by the Magic Grip Control shock, an in-house unit that Moustache says has a more dynamic (lighter) rebound tune, but set-up is no different to, say, a Fox Float, nor are the colour and function of the rebound and compression adjusters. How does this translate when out on the trail? Put simply, it makes the ride feel lively and more dynamic, so the Game 8 masks its 24.53kg weight really well.

In-house shock delivers 160mm of travel with rebound and compression adjustment

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Built into the lower shock mount on the Game 8 is a flip-chip, which allows you to tweak the frame geometry. It comes standard in the low setting but if you remove the fixing bolt and turn over the two alloy cams, it adds 5mm to the bottom height and around half a degree to the head angle. It’s a bit fiddly to do, and I can’t imagine any riding situation where you’d want a sky-high 370mm BB height anyway. To put this into context, it is over 30mm higher than the BB on the 170mmtravel Nukeproof Megawatt tested in this issue. I asked Moustache why the BB is this high and it said, “we like to challenge ourselves on steep technical climbs including rocks and steps, so we always add a little extra BB clearance.” That sort of makes sense, but you could argue fitting shorter cranks would do a similar thing without negatively impacting the handling.

The Game is the company’s bigbike platform

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NEW BIKES

Moustache have hidden the battery well for analogue bike aesthetics

The Game 8’s a hard-charging big rig but the perched position saps confidence in corners

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Powering the Game 8 up those kneehigh rock steps is a Bosch Performance Line CX motor, which is supported by a Powertube 625Wh battery housed in the down tube. Not that you’d know there’s a battery in there, because the down tube itself has a small diameter and the battery cover is also bolted on flush to the tube, which means it doesn’t rattle or let water in. The only issue with the battery completely filling the void inside the down tube is that there are no bottle-cage mounts, even though there is space inside the front triangle for one. Moustache has included two accessory bosses underneath the top tube, though, so you can at least mount a spare tube/ tool package using something like the Wolf Tooth B-Rad system. Moustache specs Shimano drivetrains across its entire range and the Game 8 has a XT/SLX combo with

A knock-block is sorely needed to stop shifters colliding with top tube

SPECIFICATION

Compact display flags stats from Bosch’s Performance Line CX motor

Flip-chip boosts BB height but on this bike that’s to the detriment of handling

and key components, reserving the 3C tyres for the more expensive Game 10. Nevertheless, I’d recommend upgrading at least the front tyre on the Game 8 to something softer.

HOW IT RIDES

FSA crankarms and an e-bike-specific e*thirteen chainring. The rest of the components are all branded Moustache and are functional rather than exciting. I think Moustache has missed a trick by not fitting an Acros steering-limiterstyle headset to the Game 8. I had to run the handlebar pretty high on this bike to stop the shifter and remote scraping the top tube, and that also has a knock-on effect on the handling – more on that later. Maxxis Assegai 29x2.5in tyres have a great tread pattern but the ones fitted to the Game 8 use the thinner EXO casing and harder 60a rubber. Yes, they’re quick to accelerate, but they’re not as sure-footed as the MaxxTerra 3C version. Again, I asked Moustache about this choice, especially on a bike costing £5.5k, and it said it’s spent the Game 8’s budget on quality suspension

With its high BB, I never clipped a pedal or snagged a crank while riding the Game 8, even deliberately pedalling across some deep roots didn’t catch me out. The flip side is the bike feels really leggy and when you combine the lofty position with the harder tyres, I found myself tip-toeing round loose flinty turns. Initially I was convinced this was due to the harder rubber, so I changed the front tyre to a Maxxis Minion 3C MaxxTerra and that helped. Another way to get the bike to feel lower is running the rear suspension a bit softer or dropping the stem, but the latter is risky because, as I mentioned earlier, there’s not a lot of top tube clearance for the controls. With a bit of adaption I was able to ride round the high bottom bracket, I just bent my arms and legs and hunkered down more in the turns. It helps too that the suspension on the Game 8 is really effective. Getting your weight lower won’t work for everyone though. I lent this bike to two less experienced riders and both struggled with the height and handling. So if you’re new to mountain biking, the Game 8 wouldn’t be our first choice. With the size I tested, the 440mm

reach isn’t that long, but all of the other measurements tally with the catalogue and it does have the full 160mm travel at the rear axle. With the 170mm-travel Fox 38 fork up front, I could really motor on steeper, straightline descents but carrying that much speed into turns meant I’d have to really concentrate to keep it on line – this bike just doesn’t feel as wieldy as the Nukeproof Megawatt or my HaiBike longtermer. So the Moustache Game 8 has fantastic suspension components, a powerful Bosch motor and enough juice in the tank for a big day in the saddle. It’s also one of the cleanest looking e-bikes I’ve ridden – in fact Moustache even uses its own custom covers on the Bosch motor to simplify the overall aesthetic. So the Game 8 looks a lot like a regular analogue bike, now it just needs regular geometry to go with it. Paul Burwell

1ST IMPRESSION

HIGHS

Sleek-looking e-bike with internal Bosch battery. Integrated flipchip allows for geometry adjustment.

LOWS

Bottom bracket is at the upper limit, even in the low setting. Charging port cover doesn’t stay in place and the bike comes with the firm-compound Maxxis tyres.

Frame 6061 aluminium, 160mm travel (160mm measured) Shock Magic Grip Control Fork Fox Float 38 Factory Series GRIP2, 170mm travel Motor Bosch Performance Line CX, 85Nm Battery Bosch Powertube 625Wh Display Bosch Purion Wheels Shimano XT 110/148mm hubs, Moustache Asymmetric 31mm rims, Maxxis Assegai EXO 29x2.5in tyres Drivetrain e*thirteen 34t, FSA 165mm crank, Shimano XT derailleur and SLX 12-speed shifter Brakes Shimano XT M8120 four-piston, 203/203mm Components Moustache 780mm riser bar, Moustache 50mm stem, KS-Ragei 150mm post, Moustache Ergo saddle Sizes S, M, L, XL Weight 24.53kg (54.08lb)

GEOMETRY Size ridden Large (low) Rider height 5ft 10in Head angle 65.1° Seat angle 73.7° Effective SA 75.5° (@720mm) BB height 365mm Chainstay 460mm Front centre 785mm Wheelbase 1,245mm Down tube 730mm Top tube 630mm Reach 440mm

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Mailbox YOU R L E T T E R S

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mbr.co.uk

EDITORIAL

Editor Danny Milner Bike test editor Alan Muldoon Front section editor Jamie Darlow Deputy digital editor Benji Haworth Contributors Paul Burwell, Sim Mainey, Roo Fowler, Tommy Wilkinson, Pete Scullion, Sean White, Ben Day, Ben Smith, James Bracey, Adam Hughes, Mick Kirkman, Andy McCandlish, Steve Peat, Alice Burwell, Andy Barlow, Andrew Sydenham

PAGE FACTORY

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

ADVERTISING

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PUBLISHING

Group managing director Dave Clutterbuck Content director Rob Spedding Assistant business director Kirsty Setchell Production Nigel Davies Distribution 020 3148 3333

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INTERNATIONAL Mountain Bike Rider is available for licensing and syndication. To find out more contact us at licensing@futurenet.com or view our available content at futurecontenthub.com Head of Print Licensing Rachel Shaw © Future PLC 2020. This periodical must not, without written consent of the publishers first being given, be lent, sold, hired out or otherwise disposed of in mutilated condition or, in any unauthorised cover by way of trade, or annexed to as part of any publication or advertising literary or pictorial matter whatsoever. © Future PLC 2020 ISSN 1367 0824. Printed by Walstead UK Limited. Registered at the Post Office as a newspaper. mbr is published 13 times a year on every fourth Wednesday. If you have trouble finding an issue at your newsagents, please call Distribution on 020 3148 3333. mbr incorporating Mountain Biker International, Bicycle Magazine, Performance Cyclist and The Bike Mag, a part of Future PLC, is published 13 times a year on every fourth Wednesday of each month by Future PLC, 161 Marsh Wall, London E14 9AP. Editorial Complaints We work hard to achieve the highest standards of editorial content, and we are committed to complying with the Editors’ Code of Practice (www.ipso.co.uk/ IPSO/cop.html) as enforced by IPSO. If you have a complaint about our editorial content, you can email us at complaints@ futurenet or write to Complaints Manager, Future PLC Legal Department, 161 Marsh Wall, London, E14 9EP. Please provide details of the material you are complaining about and explain your complaint by reference to the Editor’s Code. We will endeavour to acknowledge your complaint within 5 working days and we aim to correct substantial errors as soon as possible.

S TA R L E T T E R

CYCLING FOR A CENTURY My name is Peter Seaward and I’m a member of Cheltenham & County Cycling Club. I know that sounds very roadie, but the reason I’m contacting you is that the club is 100-years-old this year and as we have a healthy mtb section I wondered if you’d like to mention this in your magazine? Originally founded as a section of the Cheltenham and County Harriers, 23 October 1921 saw the first club group ride. A mere two years later the club disaffiliated from the Harriers and became a completely separate cycling club. Our club has gone from strength to strength in all areas over the years. We have several successful racers across the disciplines and age ranges, one of them being a national masters cyclo-cross champion. C&CCC covers all aspects of cycling; road, mountain bike, cyclo-cross and gravel riding. Our rides take place over differing terrain, distances and speeds to cater for all abilities and tastes. Usually we’ll have around 10 different rides taking place each week. In addition to just riding we are looking to promote safe and considerate cycling together with its many benefits to the public at large, and at the same time broadening our appeal. To this end we now welcome electric bikes on our Saturday social road and mountain bike rides. As we’re lucky enough to have plenty of hills and woods around Cheltenham a lot of our mtb rides take place over local blue/red routes with regular trips further afield to the Malverns, Forest of Dean and the Welsh trail centres. We currently have around 300 members who regularly ride with the club. Being part of the Cheltenham area community we’re aiming to be as inclusive as possible and see more women and younger members coming on board. It’s not just purely social riding that the club can offer, the club also helps riders develop their skills and techniques for their chosen cycling discipline. We’ve organised a number of special rides and events to celebrate the centenary including 100km and 100 mile runs and timed laps of the local Pittville Park cyclo-cross track open to all comers. Of course though, our Ertswhile club main event will be a finery – not a seamless special club ride on the baffle in sight actual centenary date on 23

mbr magazine, Future PLC, Unit 415, Eskdale Rd, Winnersh Triangle Business Park, Winnersh, Reading, RG41 5TU mbr@futurenet.com

WINS

a Madison Zenith waterproof jacket

WORTH October, with or without £119.99 the tweed and ties. As our club chairman Steve Smith says “We’re proud of our club, and would like to increase membership across all areas of Cheltenham and county society. We’re a genuinely friendly club and we’d like to invite anyone who’s interested in joining us to contact the appropriate ride captain via the website at cheltenhamandcounty.cc We hope our greatgrandchildren are celebrating the bicentenary in another hundred years!” I’ve attached some information and a couple of photos, one from the first club ride in 1921 which really gives you an idea how cycling kit has changed over the years. At any event it’s a relevant bike story and a little different to usual. Peter Seaward

Ed – Congratulations on the centenary milestone to everyone at Cheltenham & County Cycling Club. Enjoy the celebrations and good luck for the next 100 years. The club offers a full spectrum of riding disciplines

STEM STUMPED

Cannondale Kujo 24 in the past and really rated it (review on mbr. co.uk) and we’d also recommend looking at the Early Rider range of bikes. There’s a healthy secondhand market in quality kids bikes nowadays, which means a new bike – if looked after – will hold its value when your daughter grows out of it, or you could save money up front on a used bike – just check out a few online classified sites.

Within the Race Face Ride stem review on your website, dated 13 September, 2017, written by James Bracey, there are two different variants showing within the photos. Do you know which of the two variants was reviewed please? One is shown with black bolts and a different faceplate from the one that is shown with chrome bolts. Mark Ellis Ed – Mark, the stem with the black bolts was the one tested and is the current model manufactured by Race Face. The model with the silver bolts must have been pulled from an archive studio shot. We’ve updated the review now to show only the correct stem.

RIPPERS FOR NIPPERS

As a keen mountain biker and mother of a 7-year-old girl who is also into this two-wheeled lifestyle. I would love to see an article/review in your magazine about kids mountain bikes. We would be looking for as lightweight a bike as possible for our little one, yet as budget friendly as possible (as, y’know, they

grow out of them quickly!). Kids mtb kit reviews would be great too (just saying!). Thanks! Rhian Wood, Aberdeenshire Ed – Great to hear that your whole family is enjoying mountain biking, Rhian! In terms of kids bikes, we’re big fans of the Whyte youth range, including the excellent 202 V1 with 20in wheels, alloy frame, disc brakes and 7-speed drivetrain. There’s also the 302 V1 with 24in wheels. We’ve tested the

You don’t need a catwalk to rock your mtb threads

NEXT MONTH

THE BEST FULL-SUSPENSION BIKES OF 2021 Eight bikes, two categories Direct-sales bikes Shop-bought brands

DECEMBER ISSUE ON SALE WEDS 10 NOVEMBER NOVEMBER 2021

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F E AT U R E

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T R A IL BLAZERS

RYAN & JASON BULLIMORE , TIRPENTWYS TRAILS A volunteer-built trail centre in South Wales honours its young founder with every pedal stroke and with its quest for recognition Words & photos: Sim Mainey

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F E AT U R E

yan Bullimore had a vision. He wanted to build a bike park. It was Ryan’s birthday and his dad Jason was giving Ryan and his mates a day of uplifts, taking in some of the finest offpiste trails in South Wales. It was while riding some of the trails outside Pontypool that Ryan found a clearing on a hillside that lent itself to his vision. A few days after his birthday he returned with tools and set about building a bike park. Unofficially. The piece of land Ryan had set his mind and tools on was a quiet area next to a nature reserve, frequented only by the occasional dog walker, or so he thought. The hillside might not have had huge elevation, but it was steep and the road back up to the top made doing

Warriors of the trail pay homage to a fallen comrade

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“THERE’S BEEN CANNABIS GROWN HERE FOR YEARS AND I JUST THOUGHT YOU WERE GOING BIG!” multiple runs, either van or pedal-powered, quick and easy. With so few people using the woods, it was a while before Ryan’s work was discovered. “There was one old chap with a Jack Russell who we met on the fire road and we asked him if he minded what we were up to,” says Jason. “He said, ‘Well, it’s different to what I thought was going on. There’s been cannabis grown here for years and I just thought you were going big!’” The number of vegetable grow bags Jason and Ryan had found on the hillside while digging trails now made a bit more sense. Nothing quite so illicit takes place any more, but the trails at Tirpentwys remain unofficial – at least for now.

Vision is one thing, but a plan is something quite different, and although there wasn’t a formal plan as such, a series of trails began to develop one after the other. Bob Gnarly, Grannies Fanny, Bob More Gnarly, Gnarlyness, all were built by hand over a three-year period by volunteers who bought into Ryan’s vision of a bike park they could call their own.

THE PERFECT LEGACY

Tragically Ryan died in 2018, riding his bike in the place he’d helped build. His vision could have died with him, but thanks to the determination and hard work of Jason and the other volunteers, Tirpentwys Trails has

A B OU T T HI S S E R IE S

The drop-off centre is open for business

One of the most exciting things about mountain biking is that it’s always changing. From the bikes we ride, to how and where we ride them, things never stand still for long. And here at mbr we’re convinced things are getting better. The Trailblazers series is our look at the people, places and events that are behind these changes; helping to define and improve riding in the UK right now. From behind-the-scenes volunteers out digging trails in their spare time; people lobbying for more access to trails; those working to get more people from all backgrounds out riding; grassroots race organisers making events happen, through to the riders who are changing how and what mountain bikers ride; we want to tell the stories and give recognition to the people who are changing mountain biking and making riding better for all of us.

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JASON IS KEEN TO MAKE SURE THE BIKE PARK WORKS FOR EVERYONE IN THE COMMUNITY

Pushing back up allows for a breather and a chat

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Fine-tuning berms requires serious spadework but the results are worth it

grown in strength. And they now have a plan to match their vision. I meet Jason at the car park at the bottom of the hill where he’s picking litter and making sure the area looks presentable. Most of the litter has nothing to do with riders using the trails, but it helps keep relationships with locals sweet and shows a sense of ownership. We walk up through the woods to an opening where the trails emerge from the dense bracken that covers the hill. The first thing that strikes me looking over the jumps and berms is the quality of the building. These are not shady jumps built by enthusiastic amateurs. These are well designed and built features that really are worthy of a

Ryan is remembered with every ride

A no-frills clubhouse offers an armchair view of the action

who have ridden all over the world, can come to Pontypool and have a great day out, it’s what the place needs,” says Jason. Pontypool, like many of the Welsh valley towns, has seen industry slowly slip away, leaving little in its place. Tourism is the obvious replacement, but it’s taking time to get everyone on the same page. Jason is keen to make sure the bike park works for everyone in the community, not just those who want to enjoy the trails.

SEEKING RECOGNITION

commercial bike park. As if to prove the point, a group of trail builders are having an animated discussion regarding the precise angle a berm should be banked at for the right amount of speed into the next section. The second thing I see is a huge wooden ramp. “Yeah, we’ve not got permission to put that anywhere yet. We were going to put an air bag up for a ‘Ride For Ryan’ day but it never happened, thanks to Covid. Pity, we’d have had a damn good weekend,” rues Jason. Ryan may be gone but his presence on the trails is still felt. There’s a small memorial area, a shovel with messages from friends written on it is hung from a tree and a row of benches give weary riders a place to rest and

remember. It’s not depressing or mawkish, it seems a fitting tribute to a much-loved son, brother and friend. Riders start arriving, there are nods and jokes with locals and warm welcomes to newcomers pushing up through the woods and, like me, staring wide-eyed at what’s on offer. Despite little promotion, word on the bike park is starting to spread and visitors come from all over the country to see what’s happening in the woods outside Pontypool. It’s not escaped the notice of pro riders, either. Manon Carpenter, Bernard Kerr, Tahnée Seagrave and Laurie Greenland, to name a few, regularly turn up, helping to bolster local pride. “It’s nice to think that these pro riders,

The land that the trails are built on belongs to Natural Resources Wales. NRW became aware of the trails when this wood started to glow purple on Strava, and went to investigate. They bumped into a local rider and asked if he knew who was responsible for the digging. A message was passed on to Ryan to get in touch with the local NRW man. “We rang up Bob Campbell on the number and said ‘I hear you want to talk to us’. He said ‘Boys! Got to give it to you, of all the people I’ve chased about trails, no one has ever come back to me within 24 hours. Now, how serious are you about what you’ve done up there?’” The answer was they were very serious. The attitude from both parties was positive and there was a feeling that there was scope to work together. Talks are currently ongoing with NRW about taking on liability for the land and for the trail group to get planning permission for change of use. Looking at what’s been built, it seems incredible that these trails are still unofficial, but it shows just how serious everyone is about building and managing the site. To help NRW and others understand and get behind their vision, the group has come

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F E AT U R E

“I’D LIKE TO SEE THE MONEY GOING INTO PROMOTING THE RIDING TALENT WE HAVE HERE” up with a document outlining what they’d like to achieve and how they want to achieve it. “The vision is to keep the trails as they are. For them to generate an income, to employ people and fund a race team and sports within the area. I’d like to see the money going into promoting the riding talent we have here. Not everyone can be a winner, but to be taking part and enjoying the sport is important. Once the CIC [Community Interest Company] has a kitty, it could also go into other social ventures within the area. Oh, and to keep getting fivestar reviews on Google Maps!” laughs Jason.

Quality jumps offer first-class air travel with an assured take-off and landing

THINKING BIG

The local council is aware of what’s been going on in the woods. They’ve seen those glowing reviews, but they’ve also had complaints about the number of cars in the car park and on the road. Part of Tirpentwys Trails’ plan is to work with the council to try and build a larger car park in an old quarry at the bottom of the trails. Then they’d like to install a drag lift system on the hill, allowing riders to session the trails without relying on vehicles running up and down the road. Neither are cheap and the group has been looking into various grants that may be available. “It’ll have to turn into more of a business to sustain itself. Yes we’re looking for a big handout, but it’d have such a huge kickback into the community. Plus it could employ, say, 15 people directly.” They might have been serious before, but Jason is under no illusion that things will have to get a bit more serious if the bike park is to continue to grow and attract the funding needed. It’s not just about money, though. After losing Ryan, Jason says the bike park became incredibly important for his mental health. He

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wanted to ensure that Ryan’s vision endured. “This lot have been a prop for me as I have been holding them all together and stopping this place from being bulldozed. When you talk to people you find a lot of us have mental problems and social difficulties. We’ve talked about it a lot here, as you can imagine. But this place helps.” The trail crew are keen for me to see what the bike park is all about, so we bundle into Jason’s van for a few runs of the trails. The trailhead is marked by a sign: “For what we are about to ride to Ryan we are forever grateful”. Dropping into the woods on a rooty piece of singletrack, the trail then splits. The nature of the hillside and the inclination of

Sometimes dig days can turn into dog days

F E AT U R E

the trail builders means that the trails here are, unapologetically, aimed at more proficient riders. “The trails have progressed with the trail crew’s riding,” explains Jason, “As they’ve got used to the trails things have got bigger and faster, and as their trail building skills have improved, they’ve seen ways to add in features and make things work better. Both have evolved.” The seven trails that make up the bike park have been built by, and for, those who ride here. “If we enjoy riding them then hopefully other people will too,” reasons Jason. More established bike parks have provided a lot of inspiration. After seeing a video from Whistler of a back-to-back berm, Ryan decided he had to build one “We moved the trails around just to put in this berm,” says Jason. “Ryan just had to have it.”

BUILT BY FEEL

With no initial plan, the trails evolved organically. “Up until now, the trails have been built by feel. We’ve gone back and altered trails, tried to improve flow and improve drainage. We’ve learnt as we’ve gone along. But it started with Ryan’s vision and what he liked to ride.” What Ryan liked to ride is pretty obvious. Tight and steep berms are the trademark feature, helping cram in as much action into the hillside as possible. All are exceptionally well sculpted and once you learn to trust them you can let go of the brakes and put yourself in the hands of the trailbuilders. Jumps and drops of all sizes and descriptions keep

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Litter bugs are not welcome here

you on your toes and with a run from top to bottom being over in a couple of minutes, you finish buzzing and ready for another go. In the future, new trails will have to be built less by feel and more by the book to keep the authorities happy, but that doesn’t bother anyone. They know they are up to the task of building to commercial standard. It’s not too surprising to see that a lot of the regulars are on e-bikes. As a way of making the most of the trails here they make a lot of sense. One rider reckons he can do four laps in half an hour if he’s trying. That’s quicker than we manage with a van. As exciting as the riding is, there’s a general chilled-out vibe that wafts in the air. A train of riders come down the trail whooping and laughing; those patting down earth on the now perfectly angled berm, cheer them on.

Kids practise on some of the smaller jumps with encouragement from more experienced riders, newcomers are welcomed and locals are given respect for their work – there’s a real sense of community. Having a vision and following through with it is not straightforward. Ryan’s vision has now become his legacy, and thanks to his dad and the rest of Tirpentwys Trails crew, that legacy is bringing people and joy to the area. Jason is hopeful talks with NRW to make the trails official will be completed soon, and then the next stages of the group’s grand plan can be rolled out. Leaving the bike park, I’m already looking forward to coming back – I’ll definitely be leaving a five-star Google Maps review.

More info at tirpentwys-trails.co.uk

TECHNIQUE

B E S TA B L E How to maximise stability when push comes to shove on the singletrack Words: Andy Barlow Photos: Andy McCandlish

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f the secret to going fast is being a confident rider, then the secret to confidence is control. Being in control on any trail will mean you have more time to react, get more satisfaction from your riding, and will be able to go faster and take on more difficult challenges without exposing yourself to additional risk. Quite often when you see an experienced rider go through a technical section it looks like they aren’t doing anything. They might not even be aware of the things they are doing in order to give themselves control over the terrain. Dig a little deeper, though, and there are some crucial control mechanisms going on here that mean the rider feels settled and prepared. Let’s dig a little deeper and find out what those are.

THE COACH ANDY BARLOW Before joining Dirt School Andy liked to win things – races like the Scottish XC Champs and the Scottish Downhill Champs. Since 2009, though, he’s coached some of the world’s best riders with Dirt School and helped bring on the BASE MTB course at Borders College in the Tweed Valley. But what Andy really likes to do is communicate those pro techniques to everyday riders.

A WORK ABLE POSITION

Let’s get this one out of the way. Bending your elbows is not about getting your weight forward. It’s used in combination with standing taller and bending from the hips in order to create a wider footprint on the trail. Modern bikes are longer and slacker. If you’re riding something that’s been built in the last four or five years then you’re basically hanging on to one of the most stable platforms that’s ever been available. In order to make the most of all these advances in geometry though, you’ll have to make a shape that fits the bike.

Look at the amount of ground Fi is able to cover with her body position. This will give her a stable platform that is bang in the centre of her bike and feel to her like she has loads of time and stability no matter what she’s riding

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

In order to get the most out of a modern set-up you need to make a shape that spreads you out over the length of the bike. Focus on bending your elbows and keeping your head centred over your stem. As you turn left or right on a trail your upper body should follow your bars, forks and front wheel. By staying low at the front you’ll automatically be spread over a wider area, meaning that as you drive your bodyweight back into the trail with your legs, you are making a larger footprint on the trail.

NOVEMBER 2021

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TECHNIQUE

EXISTING ADVICE We’ve all been told to push into a corner, or to push off the lip of a jump, but what does that actually mean? It’s often misunderstood, the push being described isn’t a fast aggressive action, but is actually more of a balancing of weight. Oh, and it’s mostly done with your legs. Confused? Let’s explain a little further.

The Centripetal Force equation - “Grab your lab coat. It’s getting scientific

HERE COMES THE SCIENCE When you see someone pushing properly into a jump or corner it doesn’t look like they’re doing anything. This is because what’s actually happening here is that they are driving their body weight back into the trail with the same amount of force that is being pushed in towards them. They effectively balance the two opposing forces. Think about it, when you roll around any turn the downward force of gravity and the momentum being carried by you moving forwards is combined. As you change direction the ground is pushing back against you.

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In turn you are pushing back into the ground in order to not collapse. The term to describe what’s happening here in its simplest form is Centripetal Force. In scientific terms, the force that you put into your bike is equal to your mass times your speed squared, divided by the radius of the turn. In other words if you weigh more and are going fast on a tighter corner it will feel like you have to push harder than if you’re going slower over a longer corner. In both of these situations though you’re only pushing equal to the amount of force that’s being applied against you.

BAL ANCE If the force needed to control a change of direction is equal to the force that’s being pushed into you, then you’re actually balancing that effort all of the way round. When done properly, in a corner for example, you will be able to settle into an effort and feel when your tyres start to break traction because it will happen so gradually. In that moment your reaction should be to back off slightly with your push, applying less weight to the trail and your tyres will have less demand on them and be more likely to regain traction. From the outside it will look like nothing has happened, you didn’t really move, but you’d describe it as having driven your weight into the trail with your legs, then backing off from that effort when you felt your tyres start to slide.

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A second later and he’s applied so much force back into the trail that his legs are starting to straighten. This gradual application of weight will mean, when his wheels leave the ground a second later, he’ll still have stability and control

Andy is already feeling the change of direction here exert a force against him, but he’s close to his bike and already driving his weight back into the trail with his legs

T H E H O LY G R A I L O F L E G PUSH - THE MANUAL Stay low to begin with to give yourself the maximum throw with your momentum. Once you’ve thrown your bike forwards try to keep your arms straight and stay low. You should be just looking over your bars and no more. Pay attention to your knees at this point as they should be bent. You’ll need that range of motion in your legs to push the rear wheel forwards in order to drive the front wheel back up again.

LEG PUSH

Every time you hear someone telling you to push, they are talking about pushing with your legs. Keeping your pedals and feet parallel with the ground, and your legs bent on the way in, will mean that you can stand up by driving your feet lower into your suspension and keep a really low and stable centre of gravity. Your upper body should remain in your strong neutral riding position, and although there is a push with the arms it’s very subtle compared to the deliberate strength that should be going through your legs. After all it’s your legs that are holding up all of your body weight that you’re now using to drive back against the trail.

Andy is sat back and low here but has kept a bend in his knee that will allow him to push the back wheel forwards when his front wheel feels heavy. Controlling this tipping point with your legs is crucial to really mastering the manual, and subsequently unlocking everything else

RANGE OF MOTION With that leg push in mind, we’d recommend that you bend your elbows and keep your head over the stem, then don’t really move too much with your upper body. The geometry, wheelbase and suspension on your bike will do a great job of providing that stability. Your job in a corner, jump or

any real compression should be to gauge the amount of push that you need to do with your legs in order to balance the change of direction. The closer you get to the bike on the way in the more room you’ll have to apply that weight or back away from it.

COMPL IC AT ED T R A IL S If you’re riding down something with loads of dips, rises, changes of camber and loose sections, then you will constantly be driving your weight into the trail as it pushes into you, then backing off. This will be directly in proportion to the forces that are acting on you – same as any jump or turn. If done properly then from the outside it won’t look like you’re doing anything. You’ll be maintaining that same strong body position you see confident riders make. But to you it will feel like you’re constantly pushing against that trail then backing off in order to allow the tyres to bite accordingly. You can deliberately drive heavy into things you can trust or that support you, then go lighter over the slippery or loose sections giving your tyres less to do on the complicated stuff. This dynamic movement gives you so much control over unpredictable surfaces or shapes, and is a complete game changer for the amount of confidence you will feel as a result.

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TECHNIQUE

KNEE BAL ANCE

This stable upper body will work everywhere on the trail because being in the centre of your bars and bike will mean you always have the room to react. With your upper body being so tidy and strong, you’ll need to loosen up your knees and hips in order to take out those minor imbalances on the trail. This can be recognised as your hips facing the same way as your bars in order to drive into a change of direction coming up, but it can also be seen when riders are being more playful and chucking their bikes around on the trail. The knees will allow for a big movement from the bike allowing the upper body to remain stable.

CHANGING DIRECTION ON THE TR AIL

We’ll go into more detail about this in the next issue, but for now try and think about opening up a change of direction with your knees on the way into a corner. You can do this by being aware of your upper body remaining fairly still, but your inside knee going further out. What this allows you to do is firstly set up the balance in the direction you’re about to lean in, but also then allow you to deliver that weight into the trail in a way that lines you up with the exit of the turn. You’re basically lining your hips up with a part of the trail that is still ahead of you. They follow your bars.

Finding the right suspension balance for your riding style is tricky and will take time. Remember that as you become more deliberate with how you use your weight against the trail you might need to firm it up with more pressure or more progressivity

Andy is low and close to the bike in order to absorb the impact of the roots but is just about to change direction when he gets to the dirt on the other side. Notice how his knee has already started to line up with where he wants to go, but his upper body remains neutral. When he drives his weight into the trail with his legs he’ll already be facing the right way to exit

SUSPENSION With all this deliberate pushing you might need to reexamine your suspension settings. A general rule of thumb is to be running 25% sag up front and 30% on the rear when you are standing stationary in the correct body position wearing all your riding kit. This will give you a good starting point. If you’re finding that deliberately pushing back into the trail is using up a lot of your travel, then depending on your equipment you can either add pressure or progressivity. Adding pressure will basically make your suspension harder. You’ll have less sag and it will feel firmer everywhere. On a more budget set-up this might be your only option. If you have the option of adding volume spacers though, this will mean you can keep the same suppleness and sag, but have your suspension ramp up the further through the travel it gets. It will basically feel harder the deeper you move into it. The perfect balance is when you feel like you have a workable platform where you can drive your weight into jumps, turns or upturns on the trail, and feel supported without it diving on you.

CONCLUSION Get out and ride! If you keep a few things in mind after reading this article, then try and give yourself time to apply it on the trail. Get low, think about your body position, and try to balance that force that you’re putting back into the trail.

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

JAMES’S FOCUS JAM 6.9 £3,199 / 2 9in / focus-bikes.com

MONTH 2: Lighter wheels and faster tyres – James already has a diet plan drawn up for his new partner

THE RIDER JAMES BRACEY Position Freelance writer Mostly rides South Wales Height 6ft 1in Weight 75kg

THE BIKE New Jam platform ups travel to 150mm with 29in wheels Same linkagedriven single-pivot suspension of the old Jam but changes the shock position and kinematics to make it more progressive Integrated cable routing where the cables route through the 50mm C.I.S. stem and into the frame The mid-range Jam 6.9 features an XT groupset and Maxxis Minion tyres

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he last few weeks with the Jam Luckily I’m reasonably fit – modest too – has felt like being plunged into but it’s amazing how knackered you get an episode of Married at First hauling a big bike around. Sight, having to get to know the So I’ve outlined a diet plan for my new little foibles of a new partner partner and the first things I’m going while trying to work out if we are to try are lighter wheels and fastercompletely compatible, all while trying rolling tyres. There is an upside to all to impress everyone who’s watching. that weight, though: the Jam is super One aspect of our new relationship stable and planted on lumpy trails and I feel I’m unlocking is a loveable level a predictable skill amplifier when the of riding characteristics from the Jam wheels are off the ground too. and, despite an instant distrust of What’s the feedback been like from marketing terms, I’m really beginning to my new companion? Well it’s sure making understand why Focus calls it a ‘playful’ one hell of a creak from the suspension bike. The riding position is bang-on for linkage. Now, if you had bought the my gangly frame and I feel like I’m bike from a shop, this wouldn’t positioned within the bike and be an issue, they would deal able to really push through with it without question, WHY IT’S HERE the pedals and drive it but I needed to get to the into corners. I’m also beating heart of the Jam The new Jam super-impressed with the promises to performance of the entryconnect you with level Fox suspension, your inner it really is good enough child to question the need for splashing out on the Factorylevel kit. Then again, I’ve always been a cheap date. Now, I don’t want to come across as sizeist or a fat shamer, but I think it’s only right to say that the Jam is portly and could be even more playful if it was lighter. Weighing in at 16.4kg, I’ve ridden lighter low-fat e-bikes, and this could be a fly in the ointment living in an area where, if you’re not going down a steep Creaky suspension bolts trail, you’re going up a steep climb. required some attention

NOVEMBER 2021

so I stripped the frame myself, regreased the pivots and torqued up the bolts. I’m not going to say it was a pain-free job but it’s good to see Focus using sensiblesized hex bolts and decent-size bearings throughout. Also, I’m happy to say that this has cured the issue completely and I’m back on a bike that doesn’t wake dogs in neighbouring villages every time I ride.

Stock wheels will soon be sacrificed to shed weight

IN THE SHED

2 9in Focus Jam 6.9 £3,199

2 9/27.5in

Haibike AllMtn 6 £5,399

BEN’S VITUS ESCARPE 29 CRS Kona Process 134 Supreme £9,999

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

MONTH 11: Workshop time sees Ben fix one problem, then create a bigger one

SPECIFICATION Frame 7005 aluminium, 150mm travel Shock Fox Float DPS Performance, 210x55mm Fork Fox 36 Float Performance, 150mm travel, 44mm offset Wheels Novatec 110/148mm hubs, RODI TRYP30 rims, Maxxis Minion DHF EXO/DHR II EXO+ 29x2.5/2.4in tyres Drivetrain Shimano Deore XT 32t chainset, Shimano XT rear r-mech and shifter, Shimano Deore 10-51t cassette Brakes Shimano XT M8120 four-piston, 200/180mm Components Race Face 35mm Riser 780mm bar, Focus C.I.S. Integrated 50mm stem, KS Lev 150mm post, Focus Trail SL saddle Sizes S, M, L, XL Weight: 16.4kg (36.15lb)

GEOMETRY Size tested L Head angle 64.8° Seat angle 70.2° Effective SA 77.7° BB height 345mm Chainstay 434mm Front centre 803mm Wheelbase 1,237mm Down tube 744mm Top tube 605mm Reach 480mm

2 9in

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

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

WHY IT’S HERE

ast month I mentioned Ben tried going that the Brand-X Ascend big, then going dropper post on the fast, now he Escarpe was feeling a just wants a bit sticky and slow to react. So I thought I better give it a trail bike service and replace the cable, which was also feeling a bit stiff in use. A quick search on YouTube brought up plenty of videos which I could follow. The post seems to be the same as ones branded by Shimano, PNW, SDG and Giant, hence the volume of content. It uses a sealed cartridge system, which is a bit like an office chair. It’s a fit-and-forget system which can’t be adjusted for air pressure, so the service is mainly about cleaning up the seals, checking for wear on the bushings and then popping it all back together with some fresh grease. All pretty straightforward then. Apart from the bit where you need to release the cable actuator from the bottom of the shaft. Mine was a bit stiff and needed a reasonable-sized adjustable wrench with a thin towel covering the internals to protect them. I managed to slip the wrench in the towel and crush the housings which hold the cable end. It was a silly mistake and the rest of the service was completed in about 10 minutes. All the internals were a bit gunked up with dirt and water ingress but nothing ridiculous. Once I reassembled the shaft and lubed everything, it was noticeably Crushed cable actuator smoother without me even will need replacing sitting on it. I’m still waiting for a replacement actuator for the cable but for the moment I have gone back to riding with a regular seatpost, which has made me realise how much I value a dropper post. Even a sticky one.

2 9in Nukeproof Scout 290 Pro £2,449.99

2 9in Vitus Escarpe 29 CRS £2,699.99

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LONGTERMERS

BEN’S KONA PROCESS 134 SUPREME £ 9,9 9 9 / 2 9 i n / k o n a w o r l d . c o m

MONTH 6: Ben tests the Zipp Moto wheels against some alloy DTs, with surprising results...

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

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

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t’s funny how the smallest of things can derail Ben’s carbon hoops made your ride. For the first half of this month the their absence felt Kona was laid up in the garage with a faulty front brake. The tiny bolt that screws into the front lever pivot from below had dropped out and unknowingly I carried on riding. By pulling unevenly on the lever, it slowly crushed the bearing that the lever pivots on until I noticed the extra flop in the lever that had suddenly appeared. WHY IT’S HERE Fortunately I had another bike It’s Kona’s I could use while the Process was Supreme build, out of action, a Nukeproof Reactor but will it turn and pressures matching, I did – a 130mm-travel trail bike that out to be Ben’s several runs of the same track, should in theory have similar ride dream build? swapping between both sets of characteristics to the sickly Kona. First wheels on the Kona every couple of ride out on it though and I was struck runs. Sheepskull was chosen as my test by how much more of a battering I was run, rough, rocky and rooty, with braking bumps being subjected to. To be fair to the Nukeproof, aplenty. It packs a lot of rowdy terrain into a short it retails for a third of the price of the Kona so the space with a quick, convenient pedal back up, specification is a couple of rungs down, but it still making it ideal for lapping. had me wondering exactly why? Sure, the Ultimate-level RockShox suspension is The takeaway is that the difference between more sophisticated than the Performance-level Fox the two wheelsets was really pronounced. Within kit on the Reactor, which is no doubt a factor, as is the first couple of turns on the aluminium wheels I the alloy handlebar on the Nukeproof – the Kona is could feel the extra harshness through my hands. equipped with a Descendant carbon bar to dampen Now, given that some reviews have said the Zipp out some of the vibrations. The biggest difference, wheels feel more like an aluminium wheel than a though, is probably in the wheels. Despite the traditional stiff carbon wheel, I was surprised that Reactor coming with quality DT Swiss aluminium the ‘soft’ feeling went beyond even that. It’s hard hoops, the carbon Zipps on the Kona have been to describe but the Zipp wheels seem to round the designed to be super-compliant and flexible, with edges off all the bumps. the benefits of increased comfort and control. And the more time I spend on the Kona, the To check out how big a difference they make, more I think that the Zipp 3Zero Moto wheels are I did some more back-to-back testing over at the standout components of a build made up of Pedalabikeaway in the Forest of Dean. With tyres standout components.

NOVEMBER 2021

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

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

LONGTERMERS

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

MONTH 10: A faulty controller, charging woes and coat hooks; PB has problems and offers up solutions for life with an e-bike

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

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

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fter a blackout And I may need to avail lasting several myself of its warranty WHY IT’S HERE months, I services because the One of the few finally heard Yamaha control unit, e-bike brands back from in addition to having running Yamaha’s Haibike UK about the a broken clamp, PW-X2 motor with accessories for the sometimes just drops InTube 600Wh Modular Rail System. into eco mode and stays battery This is a two-part system there. Turning the bike consisting of a female off, then on again, seems to component – a recess built in reboot the system and unfreezes the down tube – and a male component, the unit, but if it stops altogether at least basically some aluminium anchors that I now know who to call. slot inside the recess. This allows you to I’ve had the HaiBike for 10 months bolt on an array of official accessories now and there are a couple of other like a bottle cage, extra battery pack or niggles – the key to unlock the battery a cable lock. Haibike UK is getting some is sticking. It was never smooth to begin of these components in stock pretty with but the way it pushes out the soon and it’s planning to send me the battery seems to place a lot of stress on bottle cage part, which is great news it and the last thing I want is for the key because I can have a drink mid-ride to break it off, so I’m trying not to force it rather than chugging down a belly full of water at the start. Haibike take note: While I had the channel open with get your hooks into the transformer Haibike, I asked about replacement bearings and the warranty on the Yamaha motor (two issues I talked about in the last update) and Haibike said the bearings are all standard and are easily available from a third-party bearing supplier, which may sound like a bit of a cop out but it does allow you to get alternatives if Haibike runs out of stock. Warranty for the Yamaha motor and battery is done in-house by HaiBike UK and it currently has a regular supply of those parts.

NOVEMBER 2021

but that does make it hard to open. The charger also has a locking mechanism on the connector, which works like the pull/push fixing on a garden hose but it has now twisted round to the opposite side, so the arrows don’t line up. Also, if I can make a suggestion to e-bike manufacturers – any chance you could make the plug-in lead for the charger longer and also put some type of hook on the transformer, so I can hang it off the handlebar and not have to balance it on a tyre or the saddle? When I do this it often falls off, pulls the socket out and that battery I think should be fully charged only has about 30% in it. And just so you know where I’m coming from, here’s one I made earlier from a coat hook. Surely something similar should be included with the bike?

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

MONTH 7: Times change, and a trip to BikePark Wales makes Sean discover that it’s time to let go of the past, but not all of it

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

THE BIKE

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

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

SPECIFICATION

took the Scout to BikePark Wales a few weeks ago. Heading west on the drive there, my mind wandered to the evolution of the hardtail. It was sparked by the music I was listening to, an album released in the summer of 1990, one that stayed with me from my youth and stood the test of time. I soon realised that there were other constants in the last 31 years too – a road trip to Wales and a hardtail on the roof rack. But that hardtail I now had on board… just how different and evolved is it? Taking the Scout out And, more importantly, would it give for a spin highlights the me a beating at BPW? importance of build over metal I’ve always been attracted to steel hardtails, shrugging off aluminium frames from the mass-market labels rooty, dusty bike park tracks. Why is and falling for the look of skinny tubing that though? Well, aluminium frames and the compliant ride quality that the have certainly moved on from the basic material is renowned for. Back then round tubes of the early days but surely I was on 26in wheels though, with there are other contributing factors? narrow 2.0in tyres, inner tubes and It seems that those 29in wheels, highrunning 40psi. volume 2.4in tyres set at 24psi, supple But the Scout’s frame is built from 140mm-travel Lyrik fork and even burly hydro-formed, triple-butted the soft grips all play a part in how aluminium – distinctly different to the refined the Nukeproof feels, without skinny steel tubes of those early ‘90s the need to rely on steel tubes for hardtails. So how come I’m not added comfort – just a wellwhining on about the lack of designed aluminium frame. comfort and compliance? So, three decades later, WHY IT’S HERE It hit me on the drive has my love affair with Sean addresses back home. I really didn’t steel finally ended? Yes, the hardtail feel as beaten up as I’d but I won’t be deleting imbalance in our expected, even after a that album from my longtermer day on the fast, rocky, playlist anytime soon.

Frame Triple-butted aluminium Fork RockShox Lyrik Select Charger RC, 140mm travel Wheels DT Swiss M1900 Spline wheelset, Maxxis Assegai/Dissector 29x2.5/2.4in tyres Drivetrain Shimano M7100 SLX 30t chainset, SLX r-mech and shifter Brakes Shimano SLX M7120, 203/180mm Components Nukeproof Horizon V2 800mm bar, Horizon 50mm stem, Brand-X Ascend 170mm post, Nukeproof Horizon SL saddle Sizes M, L XL Weight 13.5kg (29.72lb)

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

fleet

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

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NEW PRODUCTS

Tested

SHIMANO XT M8100 DRIVETRAIN £ 5 8 1 .9 4

SPECIFICATION Weight: 1,746g • Contact: freewheel.co.uk

ust like Shimano didn’t rush with the release of XT M8100, I haven’t rushed this review. In this day and age, it’s fair to say that all drivetrains from Shimano and SRAM just plain work. Sure, some are heavier than others and some are a bit clunkier and some don’t offer multiple shifts from a single sweep of a shift lever, but hey, they all work just fine. What you really want to know, when you’re weighing up what drivetrain stuff to buy, is how well does it last? Well, I’ve put nearly 2,000km of riding into this XT 8100 set-up and feel it’s safe to reach some concrete conclusions. I’m still using the same cabling. I’m still using the same chain. It all still shifts like it did on the first ride. Actually, that’s not true. It shifts better than it did on the first ride; the first few rides on it were a little bit noisy and ever so slightly snaggy-feeling under shifting. But after a while, like a pair of stiff jeans, everything wore-in a bit and things improved greatly. Improved to the point where I no longer think about it. I can’t even remember the last time I’ve had to twiddle the barrel adjuster to take up some cable stretch. Surely I must have done at some point? The shifter itself is great. The grippy finned rubber pad on the thumb lever adds a surprising amount of tactility (you really notice its absence when riding other drivetrains). The finger (trigger) lever – which can also be operated with a thumb, but you know what I mean – doesn’t get any rubber,

Price

Weight

Chainset

£219.98

661g

Rear mech

£104.99

284g

Shifter

£56.99

137g

Cassette

£154.99

474g

Chain

£44.99

252g

Brake (per end, no rotors)

£144.99

255g

but is still perfectly fine. In fact, the trigger lever has genuinely been the first multi-release lever I’ve not had to treat with caution for fear of mis-shifting. It always does what I want it to (single shift or multiple shift). I’ve not really had much cause to deal with the rear mech, and it’s survived the rigours of less-thancareful riding just fine. The jockey wheels do a decent job of not holding on to mud. I do like the ability to easily adjust the strength of the clutch via the little rubber-capped porthole.

Clutch rear mech ensures the chain stays put even in the weakest setting

Narrow-wide chainset never drops a link

I run the clutch on the ’weak’ side of the spectrum for nerdy suspensionaffecting reasons, and I’ve not had any issues with dropped chains. Which brings us on the chainset. Boring-looking but undeniably brilliant performance. The pinch-bolt axle design is the best in the business. The narrowwide chainring just does its job. It seems to suffer from scuff significantly less than lower-tier Shimano cranks, although it does start to look tatty eventually. The 10-51t cassette is still working just fine. As is the chain. I’m not meticulous when it comes to post-ride drivetrain maintenance either, so the durability of this stuff is impressive. A word of note: don’t ignore the thin nylon pre-washer that comes with the cassette – if you neglect to install it, the cassette will creak on the freehub under load. I suppose I now have to talk about how it compares to SRAM GX for those who like to keep score on the battle of the brands. Well, I’d rather have Shimano XT, but I wouldn’t not-choose a certain

YOUR TESTERS PAUL BURWELL

Spent the nights hanging out in a dimly lit car park, flicking his lights on and off and polishing his lenses. Still found time for the big lights group test though.

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JAMIE DARLOW

Spent a soggy weekend in the Lakes, falling over on the fells and sleeping in the back of a van. Genuinely relaxing break from his three screaming kids.

DANNY MILNER

Spent a sunny weekend in the Lakes, riding choice singletrack and wallowing in five-star accommodation for SRAM’s Flight Attendant launch. Git.

MICK KIRKMAN

Been testing Leatt’s convertible helmet, ideal for keeping his lug holes warm this winter. Tried some mtb underpants too, images unfit for publication.

SHIMANO XT M8100 BRAKE £ 14 4 .9 9

SPECIFICATION Weight: 228g (excluding rotor) • Contact: freewheel.co.uk

Shifter's ergonomic design is pleasingly tactile and works faultlessly

bike if it happened to be specced with SRAM GX either. They’re both good. I just feel that XT has the edge when it comes to the tactility of the shifting; it feels like your thumb is directly connected to the top jockey wheel, pushing the chain where it needs to go. It’s a great man-machine feeling that really connects you with your bike. Benji Haworth

mbr ratings explained

The scores on the doors

1-4

Let’s cut straight to the chase: do these brakes have a wandering bite point? The answer is: they did, but now they don’t. To elaborate, my front brake has always been fine, but the rear brake quickly developed the infamous wandering bite point that upper-level Shimano brakes have unfortunately become known for in recent years. And my test bike was assembled by Madison, Shimano’s UK distributor, so I'd expect it to be correctly assembled and bled. The solution, no matter what you may read online, is a comprehensive bleed. The only way to do a wholly comprehensive air-ridding bleed of Shimano brakes is to completely remove the bleed nipple assembly from the caliper and do a top-to-bottom gravity bleed while cradling the caliper in an old rag and rotating the caliper in every plane possible – ideally with the whole brake removed from the bike (not easy if your bike has internal hose routing). Once you’ve gone through this rigmarole, the brake

should perform fine for a few months. Mine has been fine since. Touch wood. When working as they should, the XT brakes are lovely. Much like everything else XT-flavoured from Shimano, the experience is all about ‘feel’. Maybe I just have Shimano-shaped fingers, but I can never get comfy when using non-Shimano brake levers. All other brand brake levers just feel a bit too chubby and/or hardedged. Which is fine if you like it that way. Anyway, back to the feel. Basically, you can clearly feel the instant where the pads meet the rotor. There’s a definite ‘thunk’ sensation, but there is no grab or snag sensation. Which makes them great for movements that are less about slowing down and more about bike handling. The rotors (not included and £31.99 for 203mm size) also play a part in this impressive level of feedback and control. There’s no pulsing of power. In this sense they make for ideal trail-riding brakes where the impressive level of interaction

really improves flow and fun. Allor-nothing gravity fiends should look for something with more top-end power, though. Living with them, post-bleed faff, has been easy. The pistons have been no trouble and there has been none of the resistance or uneven stickiness that other brands’ pistons exhibit when it comes to replacing worn-downto-the-backing-plate pads. So the question is... are these brakes worth the pain-in-the-arse bleed regime? I’d say no. I’d go for Shimano’s Deore M6000 series brakes instead. Benji Haworth

Benji's hands were designed with Shimano levers in mind...

Two-piston M8100 brake tested here, but there's also a four-piston M8020 unit

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

5-6

OK — one or two faults but it has potential.

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

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

Simply the best — we couldn’t fault it.

NOVEMBER 2021

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ENDURA WOMEN’S MT500 BURNER PANT

NEW PRODUCTS

£ 8 9.9 9

SPECIFICATION Weight: 475g • Sizes: XS, S, M, L, XL, XXL • Colours: black or orange • Contact: endurasport.com

If you compare the material, features and build quality, the Endura Women’s MT500 Burner Pant is identical to the men’s pant, the difference is the colour (this one is cool paprika, if there is such a thing) and sizing. It’s made from a four-way stretch fabric, which means it gives with you when riding but fits snug in all the right places. It feels nice against bare skin and to keep that bold colour looking good for as long as possible, it’s also coated with PFC-Free, durable water-repellent finish. The MT500 also has a reinforced seat, is shaped to accommodate kneepads and also has a tapered leg to keep flapping material out of the chain. The waist adjusters are simple Velcro and, while they’re not excessively bulky, the female Velcro strips (the fuzzy bits) could be longer, allowing the straps to sit flatter against the waist. There’s a silicone gripper on the back to stop the pant slipping down, which sort of works. The zip on the fly is excellent quality and, if either of the press studs on the waist fail, there’s also a Velcro patch as back-up. Zipped

hand pockets stop valuables falling out and again there are long zip tags, which are great when fingers are cold. I’m not super-sold on the Clickfast liner compatibility though – it means you can press-stud your inners into this pant, but this doesn’t really offer any advantages. But I do like that this trouser is not mesh-lined as I often seem to catch the mesh when putting other trousers that feature it. The MT500 Burner strikes the right balance between a trouser that’s light and breathable but offers enough warmth and protection on a cold day. Obviously, the performance in wet weather is nowhere near that of a full waterproof, but it does dry quickly. For £90 this is a very good all-round riding pant, that looks and feels great and, just in case you don’t like paprika (it’s a bit spicy for some) Endura also offers the MT500 in plain black. Alice Burwell

it to a Privateer 141 prototype that had no chainstay protection whatsoever – fitting proved as easy as VHS promised, and after three months’ use it’s still nicely in place without any signs it’ll start peeling off soon. Aesthetically it’s reasonable but nowhere near as polished as a bespoke moulded chain guide. It does its job though, silencing pretty much all the noise from the back of the bike, although if

I was fitting it again I’d apply a stretch of tape inside the seatstay to fend off any impacts there. The Slapper Tape is miles better than those neoprene guides you can buy online, but it’s also more than twice as pricey as most of them – perhaps VHS could save some money on the swanky box and marketing campaign and drop the price. Jamie Darlow

VHS V2.0 SLAPPER TAPE £ 2 4 .9 9

SPECIFICATION Tape size: 350x70mm, 10mm high • Contact: cyclorise.com

There was a time when chainstay protectors were about as essential as handlebars. The clutch mech had yet to be invented, single-ring drivetrains were for downhillers or couriers, and chains were free to flap around like a spaniel’s ears. And while those tech advances have certainly helped, most bikes still come with chainstay protectors as a belt and braces approach to a quiet bike. Slapper Tape from Velocity Hucking Systems (VHS) is for those that don’t, usually at the cheaper end of the scale. Designed in New Zealand, Slapper Tape comes in a quirky package that looks just like a VHS tape. If you’re under 30, VHS was like a TV version of TikTok, just with fewer dancing teenagers. If you’re under 20, you’ll need to look up what a TV show is. Inside the VHS v2.0 Slapper

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Tape box is a spool of siliconebacked rubber tape, finished with a row of air bubbles designed to further cushion the chain if it impacts your frame. This 2.0 version is wide enough to fit on top of any chainstay I can think of, and at 350mm, long enough to cover the entire stay. VHS says it’s made the bubbles softer too. Fitting is about as easy as using parcel tape. The trick is to really clean the adhesion area before you apply – I used white spirit before trimming the tape to size, peeling away the backing and pressing it into place. VHS recommends you leave the Slapper Tape at least 30 minutes and ideally six hours to fully bond before riding. I applied

NEW PRODUCTS

LEATT MTB 4.0 ENDURO V21 CONVERTIBLE HELMET £ 2 7 9.9 9

SPECIFICATION Weight: 837g (M) • Sizes: S, M, L • Colours: black, sand, chilli, cactus • Contact: hotlines-uk.com

Leatt’s latest convertible MTB 4.0 V21 Enduro helmet might not have the snappiest name, but it’s one of only a couple on the market with full DH certification, while still multitasking as a lightweight open-face trail lid once the chinguard has been removed. It ticks plenty of boxes by being pretty lightweight, packing a rotational impact protection system (Leatt’s 360° Turbine Technology) and also different polystyrene densities for superior energy absorption in a crash. The turbines are the little squidgy wheels inside that can twist if the helmet takes a glancing blow in a similar way to how a MIPS liner slides across the

Leatt MTB 4.0: do-it-all helmet that has you covered for both trail and downhill runs

scalp in the event of an angular impact. An adjustable visor, fast-fastening magnetic Fidlock chinstrap clasp and plenty of vents pack in the features, plus a well-dialled, angular and low-profile shape sees it sit close to the skull and look great in both full or open-face modes. Ventilation is excellent – even in summer, the V21 never cooked my noggin like a boiling hot full-face can, and on uplift days I found myself often keeping it on in the van; something I never do with a ‘proper’ DH helmet. Cooling might be aided by how there aren’t a ton of dense or cushy pads inside, but the well-shaped interior still feels comfy enough and fits my head without any hot spots or annoying jiggle or wobble when riding, so long as I cinched the rear retention dial reasonably tight. In terms of open-face performance, you’d be hard-pressed to notice the top half isn’t a ‘specific’ trail helmet as it’s as light, stable and comfortable as top-tier half-shells from other leading brands. This isn’t automatically the case with some of the wonky, top-heavy and hard-to-convert enduro helmets I’ve tested for mbr over the years.

Just about the only minor complaint is that the MTB 4.0 must sit marginally lower than some at the brow, as certain brands of goggles are pushed slightly down the bridge of the nose. And, as this is an expensive bit of kit, a purchasing consideration might be if you already own a nice-open face lid, considering something like the iXS Trigger (a fixed rather than convertible ‘enduro’ full-face minus the rotational protection) that’s noticeably lighter at just over 600g and a chunk less cash. At £280, this new Leatt helmet is

SKS AIRCHECKER 2 PRESSURE GAUGE £ 2 7. 9 9

SPECIFICATION Weight: 53g • Contact: zyrofisher.co.uk

Checking your tyre pressures before every ride should be a ritual as ingrained into your routine as pulling on your helmet. Even the best-sealed tubeless tyres can drop one or two psi in a few days, which can affect handling and increase the chances of burping your tyre on the trail. I’ve ended up with a couple of different tyre pressure gauges in the car to use before every ride, but the one I’ve been using the most recently is this SKS Airchecker 2. Less bulky than the popular and slightly more expensive Topeak SmartHead gauge that I used to use, the SKS can easily be tucked in a pocket or hip pack in case you want to fiddle with pressures on a ride. The twin head fits both Schrader and Presta valves and rotates 180° to help you read the pressure, while there are rubber strips on each side to improve grip. I found it worked best spinning the

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wheel until the valve was at the highest point, then turning the head 90° so the screen faced up with it pushed onto the valve. Some gauges can be difficult to place on the valve without losing loads of air, but the Airchecker 2 scores well in this respect as the needle that depresses the Presta valve is recessed, making it easier to align the gauge with the valve as you slide it on. It still pays to be fast and accurate when making a reading, but I found I could be more consistent when pressing it onto the valve than the Topeak. Talking of accuracy, the SKS reads in tenths of a psi, whereas the Topeak only gives you whole units, and it proved accurate to within 0.1psi when I compared it to the readout from a Quarq TyreWiz valve. While the design of the Airchecker 2 is simple, SKS has added a couple of useful features. The backlit display is easy to

read, even in low light, and there’s a bleed valve (the orange button) that lets you release pressure accurately. To do this, select the real-time monitoring option by pressing the Mode button. You can also toggle between psi and Bar by pressing the On/Off button and turn the unit off by holding it for three seconds (although it does turn off automatically after 30 seconds). Compact, lightweight, accurate and reliable to use, the SKS Airchecker 2 is a well designed product and should have a place in every mountain biker’s tool box. It’s also cheaper and offers a couple of important functional benefits over the Topeak SmartHead, namely greater accuracy and consistency of use. Danny Milner

RAPHA TRAIL TECHNICAL T-SHIRT £55

SPECIFICATION Weight: 111g • Sizes: XS-XXL • Colours: purple, light grey, dark grey, navy and green • Contact: rapha.cc

definitely at the premium end of the price scale, but it’s the best convertible helmet I’ve used to date, with a rock-solid chin bar, the reassurance of a DH rating and an open-face mode that’s good enough to be your everyday helmet – that means it’s truly two products in one, which takes considerable sting out of the cost. Mick Kirkman

It’s fair to say that Rapha revolutionised road cycling kit by blending modern fabrics with traditional styling and clever marketing. Roadies bought into the brand hook, line and sinker, to the point where suffering up a rainsodden Box Hill on a £10k Colnago, dressed head-to-toe in Rapha became something of a rite of passage. More recently, however, the brand has diversified from its skinny-tyre base to encompass gravel, commuting, indoor training (yes, really) and now mountain biking. The new mtb range includes jerseys, shorts, jackets, socks and even eyewear and a helmet designed in conjunction with Smith. It covers most of the bases without being overwhelming or confusing, and, surprisingly, the prices – while not cheap – are competitive with many other popular mtb brands such as Fox and Troy Lee Designs. Of course, what Rapha is lacking, and those other brands have in spades, is mountain biking heritage. Whether that remains a barrier to entry, or whether mountain bikers are put off by Rapha’s image, remains to be seen. What will help the brand’s cause, obviously, is if the product itself is good.

So to the Trail Technical T-Shirt, the cheapest of three jerseys in the new range. It’s available in both a men’s (tested) and women’s cut, five muted colours as well as a limited-edition ‘Digital Woodland’ print that has a touch of tie-dye about it. Along with the subtle colours, there’s a signature Rapha band on the left arm – a bit like a football captain might wear – and a small logo on the chest. The lightweight fabric used in this Tech T-Shirt blends 68% recycled polyester with 32% virgin polyester and is woven in a honeycomb pattern that is designed to lift the cloth above the skin for better wicking properties. There’s also a four-way stretch that helps with mobility when getting dynamic on the bike. The fit is best described as regular – neither tight nor baggy – with a shape that’s tailored to the riding position. When standing upright there’s a tightness across the upper chest and neck that disappears as you drop into your riding position. On the bike it’s certainly a comfortable jersey, where its standout features are its low weight and good wicking properties. Even on hot, sweaty rides I didn’t get clammy or sticky. However, despite boasting a antimicrobial finish, it did get pretty smelly after riding. One final aspect of the Rapha Trail Technical T-Shirt that needs to be commended are the free offcuts of fabric included in the package that you can use to make repairs. These rectangles are adhesive-backed and can fix rips and tears. Rapha also offers a free repair service for many of its garments that can help prolong their life and lighten their carbon footprint. It’s a useful and worthy service that genuinely adds value. While not ground-breaking, this Trail Tech T-Shirt shows that Rapha’s entry to the mountain bike market is carefully considered and well executed. On-trail performance is good, the styling brings something a bit different to the table and the postpurchase back-up improves the green credentials and the long-term value. Danny Milner

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GROUP TEST

Lights When the clocks go back the lights come out – and with 11 of the best reviewed here, the gloomiest trails will glow this winter Words: Paul Burwell Photos: Roo Fowler

s the evenings draw in it might seem like opportunities for a mid-week blast are fading with the light, but night riding is not only a great way to extend your riding season; it’s brilliant fun too. Blasting around the woods at night brings new life to familiar trails, sharpens your skills and hones your fitness. And it’s a good excuse to get warmed up with a pint in the local pub afterwards. To get the best experience possible, a good set of lights is essential. Fortunately there’s a vast array of options on the market at a range of price points to suit most budgets. Once you’ve decided how much you’re going to spend, the next decision to make is whether to run one big powerful light or spread your output between a helmet light and a bar light. The latter are going to be more versatile, but it’s important to match the brightness and run times of the two lights, and a lot depends on the type of terrain you’re riding – for example, you can easily use a single bar-mounted light with about 1,500 lumens if you’re riding big wide gravel roads. If you’re ducking off into the trees and riding harder and faster on technical singletrack, we’d advise doubling the output or adding that secondary helmet-mounted light.

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Splitting the light between your bar and helmet is always a good idea because the low-mounted bar light creates shadows and texture, allowing you to read the trail, while the high helmet light allows you to scan for obstacles, illuminate around turns and see what you’re doing off the bike. How the lights are packaged is also important – there are two basic set-ups. Integrated systems, where the battery and lamp are contained in a single unit, and twopiece systems, where you have a lamp unit and a separate battery, connected via a cable. Either type can be mounted on the bar or helmet but obviously using a two-piece system up top does mean you’ll have a cable running down the back of your helmet. This year we’re also starting to see several e-bikes lights coming to market. These are just a lamp and cable that you plug into the bike and use the integrated battery to power them. Currently there are some restrictions in terms of wattage, and ultimately how much light they produce, but with everything routed internally, e-bike lights are super-neat. However, there’s nothing stopping you using a regular light on an e-bike, which is why we’ve split this test to include all three categories.

USED & ABUSED

How we test To put the lights through their paces we mapped out a 20-minute test loop with a long technical climb and long descent with some tech at the top and fast bridleway at the bottom and did repeat loops on a Whyte G-170. This mixed terrain allowed us to play around with the light’s built-in modes, toggling down to dimmer settings when riding slowly and up to full power for the descent and that final sprint. Managing output in this way extends battery life, but we haven’t printed run times because they don’t always discharge at a constant rate. They’re also affected by things like temperature (and age) – on a cold night, your battery just won’t last as long. We used the e-bike lights on a Boschequipped Whyte E-180 e-bike. For purposes of convenience we routed the lights externally, even though the optimum is to place the cable inside the frame.

JARGON BUSTER

Know your lights POWER

Lumen is a measurement of light output – the higher the number the brighter the light. Some manufacturers quote measured lumens, which is a truer reflection of the actual light output. Most lights also have several settings (high, low, medium beam), but also a secondary mode with lower or different options – these are often accessed when you turn the light on. Some lights are also programmable using an app or via sequencing built into the On switch.

HELMET MOUNTING

Some bar lights can be attached to a helmet mount, which is usually plastic and held in place with two Velcro straps that loop through the vents. There are also dedicated helmet lights using a similar system, and some manufacturers, like Exposure and Knog, employ a clamp that bolts through a single vent.

BAR MOUNTING

An O-ring is the easiest attachment because it can be removed quickly, expands to accommodate different diameter bars, including 35mm, and the lamp can be angled up or down easily. Clamp-on mounts (aluminium or plastic) are better for heavy lights because they’re more secure. Most are 35mm with optional shims for 31.8mm bars, although some are size specific.

BEAM PATTERN FUEL GAUGE

A fuel gauge is essential for showing remaining power. The simplest are just flashing LEDs (green for good, red for bad) but some of the best use a read-out or percentage countdown displayed on the back of the light.

REMOTE

With the controls at your fingertips, you don’t have to reach up to toggle the light on or off and you’re also more likely to use the different power levels and preserve battery life.

We’ve included pictures of all the beam patterns to show what the light looks like on the trail. Ideally you want soft transitions and edges and a pool around the front wheel for picking your way through technical terrain. If there are hot spots, or hard edges to the beam, these can be distracting, making it more difficult to use peripheral vision when riding.

CABLE

The most versatile option is to have a short cable to which you can add an extension. Use the short cable when the light is on the bar and battery is on top tube, and then plug in a longer extension when running the light on a helmet/backpack.

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INTEGRATED

TEST WINNER! INTEGRATED

BLACKBURN DAYBLAZER 1500

EXPOSURE TORO MK 12 £305

SPECIFICATION Weight: 238g • Max lumens: 3,200 • Contact: exposurelights.com

£ 8 9.9 9

SPECIFICATION Weight: 145g • Max lumens: 1,500 • Contact: zyrofisher.co.uk

With its machined aluminium construction, the Blackburn Dayblazer 1500 is the lightest standalone light on test. It has twin LEDs, which result in a wide spread of light, but with a more focused centre area. To secure the light to any handlebar diameter, there’s a big stretchy rubber strap on the bottom, but also included in the box is a three-pronged, GoPro mount, so if you have a helmet with a clamp already installed, or one like a Bell that’s built-in, you can just bolt the Dayblazer 1500 straight on. Using the GoPro mount keeps everything low, so you’re less likely to catch the light on a branch, and it also eliminates the scratchy Velcro strap – we had a few reports from follically-challenged test riders about irritation. There are five light modes built into the Dayblazer 1500 – three constant – 1,500, 750 and 400 lumens, and two flashing options with 270 and 120 lumens respectively. Accessing the modes is via a top-mounted button and, while it’s reasonably positive, it’s not as quick as the Sigma. It has a built-in gauge that works in a similar way though – green translates to 75% battery life, orange is 75-25% and red is below 25%. Run time is good – we got a good 90 minutes out of this light before we hit the red line. Charging is done via a Micro USB on the tail of the light and a cable is included in the box. Back-to-back with the Sigma Buster 700, the light quality wasn’t as white or as crisp and it’s not as bright, especially on the lower 750 lumens setting. It works better than the Sigma as a handlebar light because the wider beam just illuminates more of the trail, but you really don’t need that spot beam if you already have a secondary light up top. In a sense the Dayblazer 1500 is a compromise because it’s designed for road and off-road usage, but it still packs a punch for a light of its size. We really like that both clamps are included in the box and it fits all handlebar sizes without having to mess about with shims or tricky bolts.

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In terms of size and weight, the Toro sits below the MaXx D and Six Pack we tested over the last two years, but it still packs a punch, putting out 2,000 lumens on full beam and 3,200 in Reflex mode. Like its bigger brothers, it’s self-contained, with the LEDs and Li-Ion battery all housed in the machined aluminium body. It attaches to Exposure’s erstwhile machined bar clamp, which requires the use of a thin rubber shim to work. It looks too flimsy to hold the light, but it’s rock-solid. Our only minor criticism is the bolt is underneath, so making adjustments on the fly is fiddly, although, to be fair, with this much power on tap we never needed to tilt it up or down. Exposure builds programmability into all its lights, and the Toro has 10 modes in total, and they’re all handily laser-etched on the body of the light. Why other manufacturers don’t do this is a mystery – even a sticker would help. Initially programming the light seems complicated, but like the MaXx D, it has a display on the back, so you can actually see the setting you’ve selected during set up. This also shows battery life and there is a high and low beam indicator via simple coloured LEDs. Built into three of the programmes is Reflex; think of this as a beast mode for faster/harder riding. It automatically boosts the stock 2,000 lumens to 3,200 when you need it most, and in any of those modes it also dims the light when you come to a stop, which is handy for preserving battery life. The Toro only has three LEDs rather than four in the MaXx D, but we could easily complete rides with this as our solitary light – the light is crisp and white, enhancing definition. Testers preferred the high and low beam option over the Reflex mode, but having those options at your disposal makes this a versatile choice. We also prefer the more compact size of the Toro over the MaXx D, and obviously the cheaper price and lighter weight help too – it’s just about the perfect size.

NIGHTRIDER LUMINA DUAL 1800

SIGMA BUSTER 700 £ 6 9.9 9

SPECIFICATION Weight: 148g • Max lumens: 700 • Contact: oxfordproducts.com

£150

SPECIFICATION Weight: 259g • Max lumens: 1,800 • Contact: zyrofisher.co.uk

We’ve tested Nightrider Lumina lights previously, but the 1800 is the first with two LEDs. It also comes with a new Collimator Lens that helps distribute the light evenly across your field of vision. It has a wide horizontal beam pattern, with no hot spots or dark patches. The Lumina 1,800 boasts five constant light levels and two daylight flash modes. When you turn the light on, you just get high, medium and low beams, but you can Boost the light to 1,800 lumens via a quick double press on the switch. And if you hold the button down as you turn it on, you can access a secondary mode, which includes these flashing options. Suffice to say, after the initial set up, we never went there. The Lumina 1800 comes with Nightrider’s traditional clamp, which has a thumb-wheel, so you can expand the clamp for any handlebar diameter, and also loosen it on-the-fly if you want to tilt the light up to see further ahead. The company also offers a strap-on helmet mount for £20, a stickon one for the same money as well as a rubber-band-style bar mount for £12 and a compatible K-Edge GoPro adapter for £30. Charging the light is via a plug-in connector, and you get a full cable and plug in the box, but you are paying extra for that. The Dupont fibreglass-reinforced nylon body with aluminium heat sinks also bumps the cost up over the Blackburn and Sigma models. Our main criticism is the lack of run time on full power – we got just over half an hour on Boost. The clarity of the light is excellent – it’s bright white, which really helps with definition and picking out detail at night, but for this money you could buy two 1,000 lumen lights and still have a two-hour run time. For short rides the Lumina 1800 works great, but if you want to ride for longer, you’ll need to run it on a lower power setting along with a secondary helmet light.

As the name suggests, the Sigma Buster is a 700 lumen light with the battery and lamp contained in a lightweight plastic shell. It costs the same for both the handlebar or helmet mount options, and weighing under 150g it works great in either location, although we’ve been running it primarily as a helmet light for this test. The Buster 700 has four light modes – high power 700 lumens, a standard mode 350 lumens, a 170 lumens eco mode and basic flashing option. Charging is via a micro USB, housed under a silicone flap on the back of the light and there’s a cable included in the box. Run-time is a claimed two hours, but we found it’s more like 90 minutes, although it does recharge relatively quickly. The switch also doubles as a battery life/charge indicator: clear is between full and 71%, green 71-31% and red is under 30%. With only 700 lumens, the Buster 700 isn’t the brightest in this group, but the focused beam pattern lets you easily pick out obstacles on the trail and look round corners. It also has one of the best helmet mounts we’ve seen. The flexible base moulds to the contours of your lid, which is great if you have odd-shaped vents or any ridges in the micro-shell. It’s secured via a Velcro strap and has a little pivot, so you can also angle it up or down. It even has a GoPro compatible interface built in, so if you have an integrated camera mount on top of your helmet, this will bolt straight on. We have a few minor criticisms – the switch requires two ultra-fast clicks to turn it on (it’s called Switch On protection) and takes a bit of getting used to, and the secondary power settings are just too weak for off-road use. The Buster 700’s low weight meant we couldn’t feel it when riding, so we didn’t need to ride with the helmet too tight, and it’s also low-profile, so it never came close to snagging on branches. On paper 700 lumens doesn’t seem like a lot, but the light quality and focused beam makes it a perfect partner to any 1,500 lumen bar light.

NOVEMBER 2021

mbr

TWIN-PACKS

HOPE R2 LED STD

KNOG PWR MOUNTAIN KIT

SPECIFICATION Weight: 346g • Max lumens: 1,300 • Contact: hopetech.com

SPECIFICATION Weight: 515g • Max lumens: 2,000 • Contact: silverfish-uk.com

Although the Hope R2 LED Standard uses the two cell ES (energy status) battery pack, it’s just as bright as the R2 LED Epic we tested a year ago – it just won’t last as long. Like most Hope off-road lights, the R2 has two distinct modes that you access by a quick or slow press in the initial turn-on phase. Press the button quickly and it turns on instantly into the Trail mode which has high, medium and low settings. Proceed slowly, and you can access a secondary mode with high, low and flashing options. On high beam the R2 will put out about 1,000 lumens for around an hour. The beam pattern is narrow, so illuminates less of the trail, and often we couldn’t see obstacles until we were right on top of them. If you ride on fire roads the R2 LED does throw a lot of light forward, and the crisp white light is perfect for picking out detail, we just wanted a bit more of it. The machined lamp body has fins for cooling, neat and tidy controls and a backlit switch to show what function you’re in. The lightweight machined clamp lets you mount the R2 centrally over the stem without needing shims, and we really like the rear facing bolts – they’re easy to get to when making adjustments. The lamp also features an energy preserve feature, dimming the light in steps as you run down the battery life. The Li-ion battery has a five-stage fuel gauge, coiled cable and comes in a durable plastic hard case, but the profile doesn’t fit neatly around a frame tube. We’re also not fans of the stretchy strap – we could never get it that tight and the battery would rattle when riding. The finish and quality of the Hope R2 LED light is impressive, and it also has a bright and clear output. Unfortunately, as a sole handlebar light the smaller battery doesn’t quite have the staying power to match the Seca or Magicshine lights on test.

In standalone form, the Knog PWR Mountain is £199, but for an extra £20 you can buy the PWR Mountain Kit, which includes a cable extension and six different modular bar/tube/helmet mounts. The extension kit lets you mount the light in a conventional way with the lamp on the bar and the battery on the top tube. However, you can also join the two parts and create an Exposure-style all-in-one light. A big plastic clamp mounts the headlamp to the handlebar and it extends quite far in front of the stem, which is good news for our Race Face stem. The cylindrical battery slides into an oblong-shaped mount, which is then lashed to a tube via two Velcro straps. It can quick-release from this mount, but it’s almost as convenient to remove the whole thing. There are three fixed light modes (2,000, 1,000 and 500 lumens) and three flashing modes. In the factory setting, you have to cycle through all six, but Knog offers a ModeMaker app that lets you reprogram the light and eliminate redundant modes and also tweak the output to boost burn time. Unfortunately we couldn’t get the app to download correctly and it’s also desktop-based, so not that easy to access on the trail. Turning the lamp on and off is done by twisting the lamp unit, and it’s surprisingly quick to cycle. The beam pattern is a good shape, illuminating both close-in features and obstacles in the distance, but the light quality is not as clean as the Seca or Hope. The Li-ion battery features a fuel gauge and also twin USB ports, so it doubles as a fuel cell. However, the run-time was poor – on full beam we burnt through two chunks in 20 minutes and all the juice in under 45 minutes. So, while this is a versatile system that comes with a ton of accessories, for off-road use having to cycle the settings is irritating and it’s under-powered. All of which leaves the Knog PWR in a bit of a no-man’s land – it’s good value and versatile, but on-trail performance is lacking. Sometimes less is definitely more.

£190

mbr

NOVEMBER 2021

£ 2 1 9.9 9

GROUP TEST

TEST WINNER! TWIN-PACKS

LIGHT AND MOTION SECA ENDURO

MAGICSHINE MONTEER 8000

SPECIFICATION Weight: 500g • Max lumens 2,500 • Contact: freewheel.co.uk

SPECIFICATION Weight: 605g • Max lumens: 8,000 • Contact: magicshineuk.com

The Enduro shares the same four-LED lamp unit as most of the Seca family, but comes with a larger four-cell Li-ion battery pack. This mounts to the frame using a heavy-duty Velcro strap, but the casing doesn’t fit neatly round a tube, so can slip backwards when riding. The lamp attaches using a sort of rubber watch strap, which means it fits any handlebar diameter and it also has a unique breakaway feature. However, in all the time we’ve tested this light we’ve never seen one break away, but it’s there if you need it, and there’s a spare in the box. The Seca Enduro has two output modes – standard and Race – which you access by either short or long presses of the on/off switch. Race mode gets high (2,500 lumens) and medium (1,250) beam, and that’s our preferred choice because the standard option has several useless flashing and low beam options. As we’ve said previously, the Seca has an excellent spread of light. If you compare the beam patterns, you can see further down the trail with the Magicshine Monteer, but what you probably can’t discern from the small images is how clean and even the light is. Everything looks sharp and focused, and that really makes a difference when riding fast at night. The beam pattern is also the widest here, so illuminates more at the edge of the trail and also further round corners. This is literally a light you can roll solo – no need for an additional helmet light. We have one criticism, and it’s the same one we’ve been banging on about for roughly four years now – the cable needs to be shorter or have a coil in (yes, like a 70’s telephone) to take up the slack. The Seca Enduro is relatively unchanged from the light we tested 12 months ago but it has gone up in price by £15, so it’s not as good value as the Monteer. It also doesn’t have the raw power of its rival, but it genuinely feels like it packs more punch than claimed.

Magicshine’s Monteer 8000 should be renamed the Monster 8000 because it literally scares off any wildlife wandering around at night. It doesn’t quite have the 8,000 lumens claimed – you only need to compare the beam to the 2,500 lumens Seca Enduro to see this, but you can’t argue with the raw power. Set inside the aluminium lamp unit are five Cree LED units – the top three sit at a wider 32°, creating a lot of peripheral light, whereas the bottom two have a narrower 21° beam spread to punch the light down the trail. The clamp holding the lamp unit has a Garmin twist-lock attachment, which lets you mount other Garmin-compatible devices during the day. You get a couple of shims for different handlebar diameters, but to make set up easier we’d like to see the attachment bolt the other way up, so you can get to it from the top. The Monteer 8000 has three constant light modes – 100, 50 and 25% of full power, as well as a low-powered flashing mode. You do need to cycle all the way through the settings to get back to high beam, so some form of programmability would be a nice touch. The battery is a long thin shape and attaches using two Velcro straps. These are silicone-backed, but we found the battery can be hard to mount on small frames or odd-shaped tubes. Underneath a rubber bung on the end of the battery is a three-light charge indicator and the USB port. When riding rough terrain, the thin clamp does bounce around a bit, but there’s so much light on offer that it doesn’t really matter. Nor does it matter that you can’t angle the lamp up and down on-the-fly because this light will easily illuminate 100m into the distance. At the same time, it offers a really wide pool of light close in, so we could easily see stumps and any other obstacles. The light is not as crisp, so you also lose some definition, but the price per lumen is the best here.

£ 4 1 9.9 9

mbr

NOVEMBER 2021

£ 3 6 9.9 9

E-BIKE LIGHTS

E-bike lights If you just ride an e-bike, it makes a lot of sense to buy a dedicated light, because the battery in your e-bike is typically 10 times more powerful than Easy connection the one used to straight to your power a bike light. bike’s motor Also, most motors have a built-in port or extra connector, where Primed and ready you can plug a light straight in. to trail blaze You may need to activate the software, so the bike recognises the light, but an approved dealer can do that for you in about five minutes. However, there are a couple of things to bear in mind before light functionality turned off. taking the plunge. Some lights That’s something a manufacturer are not compatible with older may choose to do when it’s e-bikes, and this is because they building the bike, although run on a different voltage. And we’ve been told it can be if they do work, they’re likely to reactivated for certain brands. run at a reduced output. Also, if an electrical product is The other thing to be aware modified beyond a certain level of when running a light is that it no longer complies to EMC it will reduce the run time of testing, which has implications your bike, anywhere between for your warranty. Our advice 4% and 10%. This is because is to always check with the e-bike lights are covered by an bike manufacturer before EU directive that requires the purchasing an e-bike light to bike to have a certain amount of see if it’s compatible, and if residual charge for emergencies. there are any issues regarding Obviously, we’re not in the EU your warranty. We’d also check anymore, but e-bikes may come light compatibility – most light into the UK configured this way manufacturers have a chart on and it may also come with the their website.

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NOVEMBER 2021

EXPOSURE FLEX MTB £320

SPECIFICATION Weight: 100g • Max lumens: 3,200 • Contact: exposurelights.com

Exposure produces two e-bike lights – the Flex and the Fuse. The former is designed for e-mtbs and consists of a machined aluminium lamp unit, tethered remote switch, a bar clamp and a long cable. You will need to buy the specific connector (this consists of a plug and short run of cable) for your bike, which costs an additional £12.50. This add-on means Exposure doesn’t have to produce dedicated lights for each system, but it does require users to attach the cable to the connector. You do this by simply inserting the cables into two gel-filled cable connectors and then crimp them together. The gel provides a waterproof seal. Once connected, you plug the light into the bike and it automatically detects the amount of voltage in the system and adapts to the available power accordingly. The amount of lumens you get depends on the voltage, so on the Bosch bike we fitted this to that’s around 2,000 lumens. The Flex comes with a new handlebar clamp that offsets the light in front of the stem, but like the Lupine, it didn’t work with the Race Face stem on our test bike and caught on the fixing bolts. To get round the problem we ran the light off to one side. We had no issues mounting the remote switch, it attaches via a little rubber band and we mounted it right above the shifter. It’s neat and allows users to access the Exposure OMS mode selector on-the-fly. There are only two modes built into this light – both use high and low beam, but with or without Reflex. This works exactly the same way as the Toro, boosting output for faster riding and then powering it down when the bike is stationary. You do have to wake up the light once you get going again, and some testers didn’t like that it dims down when you’re stopped, but you can always turn it off. Another tiny criticism is that the bolts on the bar clamp/light are different sizes, which means swapping Allen keys when setting up the angle. The Flex gets the same high-quality machined construction as all Exposure lights, it’s easy to use and offers some customisation, but the clamp/cable set up is fiddly. It’s also three times the price of the Magicshine, but you don’t get three-times the performance.

GROUP TEST

TEST WINNER! E-BIKE LIGHTS

LUPINE SL X

MAGICSHINE MJ-906SE

SPECIFICATION Weight: 170g • Max lumens: 1,800 • Contact: lupine.de

SPECIFICATION Weight: 121g • Max lumens: 4,500 • Contact: magicshineuk.com

Lupine lights are some of the best off-road lights we’ve ever tested, and the SL X is no different. It has a lightweight machined body, with a remote switch and super-minimalist (31.8 or 35mm) bar clamp, allowing you to get it really close to the stem. Unfortunately, the back of the lamp did contact the faceplate on our Race Face stem, so the single clamp could do with being slightly longer. Lupine does offer a double clamp option for an extra €12, but we don’t know if it offers any more clearance. Due to the output requirements, the SL X is only compatible with Bosch, Brose and Shimano but not Yamaha bikes. It’s sold with a dedicated connector, but it looks like you can splice in another plug if you change brands down the line. Setting up the system is straightforward – you simply remove the cover on the motor (you may have to remove a crank to do this first) plug in the light and configure the Bosch software. We routed the cable inside the frame, but you don’t have to – there is space for the cable to exit the plastic cover and then you could just zip-tie it externally to the frame. The lamp unit has a central LED housed inside a massive Fresnel reflector, but it’s surrounded by nine automotive LEDs. These are for riding in daylight and are active all the time, but at any point you can flick on the main light via the bar-mounted remote. You then have high and low beam options. And if all that sounds like something you’d find in a car, the beam pattern is similar too. In the low setting it has a long, oblong shape, but fire up the high beam and it fills in everything above that, just like a car headlight. The light is amazingly bright and really white, which is perfect for picking out detail. And all that light at the sides means you can easily see around corners; it really feels like you have more than 1,800 lumens on tap. The Lupine SL X is easily the best made e-bike light here. It’s also one of the brightest and we’d say it has the best light quality too, but the elephant in the room is the price – it’s a lot of money for just a lamp.

Magicshine sells five different e-bike lights in the UK, and when we initially received the MJ-906SE for test, it started displaying an error message. It turned out it was set in battery mode and needed a factory reset. Since then it has been working perfectly. At £99 the MJ-906SE is an absolute steal, although the price doesn’t include a Light Connection Cable, which costs about £11. Magicshine offers cables for the four leading e-bike motor brands, and because it uses a modular (two-piece) cable, you can actually move this light from a Bosch to a Shimano system by just plugging in another cable with a different connector. And it gets better; you can also hook this light up to a conventional Li-ion battery and run it on an analogue bike if you prefer. The lightweight head unit features twin Luminus SST-40 LEDs, which put out a whopping 4,500 lumens on full beam. There are secondary 2,500 and 1,800 lumen settings and some flashing modes, which you can access during set up. To attach the lamp to the bar, Magicshine uses a sort of tension plastic band and several sizes are included in the box. It also twists free of the Garmin-style mount and, since it has a two-piece cable, it’s the only e-bike light you can unplug when not needed. Routing the cable into our Bosch test bike was stress-free, and if you’ve pre-primed the Bosch software you can just plug-and-play. In fact, when testing, we didn’t bother routing the cable internally, we just snagged it to the frame with a couple of zip-ties. Although the light doesn’t really have the 4,500 lumens claimed, it’s still powerful and bright. The beam quality is pretty good too; it has an even spread with plenty of light out wide and, although it’s a little yellow, the definition is pretty crisp. Compared to the Exposure Flex and Lupine SL-X the MJ-906SE has a slightly cheaper plastic construction, but it’s powerful and fantastic value. It is also simple to set up and is the perfect starter e-bike light for riders on a budget – the fact that you can run it as a normal light is a bonus.

€400

mbr

NOVEMBER 2021

£ 9 9.9 9

Conclusion

f this is your first time venturing into the dark side, you can either run a single all-powerful handlebar light like the Magicshine Monteer 8000 or Exposure Toro, or you can fit two lights – one on the handlebar and one on the helmet. We’ve spent the last month riding trails in the dark and most riders we see use a dual configuration. It’s more versatile and can actually get you up and running for less outlay, because you can put together two cheaper lights. For example, you can fit a medium brightness light on the bar, such as the Nightrider Lumina Dual 1800, and then a Sigma Buster 700 on your helmet. The Lumina lets you see everything, the Buster 700 lets you pick out the details. And you can also use the latter as a work light if you have a mechanical or you need to fix a flat. If you don’t want to muck about wrapping cables around your frame tubes or unplug the battery for recharging, a self-contained light is a good idea. And the best on test is the Exposure Toro. It’s smaller, cheaper and lighter than either the company’s Maxx D and Six Pack we’ve tested previously, but it puts out more light than the Blackpool illuminations. It’s also fully programmable and has some smart features including Reflex technology and easy-to-read display, and it’s also super-white, super-crisp, and just oozes quality. Separates are a good idea because you can mount all the weight lower down, and there’s not something the size of a can of soup sitting on your handlebar to get in the way. It was a close call between the Magicshine Monteer 8000 and Light and Motion Seca Enduro, but the Monteer 8000 had so much light for the money it was just hard to ignore. When we talk about light quality in this test, it may seem unimportant compared to cost or lumens, but light up the Seca Enduro and you can see how

good it is. The Monteer 8000 isn’t as clean, but we really couldn’t argue with the price or that raw power. If you ride an e-bike you don’t need a dedicated light, you can just use any of the above, but the advantages are attractive; you don’t have to worry about charging a separate battery and they’re usually cheaper. The Exposure Flex MTB and Lupine SL X are superbly made bits of kit but they had the same problems with the bar clamp and stem interference and high cost. Their light quality

is amazing though – everything was really well-defined. The Magicshine 906SE isn’t as crystal clear but it has just as much light on tap, if not more. The handlebar mount is neater and you get four different sizes in the box. But two things elevated this light above the others, and one was the fact that you can run this light with a regular battery, the other was the price. Yes, the lamp unit is just plastic and light quality is not as well-defined, but if you want to dip your toe in the e-bike light market, this is a great place to start.

The Monteer 8000 had so much light for the money it was hard to ignore INTEGRATED Blackburn Dayblazer 1500

Some scenarios call for higher levels of illumination than others

Price

Weight

Max lumens

Contact

£89.99

145g

1,500

zyrofisher.co.uk

Exposure Toro Mk 12

£305

238g

3,200

exposurelights.com

Nightrider Lumina Dual 1800

£150

259g

1,800

zyrofisher.co.uk

£69.99

148g

700

oxfordproducts.com

Sigma Buster 700

Rating

TWIN PACKS Hope R2 LED Std

£190

346g

1,300

hopetech.com

Knog PWR Mountain Kit

£219.99

515g

2,000

silverfish-uk.com

Light and Motion Seca Enduro

£419.99

500g

2,500

freewheel.co.uk

Magicshine Monteer 8000

£369.99

605g

8,000

magicshineuk.com

Exposure Flex MTB

£320

100g

3,200

exposurelights.com

Lupine SL X

€400

170g

1,800

lupine.de

£99.99

121g

4,500

magicshineuk.com

E-BIKE LIGHTS

Magicshine MJ-906SE

NOVEMBER 2021

mbr

BIKE TEST

MULLET 92 mbr

NOVEMBER 2021

No need to break out the double-denim, but mullets are back in – and this time they’re here to stay. We run a fine-tooth comb over four of the best mixed wheel size bikes Words: Alan Muldoon Photos: Roo Fowler, Adam Hughes

BIKES

NOVEMBER 2021

mbr

BIKE TEST

ullets aren’t just favoured by 70s football stars and hipsters, they are also the latest trend in mountain biking. From World Cup downhill racing to cool cats jibbing in the local woods, mixed wheel size bikes are catching on. And it’s not just at the cutting edge of the sport where the smaller rear wheels are gaining traction. Most e-bikes are mullet as standard and there’s a growing number of trail bikes maintaining a 29in wheel up front for a business like approach, while adopting a 27.5in wheel out back to keep the party alive. So this month we’ve got four party animals on test, two trail bikes and two e-bikes all with mixed wheel sizes. The two trail bikes run the entire pricing gamut – the new Santa Cruz Bronson CC at £8,599 sporting a full carbon frame and wireless SRAM AXS shifting at one end, the Specialized Status 160 with an alloy frame, progressive geometry and a headline grabbing price of £2,399 at the other. For the e-bikes we have the recently released Nukeproof Megawatt 297 Factory and the recently updated YT Industries Decoy MX Core 4. And while both cost roughly £7k and are designed around Shimano’s EP8 motor, this isn’t really a head-to-head test as YT

has an obvious price advantage being a direct-sales brand. Also given the gulf in price between the Bronson and Status, this test should be considered as four standalone reviews united by their choice of wheel size. In an attempt to shake off the association with an outdated, somewhat redneck hairstyle, lots of brands have adopted the MX or mixed wheel size tag to differentiate the mullet bikes from their regular models with matching wheel sizes front and rear. Mullet bikes aren’t for everyone though as there are very few riders or racers that will refute the claim that 29in wheels are faster. You need only look to XC racing for confirmation of that. Outside of pure XC racing however, the preferred wheel size isn’t as clear cut. Take downhill racing for example. There’s a distinct shift towards a mullet set-up but it tends to be shorter riders who prefer to mix it up, as clearance between the seat of your pants and the rear tyre is the real limiting factor on longer travel bikes with 29in rear wheels.

HOT TO HANDLE

Dynamic handling also plays its part. With mixed wheel sizes, the front and rear wheels have unique turning properties due to the different radius of each wheel. As a result, most riders find it easier to initiate a turn on a mullet set-up than on a pure 29er. An obvious advantage for heavier, more stable bikes, or lighter riders. A smaller rear wheel keeps the hype levels high

It’s one reason why mixed wheels are pretty much ubiquitous on e-bikes. And while some riders would like to think that it is because they have more in common with motorbikes, the truth is much less dramatic. Because as compact as modern e-bike motors are, they are still considerably bigger than a traditional bottom bracket. As such, current motor designs force an unavoidable increase in the chainstay (rear centre) length and the easiest way to offset it on an e-bike is to adopt a smaller 27.5in rear wheel. And there are other advantages to MX wheels that are not specific to e-bikes. Smaller wheels are stronger, plain and simple. And if you’ve ridden an e-bike, enduro bike or downhill bike for any length of time you don’t need us to tell you that the rear wheel takes an absolute beating. This is even more relevant on a hardcore hardtail, where a smaller rear wheel combined with a fatter tyre adds both comfort and strength. The Orange Crush MX we featured back in May a near perfect example of where modern trail hardtails should be heading. So while production mullet bikes are a relatively new phenomenon, riders have been using smaller rear wheels as a somewhat extreme way to adjust geometry for years. Anyone can fit a 27.5in rear wheel to a 29er and in doing so you typically drop the BB height by over 10mm while slackening the head angle by just under 1°. It’s a great hack, but if it offers too extreme a shift in geometry, bikes with flip-chips can then be run in the high setting or you can increase the size of the rear tyre to raise the BB height and steepen the angles a hair. Brands like Forbidden even offer an aftermarket link to partially correct the geometry of the 29er when running a 27.5in rear wheel as it appreciates that running the smaller rear wheel can really boost the confidence of shorter riders in steep terrain. And because aftermarket links are relatively inexpensive, we’re likely to see other brands follow Forbidden’s lead, as everyone clambers to jump on the mullet bandwagon. For now though, let’s take a closer look at four bikes at the forefront of the mullet movement.

CONTROL TYRES

To make the testing process as fair as possible we fitted the same Maxxis tyres to the four mullet bikes in this test. Choosing a 29x2.5in Assegai up front accompanied by a 27.5x2.4in Minion DHR II on the rear. Both in the 3C MaxxTerra compound and the tougher EXO+ casing. Available at extrauk.co.uk, prices start at £64.99 per tyre.

94 mbr

NOVEMBER 2021

As a result, most riders find it easier to initiate a turn on a mullet set-up than on a pure 29er NOVEMBER 2021

mbr

BIKE TEST For 2022 the Bronson gets a new hairstyle thanks to the 29in front wheel The VPP suspension with the lower link driven shock delivers 150mm travel

For complete peace of mind the Reserve carbon wheels come with a lifetime guarantee

Low-speed compression adjuster on the Super Deluxe Ultimate shock helps dial in pedalling efficiency

SANTA CRUZ BRONSON CC AXS RESERVE £8,599

or the longest time, the Bronson has been the quintessential 150mm travel trail bike in the Santa Cruz line. Launched in 2013 and rolling on 27.5in wheels it has gone through several revisions, most notably the switch to a shorter rear end in 2016 followed by the introduction of the VPP lower link driven shock layout in 2018. And the Bronson’s metamorphosis continues, the latest round of revisions transforming it into a mixed wheel size mullet. One thing remains unchanged however, it’s still a 150mm travel ripper. In terms of geometry, the current Bronson is unrecognisable from the original. The 473mm reach on the size L

the best part of 50mm longer than the V1 design. And it’s a similar story with the 64.3° head angle, it’s almost three degrees slacker, while the seat tube has had 50mm lopped off, making it much easier to fit a longer dropper post or swap between the five available frame sizes. New for 2022 are proportional chainstay lengths that shrink from 443mm on the XL to 432mm on the XS and help maintain a balanced weight distribution across the entire size range. And while a lot has changed there are some constants. The chainstay length on the Bronson has never been crazy short and the BB isn’t super-low; 340mm on the current bike, and that’s in the low geometry position. Yes, the Bronson still has a flip-chip in the lower link. It’s been updated though, where two small wings on the retaining nut mean you won’t break out in a panic sweat when it comes time to switch the geometry. In fact, you’ll only need to do it once, as you’ll slam the Bronson into the low setting and never give it a second thought.

SUSPENSION

Shock set-up errs towards increased bump sensitivity

96 mbr NOVEMBER 2021

With half of the RockShox Super Deluxe shock hidden inside the carbon frame, the sag gradients on the shock body are a godsend as you’d struggle to get a tape measure inside the shock tunnel to measure sag accurately. On our initial shakedown rides we ran the Bronson at 25%, 27.5% and 30% sag

before settling on the firmest set-up as it seemed to give the bike a tighter, more stable suspension response. It also made the Bronson climb and pedal more efficiently – two traits we feel are essential on an out-and-out trail bike without compromising its ability to take the hits. The down side? Or for some it will be considered a plus, you’ll have to send it super-deep to achieve full travel. So if you’re not regularly going big, simply removing a volume spacer from the shock would make it easier to eke out the full 150mm travel. Guide pressures and rebound settings on the Fox 36 Factory fork give a good ballpark set-up but we ended up going with a slightly softer set-up to help offset the taller front end that’s exacerbated by the 35mm rise handlebar. It’s not a compromise though, as the independent high and low-speed compression adjusters on the Grip2 damper make it easy to dial in the correct level of support when running more sag.

COMPONENTS

If mention of a 35mm rise bar raises an eyebrow, it’s nothing compared to how it raises the height of the front end. With the Burgtec stem slammed on the Cane Creek headset we were able to achieve a balanced ride, but still felt that the front end could have gone lower still. At the very least, fitting a regular 20mm rise bar would give a much greater degree of

SPECIFICATION

HIGHS

Pitter-patter suspension

Frame Carbon CC, 150mm travel (148mm measured) Shock RockShox Super Deluxe Ultimate (205x65mm) Fork Fox 36 Float Factory Grip2 (44mm offset) 160mm travel Wheels Industry Nine 110/148mm hubs, Santa Cruz Reserve 30 V2 30mm rims, Maxxis Minion DHF 29x2.5in/ Minion DHR II 27.5x2.4in tyres Drivetrain SRAM X1 Eagle carbon 32t, 170mm chainset, SRAM X01 AXS r-mech and GX AXS shifter Brakes SRAM Code RSC 200/ 180mm Components Santa Cruz Carbon (35mm) 800mm bar, Burgtec Enduro MK3 42.5mm stem, RockShox Reverb 175mm post, WTB Silverado saddle Sizes XS, S, M, L, XL Weight 14.32kg (31.57lb) Contact santacruzbicycles. com

GEOMETRY

Size tested L (Low) Head angle 64.3° Seat angle 70.4° Eff SA 75.9° BB height 340mm Chainstay 440mm Front centre 816mm Wheelbase 1,256mm Down tube 745mm Top tube 620mm Reach 473mm

LOWS

Front end is too high

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adjustment. A lower front end would also shift the weight distribution of the Bronson, which was definitely a factor in the suspension set-up we gravitated towards. And the bar height wasn’t the only issue up front. With a super-sticky Minion MaxxGrip tyre it feels like you’re riding around with the brakes constantly Updated flip-chip remains located on the lower link

rubbing, and swapping it for a mid-compound MaxxTerra option instantly injected the pace we’ve come to know and love from most Santa Cruz trail bikes. With the niggles cleared up, let’s talk about the rest of the specification. SRAM’s wireless shifting is a luxury not a necessity, but like most creature comforts, once you’ve got used to having AXS it’s hard to go back. The GX shifter is paired, literally, with an X01 AXS derailleur and shifting is rapid, precise and effortless. And while it’s easy to moan about having to charge the battery, gunked up gear cables are a thing of the past. It’s a similar story with the hydraulic RockShox Reverb post – bleeding it is a faff, but the light lever action and no sticky cables pays back in spades.

PERFORMANCE Chainstay lengths now come bespoke according to frame size

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Santa Cruz’s trail bikes are renowned for their ruthless efficiency. But the Bronson has a slightly different flavour, prioritising improved tracking and traction over pedalling prowess. Don’t take that as a criticism though, the Bronson still reacts instantly to hard pedalling efforts, but combine the more sit-up-and-beg riding position with the increased sensitivity of the rear suspension and the bike has a more laid back approach to trail riding, favouring rougher, rowdy trails. Get the set-up right and it’s not overly soft though, so it

still pumps and reacts to rider inputs as the trail flies by effortlessly beneath the carbon Reserve wheels. It’s interesting that Santa Cruz has not used the smaller rear wheel on the Bronson to generate crazy short chainstays, and the bike feels all the more balanced for it. Yes you could argue that you may as well go full 29in if the rear end isn’t any shorter, but the introduction of the proportional stays really helps centre the rider on the bike. Sure, it makes the ride of the Bronson a little vanilla compared to more extreme geometries, but the reason why vanilla is so popular is that it blends well with many other flavours and ultimately that’s what makes the Bronson a really versatile bike.

VERDICT

With a 29in wheel leading the charge and the lower link driven VPP suspension, the V4 Bronson is a step change from its predecessor. The biggest difference though, is actually the least obvious – the rear suspension trading some pedalling efficiency for improved sensitivity. This means set-up is more critical than before, but get it right and the Bronson has pace and plushness in equal measure. The build kit has shortcomings though, the MaxxGrip front tyre saps energy and the 35mm rise bar jacks the front end up. So while it may be what the cool kids want, not many kids have over £8k to drop on a bike.

BIKE TEST Specialized’s classic four-bar suspension delivers on its promise of 160mm travel

With 200mm rotors the basic SRAM Code R brakes have stacks of power

A mini chain guide offers added security when hard-charging

Ultra-short stays and a low BB give the Status its snappy handling

SPECIALIZED STATUS 160 £2,399

unch Specialized Status into your browser and the first official listing winds the clock back to 2012. Click on the link and you’re presented with the Status: a 200mm-travel bike park/DH shredder with 26in wheels that was designed as a direct replacement for Specialized’s original budget baller, the Big Hit. And it’s somewhat ironic that the Big Hit was one of the original mullets, albeit with a 26in wheel up front and 24in out back. Fast forward to today and the Status name is in circulation once again, even if there’s no sign of the new bike on Specialized’s website. A cryptic, ManFu link suspension design means rear wheel can be pulled forward to shorten stays

underground Instagram marketing campaign with cool cats slashing turns? Possibly, but this too-cool-for-school approach makes it tricky to track down specifics on the new bike. In a nutshell the 2021 Status is a solid, affordable 160mm-travel shredder that uses mixed wheelsizes to achieve an ultra-short 425mm chainstay length that should allow you to party like it’s 1999. And while the rear end is short, the front is anything but, so there’s nothing dated about the sizing on the new Status. Adopting Specialized’s S sizing, also used on the Demo, Enduro and Stumpy Evo platforms, the alloy Status frame runs from S1 to S5, our S4 test bike sporting a generous 484mm reach with a relatively short seat tube. The idea being that S sizing gives riders more freedom to choose their preferred size based on handling rather than it being purely about fit. A flip-chip in the shock yoke offers two geometry settings. In the low position the head angle on the Status is a super-slack 62.6° and combined with the ultra-low 327mm BB height, the Status is about as progressive as it gets from a mainstream brand.

SUSPENSION

One look at the old Specialized Enduro and it’s easy to see where the inspiration for the rear suspension on the Status came from. The reinforced ManFu link does away with the need for a seatstay

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bridge, which in turn helps get the 27.5in rear wheel tucked tightly behind the BB to achieve those incredibly short stays. Boasting 160mm of rear-wheel travel, the Performance-level Fox DPX2 shock doesn’t sport the low-speed compression adjuster found on the higher-spec units, but you still get the three-position compression lever with Open, Trail and Climb modes, handy for extra support when grinding up steep climbs. Also, the rebound damping offers a very usable range of adjustment, which makes it easy to run the suspension super-fast for increased traction or slow it down for more control when hitting jumps. Matching travel front and rear is the 160mm-travel Fox 36 Rhythm fork. It has the same level of adjustment as the rear shock and finding a balanced response from the suspension was child’s play. Yes, the basic 36 Rhythm lacks the low-speed support found on the GRIP 2-equipped Fox 36 forks, but it’s silky smooth and the extended geometry of the Status gives you all the front-end stability you need. Would the Status be even better with a high-end fork? Of course it would be, but we need to keep some perspective here as this bike costs £2,399.

COMPONENTS

Functional rather than fancy is probably the best way to describe the build kit on the Status. That’s not to imply that you’re left wanting, though. From the

SPECIFICATION

HIGHS

Killer value for money

Frame M5 aluminium, 160mm travel (159mm measured) Shock Fox Float DPX2 Performance Fork Fox 36 Float Rhythm Grip (44mm offset), 160mm travel Wheels Specialized 110/148mm hubs, Roval Traverse alloy 30mm rims, Butcher Grid Trail Gripton 29/27.5x2.3in tyres Drivetrain SRAM NX Eagle 32t, 170mm chainset, SRAM NX r-mech and shifter Brakes SRAM Code R 200/200mm Components Specialized alloy (35mm) 800mm bar, Specialized Trail 40mm stem, X-Fusion Manic 170mm post, Specialized Bridge Comp saddle Sizes S1, S2, S3, S4, S5 Weight 15.75kg (34.72lb) Contact specialized. com

GEOMETRY

Size tested S4 (low) Head angle 62.6° Seat angle 70.1° Effective SA 75.8° BB height 327mm Chainstay 425mm Front centre 838mm Wheelbase 1,263mm Down tube 753mm Top tube 625mm Reach 484mm

LOWS

Sluggish NX shifting

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powerful SRAM Code R brakes to the 170mm-travel X-Fusion Manic dropper everything on the Status makes it easy to ride fast. The cockpit is set up with a Specialized alloy 800mm bar and 40mm stem, which puts the rider in commanding position and leaves room in the budget for a set of comfy Deity Knuckleduster grips.

160mm-travel Fox DPX2 shock with Open, Trail and Climb modes

The 12-speed SRAM NX gearing is a little sluggish when down-shifting but it has a light, positive action when moving up through the gears. It also gets a big 50t bail-out gear that makes light work of the steepest climbs. At the other end the highest gear is limited to a 11t cog – not the smaller 10t cogs found on the more expensive Eagle kit – as you can fit the 11-50t cassette to a standard freehub body which in turn keeps costs down. And while Specialized has mixed wheel sizes on the Status, it has not mixed tyre widths or tread patterns, opting for 2.3in Butcher tyres front and rear. You also get the reinforced Grid Trail casings for slashing turns, not sidewalls, but you will need to tread lightly in wet, cold conditions as Specialized’s older Gripton rubber seems to be more temperature-sensitive than the latest version.

PERFORMANCE

SRAM Code R brakes deliver oodles of stopping power

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For a relatively heavy bike, the Status doesn’t drag its heels when you stomp on the pedals. In fact, if you spin along at a steady click, there’s a lightness to the pedalling action that belies its 16.05kg weight. Could it be that the ultra-short stays provide a more direct connection between the SRAM NX chainset and the 12-speed cassette? Possibly. It is, after all, why most road bikes have short stays. The suspension also plays a big part here. The Status has good support at sag and seems to have a

very predictable and proportional response to impacts. As such, it’s not the plushest 160mm-travel bike we’ve tested but as speeds increase, the effectiveness of the rear suspension keeps perfect time. Upping the tempo also increases chain slap, but it’s nothing a small strip of 3M rubber tape on the inside of the seatstay wouldn’t silence. Given the price, it’s hard to fault the Status. And even with the ultrashort stays we had no issue keeping the front end loaded. That said, if you’re between sizes, the Status is one bike we recommend downsizing on as the slack head angle and generous reach really put that 29in front wheel way out in front of you.

VERDICT

What’s old is new again, as Specialized resurrects the Status name while simultaneously invoking the spirit of the original mullet bike, the Big Hit. With one model, five frame sizes, mixed wheels, two geometry settings and 160mm travel, the new Status ticks all the right boxes. And for a brand where the super-expensive S-Works bikes hog the headlines, it’s great to see Specialized producing an affordable bike that can be ridden on the limit without needing an unlimited budget. The Status competes with the very best direct-sales brands, but it remains to be seen if Specialized can keep the keen pricing, moving forward.

BIKE TEST With the higher-spec SC-EM800 colour display, swapping between power profiles couldn’t be easier DT Swiss H1700 wheels are designed specifically for e-bike use

The aluminium frame houses a 630Wh Shimano battery and EP8 motor

Water bottle and tool storage compatibility are baked into the design

NUKEPROOF MEGAWATT 297 FACTORY £ 7, 0 0 0

hink Nukeproof and the iconic race that is the Megavalanche instantly springs to mind. It’s fitting then that Nukeproof’s first e-bike is based on its most successful platform to date, the Mega. Designed around the compact Shimano EP8 motor, the aptly named Megawatt shares a strikingly similar profile, right down to the counterrotating four-bar suspension, with the acoustic version that has racked up three consecutive EWS World Championship titles. The most obvious departure from the acoustic bike is the oversized down tube that houses the 630Wh Shimano battery, enough juice to summit Alpe

Compact colour display unit is both easy on the eye and easy to use

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d’Huez without having to set foot in a cable car. And just so there’s no confusion over Nukeproof’s preferred wheel size, the Megawatt sports a 297 tag in the model name, indicating that it’s running a 29in wheel up front and 27.5in out back. And while a lot of e-bike manufacturers use fatter tyres on the rear, Nukeproof has gone with a regular 2.4in-width rear tyre. Built from aluminium, the Megawatt frame isn’t as easy on the eye as the full-carbon YT Decoy, nor is it as light – the top-end Megawatt Factory in size large tips the scales at 24.37kg (53.76lb), more than one kilogram heavier than the YT Decoy. It’s not a fair comparison, though, as the Nukeproof comes shod with thicker casing, more durable DoubleDown Maxxis tyres and a bigger, heavier battery. So while carbon construction can save approximately 500g in frame weight, on e-bikes its use is much more about aesthetics than weight saving or strength. Available in five frame sizes, with the size large sitting squarely in the middle, it’s fair to say that Nukepoof has nailed the fit on the Megawatt. Thankfully it’s also nailed the geometry, as there are no geometry-adjustable features on this bike, not even a flip-chip. And while all frame sizes share the same rear ends and 440mm chainstay length, as you go up through the frame sizes the seat angles steepen, so taller riders won’t be sitting way behind the rear axle on steep climbs.

There are currently three models in the Megawatt range, where the Elite and Factory both run Fox 38 forks with standard 1.5in tapered steerer tubes. The entry-level Comp switches things up with the RockShox Zeb and the latest oversized 1.8in tapered steerer tube. All of the frames are the same, so you’re future-proofed against changing fork standards, but the real reason for the oversized head tube is that it allows all the cables to run into the frame through the Acros headset. Thankfully we had no issue getting the handlebar low enough on the Megawatt, as one downside of this integrated approach is that you can’t fully slam the stem onto the headset.

SUSPENSION

Travel on the Megawatt is listed as 170mm front and rear, and while that’s true of the Fox 38 Factory fork, we measured vertical rear-wheel travel at 160mm. Not that you notice any shortcomings. In fact, it’s the rear suspension on the Megawatt that masks the bike’s weight. It’s poppy, really sensitive off the top, thanks in part to bearings at the shock/link interface, and because it’s floaty in the mid-stroke, it is really easy to preload the suspension and ride light over roots and rocks. If you want a tighter, flatter suspension response, cranking up the independent high and low-speed compression damping on the Fox Float X2 shock will allow you to do just that.

SPECIFICATION

HIGHS

Superbly tuned suspension

Frame Megawatt aluminium, 170mm travel (160mm measured) Motor Shimano EP8 85Nm Battery Shimano E8036 630Wh, 36V Display Shimano SC-EM800 Colour Shock Fox Float X2 Factory (230x62.5mm) Fork Fox 38 Float Factory Grip2 E (44mm offset) 170mm travel Wheels DT Swiss 110/148mm hubs, DT Swiss H1700 30mm rims, Maxxis Assegai 29x2.5in/ Minion DHR II 27.5x2.4in tyres Drivetrain Shimano XT M8150 34t, 165mm chainset, Shimano XT M8100 r-mech and 12-speed shifter Brakes Shimano XT M8120 four-piston, 203/203mm Components Nukeproof Horizon 800mm (31.8mm) bar, Nukeproof Horizon 50mm stem, BikeYoke Divine 160mm post, Nukeproof Horizon Enduro saddle Sizes S, M, L, XL, XXL Weight 24.37kg (53.73lb) Contact nukeproof. com

GEOMETRY

Size tested L Head angle 64° Seat angle 71.8° Eff ective SA 77.1° (740mm) BB height 338mm Chainstay 442mm Front centre 818mm Wheelbase 1,260mm Down tube 755mm Top tube 605mm Reach 470mm

LOWS

XT brakes are grabby

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COMPONENTS

One look at the down tube and it’s obvious that stiffness isn’t an issue on the Megawatt, so just like the analogue bikes, Nukeproof shuns the oversized 35mm bar/stem standard in favour of a regular 31.8mm option. The in-house alloy handlebar had a nice profile

Suspension travel comes up 10mm short but feels super-supple thanks to shock-link bearings

and the 50mm stem complements the proportions of the frame and the steering geometry perfectly. With a full XT drivetrain, the shifting on the Megawatt is first-rate. And because acceleration on any e-bike is rapid, the XT shifter’s ability to drop down through the 12-speed cassette two gears at a time is a real boon. We also like the pinch-bolt design of Shimano’s HollowTech crankarms, as they are less prone to working loose than the old ISIS spline designs favoured by most other motor manufacturers. Yes, the XT brakes can feel grabby and have been plagued with bleed issues, but there is no disputing their stopping power and the brakes on the Megawatt were 100% consistent. If we could change one thing on the Megawatt it would be the tyres, but not the casings. We’d much prefer a battery-sparing MaxxTerra-compound Assegai up front and a Minion DHR II tread pattern on the rear, as the centre knobs have more support and don’t wear out as fast as the High Roller II.

PERFORMANCE

Shimano EP8 motor is powered by a 630Wh battery

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We love the low BB height on the Megawatt, and while it does make timing pedal strokes more tricky on technical ups, it really lets you open up the taps on techy descents and find flow where other e-bikes falter. There are advantages to the relatively

short rear end on the Megawatt too, as it helps shift the weight bias more rearward, which in turn offsets the high/forward position of the 630Wh battery, again improving handling. And as batteries get bigger and motors continue to shrink, we think shorter rear ends will become even more prevalent as they make full-powered e-bikes that much easier to manoeuvre. But what about climbing? Sure, the Megawatt won’t win any hill-climb challenges, but the relatively steep seat angle ensures that you are in a good seated position for grinding up the steepest of gradients, even if the bike’s focus is clearly fixed on hammering the descents.

VERDICT

First-time lucky? No... Chance had nothing to do with Nukeproof’s successful launch of the Megawatt. By sticking to the fundamentals of bike design and focusing on ride quality, Nukeproof has supercharged the Mega and delivered an e-bike that’s every bit as capable as it is fun to ride. And while £7K is still a stack of cash for an alloy e-bike, compared to what you get from the likes of Specialized, there’s no arguing that even the flagship Megawatt Factorylevel build represents superb value for money from a bricks and mortar brand.

BIKE TEST The full-carbon Decoy MX Core 4 frame is also available in a stealthy black finish

Fox Factory-level suspension delivers ultimate control

A flip-chip in the shock link offers two distinct geometry settings

Shimano’s EP8 motor is powered by a custom 540Wh battery

YT INDUSTRIES DECOY MX CORE 4 £ 7, 2 9 2 . 8 2

hen we first tested the YT Decoy Shred back in the February issue for mbr’s E-bike of the Year 2021, we were pretty confident that it wouldn’t be long before YT switched from the older Shimano E8000 motor to the lighter, more compact EP8 unit. Well, less than six months later, YT has done just that, while bringing the Decoy range in line with the Core nomenclature, which runs from the entry-level Core 2 to the flagship Core 4 tested here. And while the names and motors have changed, the geometry and sizing remain the same. There are still two versions of the Decoy, where the mixed

The Decoy hides its power button under the top tube

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wheel size option now carries the MX tag and still boasts 170/165mm travel. For riders favouring bigger wheels, models, specs and prices are mirrored across the Decoy 29er range, where the geometry is more trail-focused and travel is reduced to 150/145mm. And while on the subject of pricing, YT’s headline prices include VAT but currently do not include UK customs, shipping and import taxes. So while the Decoy MX Core 4 is listed at £6,999.99, the actual landed price is £7,292.82. Another thing that we were pretty confident about was that switching to EP8 wouldn’t bring about a sea change in the performance of the Decoy. Yes, increasing the amount of torque from 70Nm to 85Nm is apparent on the steepest climbs, but it doesn’t make the Decoy any faster out of the blocks. And while the more compact motor does increase ground clearance, useful in the low geometry setting, there’s also a lot more noise from the motor when coasting as you can now hear the freewheel rattle when the motor is not engaged. On the plus side, with reduced resistance the EP8 motor allows you to ride further on the single charge of the custom 540Wh battery and it’s also quieter than the old E8 000 motor when pedalling. But what about the weight saving? With its compact magnesium casing, the EP8 motor is over 300g lighter than the E8000 unit it replaces. So given that

the battery capacity hasn’t changed, the Decoy MX Core 4 should be lighter than the Decoy Elite that it supersedes, right? Not so. The new bike is actually 150g heavier as YT has swapped the carbon Crankbrothers Synthesis E11 rims for alloy ones, and dropped the Fox Transfer Factory post for its in-house Postman dropper. And while these changes do not hamper the performance of the Decoy MX Core 4 in any way, they are bitter pills to swallow given that the price has also increased by £500.

SUSPENSION

Eagle-eyed readers will no doubt have spotted the e-bike branding on the beefy Fox 38 fork. This indicates that the fork has a different damping circuit, with less low-speed compression and more high-speed than the standard 38. Regardless of the internals, the 170mm-travel 38 Factory chassis remains unchanged, so you still have the bleed ports on the back of the lowers for eliminating excess pressure build-up and a floating 15mm axle that allows you to align the lowers and minimise friction. Great standalone features that, taken together, offer a buttery-smooth suspension response. Thankfully YT’s V4L rear suspension, combined with the Fox X2 Factory shock, had no issue keeping up with the fork. The four-bar linkage design is progressive, supple and has plenty of support so the Decoy rides flat and

SPECIFICATION

HIGHS

Looks with ride quality to match

Frame carbon, 165mm travel (160mm measured) Motor Shimano EP8, 85Nm Battery SMP YT Custom, 540Wh, 36V Display Shimano SC-EM7000 Monochrome Shock Fox Float X2 Factory (230x65mm) Fork Fox 38 Float Factory GRIP2 E (51mm offset), 170mm travel Wheels Industry Nine 110/148mm hubs, Crankbrothers Synthesis Alloy E 31.5mm rims, Maxxis Assegai 29x2.5in/ Minion DHR II 27.5x2.6in tyres Drivetrain Shimano XT M8150 36t, 160mm chainset, Shimano XT M8100 r-mech and shifter Brakes SRAM Code RSC, 200/200mm Components Renthal Fat Bar alloy 800mm (35mm) bar, Renthal Apex 50mm stem, YT Postman 170mm post, SDG Bel Air 3.0 saddle Sizes S, M, L, XL, XXL Weight 23.28kg (51.32lb) Contact ytindustries.com

GEOMETRY

Size tested XL (low) Head angle 64.3° Seat angle 71.3° Effective SA 75.6° BB height 338mm Chainstay 443mm Front centre 816mm Wheelbase 1,259mm Down tube 750mm Top tube 625mm Reach 472mm

LOWS

The price has gone up

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stable, while seamlessly ironing out the smallest creases in the trail. And even though the Decoy has a lot of travel at its disposal, the bike doesn’t get bogged down so it never feels sluggish or heavy to manoeuvre. Would it be even better with a coil shock? Well, the 10-rated Decoy Shred from our E-Bike

Flip-chip switches between two geometry settings

of the Year test pretty much answers that question.

COMPONENTS

One subtle change to the specification on the Decoy that’s driven by performance rather than price is the switch from a 2.8in Maxxis Minion DHR II rear tyre to a narrower, lower-volume 2.6in version. The move offers a sharper edge for carving turns, while allowing the rear tyre to better slice through soft muddy conditions and find traction. And given how sensitive the rear suspension on the Decoy is, there’s no obvious reduction in comfort or grip on hard-packed trails. If anything, the narrower rear tyre gives the rider more feedback about what’s happening below. So other than the changes to the specification that we outlined earlier, the rest of the build kit on the top-tier Decoy remains the same. Actually, that’s not entirely true as YT has finally ditched the SDG Radar saddle for the more comfortable Bel Air 3.0. Now it just needs some fatter grips than the ODI lock-ons to provide more cushioning.

PERFORMANCE Crankbrothers still supply the wheels, but the material has been downgraded from carbon to alloy

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Before we get down to brass tacks, we need to discuss sizing. YT offers the Decoy MX in five sizes, small through to XXL. In the past we’ve tested size large and XL Decoys depending on availability and could happily ride either size. That

said, the 472mm reach on the XL Decoy is more in keeping with most other brands’ size large, so if you find yourself between sizes we recommend upsizing, providing the seat tube height isn’t too tall. With that cleared up, there’s very little that we can say about the Decoy that we’ve not said before, because bar the updated motor, it’s essentially the same bike. It’s incredibly easy to ride fast, it’s easy on the eye and even if it’s not as easy on your wallet as it used to be, it still represents great value for money. Yes, the Decoy lags behind other brands in battery capacity, but YT has never been one to follow the herd and the option of a spare battery means the Decoy MX Core 4 is no lame duck.

VERDICT

As the YT Decoy approaches its third birthday, surprisingly little has changed. Predictably, the motor has been updated to the latest Shimano EP8 design, and while some aspects of the specification have changed to help offset rising prices, in essence it’s the same bike. Proof, then, that the Decoy is no plastic imitation design to lure you away from your hard-earned cash. In fact, the full carbon frame is impressively sleek, the suspension is sublime and the handling flatters riders of all skill levels and abilities. So what more could you want from an e-bike? Extended range? Simply get a second battery.

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TEST WINNER!

Conclusion

nlike the hairdo, mullet bikes aren’t just a passing trend. And while 29ers may ultimately be faster for racing, we’re convinced that the benefits of the smaller rear wheel for e-bikes and shorter riders in general will guarantee that mixed wheel size bikes are here to stay. If anything, it’s the pure 27.5in bikes whose days may be numbered. And just as we’re seeing more and more brands adopting size-specific stays, to better balance weight distribution across a broad range of sizes, the logical next step would be to have size-specific wheels. So rather than having one bike in five sizes with mixed wheels like the Bronson, while simultaneously offering the Hightower with 5mm less travel and 29in wheels, Santa Cruz could quite easily combine both platforms, where the larger sizes are pure 29ers and the smaller sizes run mixed wheels. There could even be some overlap in the middle where the size M or L are available in both options. And the same is true of the other bikes in this test. Doing so would simplify the overwhelming range of options and may even keep pricing more competitive. That said, most brands seem hellbent on expanding their ranges rather than consolidating them in the belief that more choice is better. That, or they are simply hedging their bets while the market decides which combinations of wheel sizes becomes dominant. There’s also an argument for not throwing 27.5in bikes under the bus of progress. On the very smallest frame sizes, retaining a 27.5in front wheel helps to reduce toe overlap with the tyre, stops the height of the front end from getting too tall, and ultimately the smaller wheel saves weight; all genuine advantages for smaller riders on smaller bikes. How things evolve remains to be seen, but one thing is certain, mullet bikes will play an increasingly bigger role in bike design. How can we be so confident? Well, they occupy the middle ground and that’s where the vast majority of riders are, especially if we look at a single metric... rider height.

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Also the majority of mountain bikers don’t race, and if they do, the social aspect of the event is every bit as important as the final result. So the party element of the smaller rear wheel will definitely have a seat at this roundtable. And while it would be easy to assume the current shift in wheel size is just another exercise in obsolescence, we don’t buy into that argument. That’s not to say there won’t be casualties, but you don’t need a crystal ball to predict a scenario where the XS bikes are 27.5in, the size small and medium are mullet and the large and XL are 29ers. And while that’s not a universal truth as we can’t see any XC racers choosing to revert to a smaller rear wheel, if the ride quality of the bikes in this test is anything to go by, mullet bikes will be sticking around for the foreseeable future.

YT’s Decoy (above left) and Spesh’s Status were top of the mops

RANGE FINDER

Our test winner’s stablemates SPECIALIZED STUMPY EVO COMP £ 3,9 9 9 The entry-level Stumpy Evo is the Comp. For just shy of £4k you get a full carbon frame that features SWAT storage and adjustable geometry. And while it’s currently sold as a pure 29er there’s already an aftermarket mullet link that corrects the geometry for use with a 27.5in rear wheel. And if you’re in any doubt about how good value the Status is, it shares the same Fox suspension components with Stumpy Evo Comp.

YT INDUSTRIES DECOY MX CORE 2 £5,546 All models in the Decoy MX range have 170/165mm travel, share the same carbon front end, Shimano STEPS EP8 motor and custom 540Wh battery. What changes as you move down the range is the switch to an alloy rear end and the associated build kits. As such the entry-level Decoy MX Core 2 sports a RockShox Zeb fork and Super Deluxe Select shock. Shifting is still 12-speed Shimano, but XT makes way for Deore.

What’s in a number?

S P E C I F I CAT I O N & G E O M E T RY

If we were to remove the model names from the geometry chart opposite, E you’d be hard pushed to distinguish the analogue bikes from the e-bikes. In fact, bar the shorter chainstays, lower BB high and longer reach on the Specialized, the geometry is remarkably similar on all four of the bikes in this test. That’s not to say they ride Santa Cruz (low) Specialized (low) the same, however, as the suspension response plays a big part in the dynamic A Head angle 64.3° 62.6° geometry and ultimately the handling. B Seat angle 70.4° 70.1° It’s why the Specialized doesn’t have as C Eff. seat angle 75.9° 75.8° much of a rearward weight bias as the (@740mm) numbers suggest. And how something D BB height 340mm 327mm as innocuous as a 35mm rise handlebar E Chainstay 440mm 425mm can dramatically alter the weight F Front centre 816mm 838mm distribution of the Bronson without G Wheelbase 1,256mm 1,263mm changing the geometry. So don’t read H Down tube 745mm 753mm too much into the numbers, even though it is reassuring that most brands I Top tube 620mm 625mm are on the same page. J Reach 473mm 484mm

F D G Nukeproof

YT (low)

64°

64.3°

71.8°

71.3°

77.1°

75.6°

338mm

442mm

443mm

818mm

816mm

1,260mm

1,259mm

755mm

750mm

605mm

625mm

470mm

472mm

Santa Cruz Bronson CC AXS Reserve

Specialized Status 160

Nukeproof Megawatt 297 Factory Alloy

YT Industries Decoy MX Core 4

£8,599

£2,399

£7,000

£7,292.82

Weight

14.32kg (31.57lb)

15.75kg (34.728lb)

24.37kg (53.73lb)

23.28kg (51.32lb)

Contact

santacruzbicycles.com

specialized.com

nukeproof.com

yt-industries.com

XS, S, M, L, XL

S1, S2, S3, S4, S5

S, M, L, XL, XXL

Carbon CC

M5 aluminium

Megawatt aluminium

Decoy carbon

Motor

N/A

Shimano EP8 85Nm

Battery

N/A

Shimano E8036 630Wh, 36V

SMP YT Custom, 540Wh, 36V

Display

N/A

Shimano SC-EM800 Colour

Shimano SC-EM7000 Monochrome

Rear shock

RockShox Super Deluxe Ultimate (205x65mm)

Fox Float DPX2 Performance

Fox Float X2 Factory (230x62.5mm)

Fox Float X2 Factory (230x65mm)

Rear travel

150mm (148mm measured)

160mm (159mm measured)

170mm (160mm measured)

165mm (160mm measured)

Suspension fork

Fox 36 Float Factory Grip2 (44mm offset)

Fox 36 Float Rhythm Grip (44mm offset)

Fox 38 Float Factory Grip2 E (44mm offset)

Fox 38 Float Factory Grip2 E (51mm offset)

160mm

170mm

Hubs

Industry Nine 110/148mm

Specialized 110/148mm

DT Swiss 110/148mm

Industry Nine 1/1 110/148mm

Rims

Santa Cruz Reserve 30 V2, 30mm

Roval Traverse alloy 30mm

DT Swiss H1700, 30mm

Crankbrothers Synthesis Alloy E 31.5mm

Sapim Race

Stainless

Front tyre

Maxxis Minion DHF MaxxGrip EXO 29x2.5in

Butcher Grid Trail Gripton 29x2.3in

Maxxis Assegai 3C EXO+ 29x2.5in

Maxxis Assegai 3C EXO 29x2.5in

Rear tyre

Maxxis Minion DHR II MaxxTerra EXO 27.5x2.4in

Butcher Grid Trail Gripton 27.5x2.3in

Maxxis Minion DHR II 3C DD 27.5x2.4in

Maxxis Minion DHR II 3C EXO+ 27.5x2.6in

SRAM X1 Eagle carbon 32t, 170mm

SRAM NX Eagle 32t, 170mm

Shimano XT M8150 34t, 165mm

Shimano XT M8150 36t, 160mm

SRAM BSA

Shimano EP8

SRAM X01 AXS

SRAM NX

Shimano XT M8100

Make/Model Price

FRAME Sizes Size tested Frame material

Front travel WHEELS

Spokes

GROUPSET Chainset Bottom bracket Rear mech Shifter Cassette Brakes Rotor sizes

SRAM GX AXS

SRAM NX

Shimano XT M8100 1x12sp

SRAM XG1295 Eagle, 10-50t

SRAM NX Eagle, 10-50t

Shimano XT M8100, 10-51t

SRAM Code RSC

SRAM Code R

Shimano XT M8120 4-piston

SRAM Code RSC

200/180mm

200/200mm

203/203mm

200/200mm

Santa Cruz Carbon 800mm (35mm)

Specialized alloy 800mm (35mm)

Nukeproof Horizon 800mm (31.8mm)

Renthal Fat Bar alloy 800mm (35mm)

Burgtec Enduro MK3 42.5mm

Specialized Trail 40mm

Nukeproof Horizon 50mm

Renthal Apex 50mm

RockShox Reverb 175mm

X-Fusion Manic 170mm

BikeYoke Divine 160mm

YT Postman 170mm

WTB Silverado

Specialized Bridge Comp

Nukeproof Horizon Enduro

SDG Bel Air 3.0

COMPONENTS Handlebar Stem Seatpost Saddle Rating

NOVEMBER 2021

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Mtb’s movers and shakers select their favourite places to ride

A S C H O S E N B Y. . .

STEVE PEAT, EX-DOWNHILL RACER, CO-FOUNDER OF PEATY’S PRODUCTS

I Where to start… a downhill legend, Peaty is a multiple World Cup winner and former world champ, and one of the most influential riders in mountain biking. Now retired from racing, he’s chief coach to the Santa Cruz Syndicate team and co-founder and director of Peaty’s Products. His biography is out later this year.

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t’s so tough for me to pick an all-time favourite trail, there are so many to go at and so many more popping up all the time. It would be easy to say my local trails are the best (Wharncliffe Woods) as I know them so well. But that’s too easy. I’m a racer at heart so let’s go for one of my favourite World Cup tracks ever! We recently raced in Maribor, Slovenia and the track there always comes up trumps. So for my favourite of all time it’s going to be the same place back in 1999. It was the first time we raced in Maribor and the track

had a little bit of everything – big jumps, mega tech sections, roots, rocks, berms, off-camber, bomb holes, flat-out piste bashing, gullies, woods, grass... basically the job lot. It was such a fun track to race on with all the different changes in terrain and a great race track to get your head around. My recent trip to Slovenia didn’t let me down either, I got to ride my trail bike in a few different places and rode two or three trails that were all-time great as well. The Slovenian woods and terrain just lend themselves to mountain bike trails.

We recently raced in Maribor, Slovenia and the track there always comes up trumps

NOVEMBER 2021

Peaty first rode Maribor’s World Cup run in 1999

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