Fem van Empel is the Cyclo-Cross World Champion for a second year in a row on Cervélo’s carbon R5 CX cyclocross bike. We caught up with her bike for a closer look at what the, now 2x Elite World Champ, was racing to a fresh set of rainbow jerseys…

Oh, and those fan-held flags above, they were created by her uncle & illustrator Wouter van Empel who was leading a supporters club around the muddy fields of the Tábor course.

Cervélo R5 CX of 2024 World Champion Fem van Empel

Dutch domination was the rule for the elite racers at the 2024 UCI Cyclo-Cross World Championships in Tábor, Czechia this weekend. Nicknamed SuperFem, the 21-year-old Fem van Empel continues to rack up big wins on her Cervélo R5 CX cyclocross race bike.

Developed in a partnership between Team Jumbo Visma & Cervélo, first as a race bike for Marianne Vos and Wout van Aert, van Empel has put the bike to good use, as well – winning almost every race she entered on this bike.

The Cervélo R5 CX has been ridden to the past 3 Elite Women’s World Championship titles. First, by Vos with a Shimano build.

Now twice by van Empel on SRAM.

What’s different on Fem’s bike? And what stayed the same?

What’s the same is the shorter list. A classic double clamp to make sure the seatpost stays securely in place when jumping back onto the saddle. And a 2-piece FSA AXR cockpit with fully internal cable routing and a separate carbon handlebar.

The biggest difference on Fem van Empel’s Cervélo cross bike is the SRAM Red AXS groupset. The majority of elite pro cyclocross racers do seem to be on Shimano Di2, but there’s a solid contingent on SRAM AXS, too.

Curiously, a lot of top riders race not on the top-tier group, but on Force, as well.

And even 2x World Champ van Empel is no different, with a little Red & Force mix-and-match.

Part of that stems from Red’s road focus and its chainring integration. Not available in appropriate 1x chainring sizes for CX racing, van Empel opts for the non-series carbon crankarms and 4-bolt AXS power meter spider on her Cervélo R5 CX. This lets he ride a relatively small 42T SRAM X-Sync chainring for the muddy Tabor course.

While her mechanic can easily swap out a bigger ring for faster, drier courses, like the recent Spanish World Cup track in Benidorm just a couple of weeks ago.

She also opts for Force AXS shift/brake levers with non-series graphics. The difference isn’t huge, but teams have told us that pros with smaller hands prefer the slightly shorter Force hood shape and the longer shift button. Those levers are connected to Red brake calipers, and top-level CenterLine XR rotors.

Btw, another athlete not racing on a Shimano groupset, but who still prefers XTR pedals.

Little pro CX details

Van Empel’s mechanics add a few small additions to tweak the bike for cross racing. Of course, since she runs a 1x, she doesn’t need the braze-on front derailleur hanger. But instead of just removing it, the bolt on an alloy chain retention device, with an adjustable plastic puck that sits just over the top of the gold flattop chain as an insurance policy against dropped chains.

While some CX pros ask for frames without water bottle bosses, most still prefer the versatility for hot weather racing or training. And van Empel’s mechanics keep things clean with little stick-on covers to keep mud out of the bolt holes.

The most popular pro CX tubular, no longer made in Europe

The Rhino tubular is maybe the most popular & most common mud tire on the professional cyclocross circuit. Still, Fem van Empel was racing on the most high-performance of them all. The handmade 100% cotton casing is the most supple Dugast makes for cross. Plus, she gets the factory Neoprene sidewall treatment (the little star logo on the sidewall). And Dugast’s latest Monsoon “superior” compound rubber that promises “lower rolling resistance” AND “enhanced grip”. It’s a next level after their 11 Storm rubber, both introduced after being bought by Vittoria a few years back.

Also, Fem van Empel was racing on 32mm Rhinos, a shade thinner than the max allowable 33s we saw on most of the men’s bikes. A couple years ago chatting tires with the staff behind Team NL, they told us essentially that the smaller and lighter riders (like van Empel) can race the smaller tires to save every last gram without sacrificing grip or comfort.

Of note, this might be the last season to see all these Dugast tires handmade in Europe. Dugast shut down their Dutch production at the end of 2023. And moved it all to the Vittoria factory in Thailand from this year. So outside of existing stock, Dugast will make all new CX tubulars in Asia, now.

Race-ready for a muddy World’s course

Wheel-wise, Fem van Empel races on Reserve 36|39 mixed depth carbon tubulars. Also from the same Pon Holding corporate family as her Cervélo bike. Built light enough to win Tour de France climbing stages, but also clearly strong-enough to race cross. Her wheels are 28mm wide – 36mm deep up front & 39mm deep in the back. And they are laced up to DT Swiss 240 EXP hubs for proven durability and ease of servicing.

Fem van Empel delivered another emphatic win in the Czech mud aboard her Cervélo R5 CX in its stock Jumbo Visma team-edition black & yellow paint job. With another World Championship title she can go back to racing her white bike painted with rainbows for another year. The real question is, will Cervélo think up an all-new World Champ’s custom paint job to celebrate her win a little differently this coming year?

Cervelo.com

The post World Champ Fem van Empel’s Cervélo R5 CX: Fem-tastic Cyclocross Pro Bike Check appeared first on Bikerumor.

The Intrigue LT Advanced Pro is Liv Cycling’s longest travel mountain bike, rolling up with 150mm in the rear paired with a 160mm fork. Replacing the 27.5″ Hail, intentions of the mullet-capable Intrigue LT are broad-brush. With three possible geometry configurations and an MX or 29″ wheelset, Liv position the Intrigue LT as a bike for park laps, backcountry singletrack and enduro racing.

You can get it in aluminum or carbon. Models made of the former are simply named the Intrigue LT, while the lighter carbon options are filed under Intrigue LT Advanced Pro. Across that spectrum, you can expect to pay anything from £3,199 to £12,499. The Intrigue LT Advanced Pro 0 reviewed herein is that £12,499 model.

Indeed, over the last 2 months, i’ve had the pleasure of testing this eye-wateringly expensive trail bike that is pure dripping in high-end componentry. From Zipp 3Zero Moto Carbon wheels to Fox Live Valve suspension, the Advanced Pro 0 is aimed at those who aren’t short of a bob or two.

Liv Intrigue LT Advanced Pro 0 | An Overview

• Bike: Liv Intrigue LT Advanced Pro
• Fork Travel: 160mm
• Rear Wheel Travel: 150mm
• Frame Material: Carbon
• Size Availability: XS-M (+L in USA)
• Price as tested: £12,500
• Weight, as tested: 13.69 kg (tubeless, without pedals or bottle cage)

The Liv Intrigue LT Advanced Pro runs Giant’s Maestro suspension platform, a dual-link affair where the shock-driving rocker and the lower link both rotate clockwise as the rear wheel is displaced through its 150mm travel.

For such a long-travel bike, Liv has done well to keep weight to a minimum; our small test bike weighed in at 13.69 kg. That’s partly owing to the lightweight carbon frame, constructed using what Liv call their Advanced Composite Technology. But, the Zipp carbon wheels, lighter EXO casing Maxxis tires and the SRAM XX1 Eagle drivetrain with carbon cranks will all be major contributors.

In line with its gravity-based intentions, the Intrigue LT gets powerful brakes in the form of the Shimano XTR four-piston variety, with a 12-speed Eagle drivetrain and wide-range cassette for winching to the drop-in.

Liv has endowed the Advanced Pro 0 with the lesser-spotted Fox Live Valve Suspension System, wherein the fork and shock dampers are able to automatically adjust oil flow as you ride along, with the aim of firming-up or softening the suspension to meet the demands of varying terrain. We get into the details of that later on.

Another bonus feature of the Intrigue LT, that is also present on the more affordable alloy models, is the built-in storage. Accessed via a door on the downtube is a discreet compartment complete with velcro-secured foam bag that can be used to keep hold of whatever you deem most important. For me, that’s been a multi-tool and puncture repair plugs.

Sizing & Geometry

Liv sells the Intrigue LT Advanced Pro in XS-M in the UK, with a size L also available to US-based customers. That four-strong range covers riders from 150 cm to 181 cm, according to Liv’s sizing chart. The XS & S bikes ship with an MX wheelset (29″ front, 27.5″ rear), while the M & L bikes both comes as a complete 29er. That said, the option remains to run a 27.5″ rear.

Notably, only the reach and seat tube length increase as you move up through the frame sizes. Indeed, all get the very same chainstay length of 442mm which, particularly in the context of the XS frame’s 402mm reach, is rather generous. While many brands have moved towards a more proportional approach to geometry, increasing rear-center length with reach, Liv and Giant are yet to go down that path.

They do, however, steepen the seat tube angle for the larger frame sizes. That helps to offset the rearward bias that taller riders, with their taller saddle height, would otherwise be subjected to in the seated pedaling position.

Regardless of size, the Intrigue LT has a 65.1° head angle. That number pertains to the middle flip-chip position, which the bike is meant to arrive in. Strictly-speaking, a 5mm Allen key is all that is needed to adjust the geometry, though I have to say the job was made immeasurably easier with the use of a bike stand.

Though it can be done, the intention isn’t that you adjust geometry mid-ride. The flip-chip is there to give riders freedom to choose the geometry that works best for them and the type of trails they ride most.

The low position slackens the head and seat tube angles a little while concomitantly lowering the bottom bracket by 4/5mm. Here, the bike is better-configured for descending on steeper terrain. On the other hand, no one will be blown away to read that the high position steepens the head and seat tube angles, while raising the bottom bracket. Here, ground clearance is greatest, which should prove beneficial for climbing over choppy ground.

Liv Intrigue LT Advanced Pro 0 | Ride Impressions

Setup

I tested the Intrigue LT in a size small; at 163 cm tall, I am smack bang in the middle of the rider height range for that size.

The £12,500 Advanced Pro 0 model was shipped to me with the tires set up tubeless. Sans pedals, it weighs in at 13.69 kg which is impressively light for a bike of this travel bracket.

As per, I cut the 760mm Giant Contact SLR Trail handlebar down to my preferred 740mm – many of my local trails run through dense plantation forest. It has a 20mm rise. Happily, Liv left the fork’s steerer tube long, offering plenty of scope for moving the 50mm stem up and down to dial-in ride height.

The dropper seat post came in its 120mm drop position. With my saddle height of 620mm (with the stock 170mm cranks), I was able to take full advantage of the longest travel setting with 150mm drop. Very pleasing indeed. The only other change was to replace the Liv Sylvia saddle with my preferred SQlab 6OX Infinergy Ergowave Active 2.1 saddle.

Liv shipped the bike with its flip-chip set to the high position. That’s the geometry position that offers the most ground clearance, the steepest head tube angle (65.5°), and the steepest seat tube angle (77°). It also gives the longest reach of 421mm, and the shortest effective rear-center length of 440mm. In the context of the long travel bikes I have tested recently, that reach number is very much on the shorter end of the spectrum. And, in the context of other brands’ recommendations for a 163 cm rider, it is again relatively short.

Liv recommend a sag of 25-30% for the rear shock. I ran it at 29% sag, and never felt a need to deviate from that. I set up the fork as per the weight-based recommendations on the back of the fork leg; that’s 68 PSI for my 60 kg, with the rebound damping dial set to 14 clicks from fully closed.

Initial Thoughts

For the first ride, I headed straight up to the local enduro trails via the fire road. The first thing that hit me was the effortless speed provided by the fast-rolling tires and the low weight of the bike overall. The two combined make pedaling feel like a breeze. After a summer of riding the comparatively heavier and slower-rolling YT Capra Core 3 enduro bike, this was pleasantly refreshing.

For the sake of getting to grips with how the bike’s handling is in its acoustic state, if you will, I left the electronics of the Fox Live Valve system off – at least for the first few rides. For seated pedalling, the rear suspension does bob up and down a fair bit – something that can be rectified with the Live Valve System switched on – i’ll go deeper on that later.

Climbing

In both the high and low geometry positions, the Liv Intrigue LT felt like a spritely climber of technical terrain. While its fast-rolling rear tire was energy-saving on fire roads, it did have a tendency to break traction over wet or loose rock, especially when the gradient tipped up.

When grip was maintained, the relatively long chainstay came in handy for climbing steep sections. I did feel the seat tube could have been a little bit steeper to bias weight even further forward, but it wasn’t too bad with the saddle pushed forward on the rails. I’m not really a fan of 170mm cranks, and I reckon Liv could have easily justified use of shorter 165mm cranks on this small frame – only the XS gets those.

The low geometry position isn’t so low that I had any issue with regular pedal strikes, even with those 170mm cranks.

Descending – High Geometry Position

Dropping into a steep, technical enduro trail, the bike immediately felt like a handful. Its light overall weight and the lightly damped suspension combined to make it feel lively and too energetic for my liking. On steep sections, the conservative 65.5° head angle of the high position made itself apparent. On the whole, the bike was out of its depth.

Thankfully, slowing down the rebound speed on both the fork and shock improved matters greatly. The bike was now more calm, and less of a rocking-horse on the rougher, chunkier sections of trail. That made it a lot more manageable.

The bike felt really well suited to trails with comparatively less gradient. It is a quick handler, and really shines on the nibbly, technical tracks that snake down the hillside with compressive, swoopy turns, and off-camber rooty sections that seem to come at you relentlessly.

Flicking and slotting the bike into tight turns was a real pleasure. The Intrigue LT invites you to have fun with it, squaring off turns in the knowledge that it will effortlessly pick up speed again thanks to its light frame and wheel combination.

On the flip-side, the bike was not the most confidence-inspiring on fall line sections. Beyond a certain gradient, the geometry felt unbalanced, throwing me forward onto the fork. There was little drama to report, however, owing to the fact that the Fox 36 proved to be very supportive in those scenarios. Despite the fact that the low speed compression was set to fully open, the fork remained confidently high in its travel.

Descending – Low Geometry Position

Still, the sensation was a little unsettling, and so I switched the flip-chip to the low position in the hope that a slacker hand angle (now 64.6°) would improve the situation. And, it did, but not as much as I was hoping.

While it was comforting to see more wheel out front, the sensation of being thrown onto the fork was not greatly diminished. Looking at Liv’s geometry table, I can hazard a guess as to why that is. Moving from the high to the low position increases the bike’s rear-center length (to 433mm) while simultaneously reducing the reach (to 413mm). So, the rear wheel trails further behind, while room in the cockpit is slightly reduced.

That simply didn’t work well for me, and a feeling of vulnerability remained. I also felt that, on the exit of compressive turns, I had a tendency to sit my weight back into the bike, looking for a middle that wasn’t quite where I was expecting it to be.

I find bikes that are more equally matched in their reach-to-chainstay length ratio, or those where the reach slightly exceeds the chainstay length, feel more balanced overall, and deliver a more confidence-inspiring ride when the trail gets very steep.

It’s worth pointing out that my experience on this small frame may not be at all consistent with a taller rider’s experience on the medium or large frame. On the medium, the rear-center length and reach match at 442mm apiece. On reflection, I could likely have tolerated the longer reach of the medium quite well, but at the expense of losing out on bum-to-saddle clearance that would come with the 30mm taller seat tube.

In line with the bike’s intentions, I did pilot it around the local enduro race. The only spec change I made was at the rear tire, where the Dissector EXO was replaced by a Continental Kryptotal Fr Enduro which offers improved braking traction and a more puncture-proof casing.

The bike impressed on the flat-out, chunky sections of track where carrying speed is paramount. Pumping through features was generously rewarded. It again impressed when the track demanded short, sharp, out-of-the-saddle efforts. As alluded to earlier, it fell short of expectations when pointed down the steeper tracks, forcing a certain tentative approach from its rider.

Fox Live Valve | An Overview

Fox Live Valve is the electronically-controlled suspension damping system that launched back in 2018. Still, very few bikes are equipped with the system, the Liv Intrigue LT Advanced Pro 0 being one of them.

It comprises an accelerometer on the fork arch, an accelerometer near the rear axle, and a 3-axis accelerometer on the main control unit that, on the Liv Intrigue LT Advanced Pro, is positioned on the underside of the top tube.

The fork and swingarm accelerometers report on the severity of bumps occurring at each wheel, while the central unit’s device reports on gradient; i.e. it tells the system whether the bike is rolling along the flat, pointing up a climb, or pitched down a trail.

Collating that information, with measurements taken 1000 times per second, the system makes decisions on whether the suspension’s mid-to-low speed compression damping circuit should be open or closed. There’s an electromagnet inside the dampers that controls the valve, opening it or closing it within 3 milliseconds; i.e. much faster than you or I could operate a remote lockout.

So, Live Valve can control whether the bike’s suspension is firm, or whether it is plush, the former being preferable for outright pedal efficiency, and the latter being preferable for bump absorption when descending. There is no intermediate position; the valve is either open or closed.

It is user-tuneable, though. One can use the Live Valve App, or the control unit on the bike itself, to move the system between settings 1-5. To explain, i’ll use the two extreme ends of the spectrum.

First, it’s important to note that in all settings, Live Valve is biased to the closed position, delivering a firm suspension feel. It will “look” for reasons to open the damping. In setting 5, the Live Valve system needs to experience the biggest bumps in order for the compression damping to open up. In setting 1, the bump threshold is much lower, so smaller bumps you might find on a gravel road should be sufficient to open the valve, softening the suspension.

After the threshold-exceeding bump has triggered the valve to open, it will revert to closed again after a certain amount of time has passed – unless another threshold-exceeding bump is hit again, in which case the timer starts over. In setting 5, the specified time is relatively short, while in setting 1, the specified time is much longer, allowing the damping to remain open for longer. The system also adjusts the timing based on whether or not you are climbing or descending. We are also told that the decision-making for the shock and the fork can be separate, depending on the situation.

How did I test the Intrigue LT Advanced Pro 0 Fox Live Valve System?

I spent an afternoon riding the same 90 second descent over and over again, changing the Live Valve setting between runs. The track is mellow in its gradient, but littered with roots, rocks, steps and compressive turns. Altogether, there’s a lot going on, with only two or three (very brief) smooth, flatter sections to speak of.

Following that test session, there’s no doubt in my mind that Live Valve executes on its promises. Differences between the Live Valve settings are appreciable, particularly when switching between the two extremes; going from setting 1 to setting 5.

Riding a continuous descent, there is no tangible ride feel difference between Live Valve in setting 1, as compared to riding the bike with the system switched off entirely. Descending is totally uncompromised.

Switching from setting 1 to setting 3, a very subtle difference is detectable. Over the course of that 90 second descent, i’d say there were just two or three occasions where I felt the suspension revert to closed. That was felt as a sudden, surprise harshness, and on both occasions the result was a less well controlled run.

Then, going to setting 5, the suspension was obviously reverting to closed more frequently. Runs in setting 5 were harsh and tiring, and finding the best line proved more difficult. For uncompromised descending, you’ll want to depart from Liv’s recommended setting 3, and run it in setting 1 (or possibly 2, but admittedly this was not tested).

A second test scenario involved rolling out of a steep, rough downhill trail, into a smooth, slightly uphill fire road sprint. Here, I was looking to see how quickly the system would revert to closed, firming up the suspension to provide an efficient pedaling platform for rapid acceleration.

Unsurprisingly, setting 5 was the best setting in this scenario. Only setting 5 reacted sufficiently fast enough after the transition onto the fire road, with settings 1 and 3 both keeping the valve open, and the suspension soft, too long for my liking.

For a gentle climb on a smooth fire road, I found that setting 5 was the best for removing the pedal-induced bobbing of the suspension. Settings 1 and 3 both allowed the shock to oscillate freely about the sag point.

Is Fox Live Valve worth it?

This is an important question to answer, especially considering that it is likely a contributing factor in the sky-high asking price for the Intrigue LT Advanced Pro 0. Unfortunately, my answer has to be no.

In the context of this bike and its intentions, I feel there is no place for a system as complex as Live Valve. If I had found a single setting wherein continuous descending was uncompromised and the damper firmed up quickly enough for a fire road sprint, then things might be different. As it is, I found no such Goldilocks setting.

I get the impression this system would find a better home on a XC race bike where efficiency is everything. Those tracks tend to continuously undulate, and the demands placed on the suspension can change many, many times over the course of a lap. In that scenario, the hands-free experience brought by live Valve stands to be advantageous.

Ultimately, I feel the Intrigue LT and its rider would be better-served by a mechanical suspension lockout in the form of a remote on the bar. That way, the rider would be able to lock out the suspension on the climbs, and during a sprint, opening it up again before dropping into the next descent. Sadly, the frame does not provide routing for that simpler solution.

Concluding Remarks

On the whole, the Intrigue LT in a size small does feel quite compact for this 163 cm rider. The short reach lends itself well to trails where rapid changes of direction require the rider to duck and dive about the cockpit. I would however, strongly advise anyone taller than 163cm to consider up-sizing to the medium, especially if they feel the 420mm seat tube would be manageable.

That said, I found the bike was abuzz with agility, also owing to its light damper tune. To my mind, this custom-tune is what gives Liv an edge over some of its competitors. An over-damped shock tune is a common complaint of mine – examples here and here – so it has been thoroughly refreshing to ride a shock that is better-suited to my weight, and to be able to appreciate the wide range of adjustment offered by the external dials. It’s worth noting that not every model of the Intrigue LT has the same shock tune, but they are all custom-tuned with feedback from the same rider in the interest of consistency.

As for Live Valve, I have a hard time finding justification for it here, especially as the Intrigue LT is marketed more toward the winch-and-plummet crowd.

Ultimately, I feel Liv would’ve done well to shorten the rear-center length on the small frame (and the XS) to balance things out a little. Liv’s off-road product manager, Ludi Scholz, explains that the lack of size-specific chainstays is down to a matter of resource availability. This more proportional approach to geometry is something that other brands such as Juliana, Cannondale, Norco and Privateer appear to be having success with.

Pros

• Very light for a 150mm travel MTB
• Fast-rolling bike with a lively character
• Adjustable geometry
• Appropriate shock tune for the lighter rider with a good range of adjustment on offer
• Adjustable-travel dropper seat post
• Lifetime warranty

Neutral Comments

• More of an all-round trail bike than an out-and-out enduro race bike

Cons

• Geometry feels a little unbalanced (size small)
• Insufficient chainstay protection
• Over-priced
• Frame storage door rattles when loaded with cage and bottle
• Internal cable routing is not fully guided
• Fox Live Valve offers no tangible benefit on this bike

Component Performance

• Fox 36 Factory Live Valve Fork with FIT4 Damper – Smooth, supportive, with meaningful damping adjustments readily available.
• Liv custom-tuned Fox Factory Live Valve Shock – Delivers a lightly-damped tune which proved excellent for this light rider, with a broad range of adjustment readily available.
• TranzX Travel-Adjustable Dropper Seat Post – Super easy to adjust drop length without the use of any tools whatsoever. The post was smooth, and performed flawlessly throughout the test period.
• SRAM XX1 Eagle AXS Drivetrain – Shifting was flawless out-of-the-box. The rear derailleur clutch is sufficient, and I have no dropped chain incidents to report.
• Zipp 3Zero Moto Carbon Wheelset – The wheels performed flawlessly. They’re both light and quiet, and the ZM2 hub delivers quick engagement thanks to its 132 POEs. And, the rims did not manage to pinch any holes into the relatively lightweight EXO casing tires.
• Giant Contact SL Stem 50mm Stem – No real qualms, though I wonder whether the speed of front-end handling may have benefited from a slightly shorter option.
• Giant Contact SLR TR35 Carbon Bar – No qualms.
• Liv Tactal Pro Single Lock-On Grips – Nice short length (110mm on XS & S), appropriate for smaller hands. Rubber is quite hard though, and I found the heavily textured pattern made me squeeze the grips tighter than was strictly necessary.
• Shimano XTR Four-Piston Brakes – Great to have tool-free adjustment of reach, with bite-point adjustment available with use of a screw driver. Brakes were powerful enough for the intended use, and did not require any bleeding over the course of the test period.
• Front Tire – 29″ x 2.5″ Maxxis Minion DHF, MaxxTerra, EXO Casing – Strikes a good balance between grip and rolling resistance. A higher grip option would be the MaxxGrip equivalent, coming at the expense of rolling resistance. That said, I found that grip was always plentiful.
• Rear Tire – 27.5″ x 2.4″ Maxxis Dissector, MaxxTerra, EXO Casing – Offered very little rolling resistance, but also lacked braking traction with a tendency to lock up and skid quite easily. For enduro, I feel the bike would benefit from an upgrade to the Maxxis Minion DHRII tire of the DoubleDown casing variety. That said, I am happy to report zero punctures.
• MRP AMg V2 chainguide: I have no dropped chains to report. The bash guard portion took a few knocks, but is still in great condition.
• Liv Sylvia Saddle – Not tested.

The Value Proposition

Given that the Intrigue LT Advanced Pro 0 is several thousands of pounds more expensive than the Intrigue Advanced E+ eMTB, its £12,499 ($12,500 USD) price tag seems utterly stratospheric. Consider that the latter also gets a full carbon frame, Fox Live Valve suspension, as well as an 85 Nm mid-drive motor.

Comparing it with the more affordable Intrigue LT Advanced Pro models, again the price seems wild. The next most expensive offering is the Advanced Pro 1, coming in at £5,999 ($7,000 USD). It lacks the Fox Live Valve system, and is downgraded to the Performance Elite suspension components from Fox. It also loses the Zipp 3Zero Moto wheels in place of Giant’s own TRX carbon wheelset, and loses the AXS drivetrain for the SRAM GX Eagle cable-operated version.

Still, the price difference between the Advanced Pro 1 and Advanced Pro 0 seems wholly unjustified from a performance perspective.

liv-cycling.com

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Last year saw the first official Tour de France Femmes race after a hiatus of more than 30 years, marking a seminal moment for gender equality in cycling. The 2023 edition begins on Sunday 23rd July in Clermont-Ferrand, and will see the peloton cover 956 kilometers over 8 Stages.

Ahead of the action, Out in Front takes a timely look back at the history of women’s cycling. Former Tour de France riders, Denise Kelly, Marilyn Trout and Maria Canins (two-time winner of the Tour de France) make special guest appearances in what is a very emotional, but equally inspiring reflection of how far women’s professional cycling has come, and how far is still to go.

A total of €250,000 will be awarded across the different stage, jersey and team competitions, including €50,000 to the winner of the final general classification. That compares to the €500,000 that will be claimed by the winner of the men’s Tour de France in just two days’ time.

From Canyon: In the creation of this film, as well as in sponsoring female teams, ambassadors, and a host of initiatives to inspire women to jump on the saddle, we are explicitly committing to long-term investment in women’s cycling. This way, the ongoing efforts of female athletes both on and off the bike, are acknowledged, promoted, and celebrated, showing the younger generation of women that there’s a place for them in cycling.

How to watch the 2023 Tour de Frances Femmes

In Europe and the UK, the 2023 Tour de France Femmes will be live streaming on Eurosport. Access requires the Standard Subscription to Discovery+, which is currently priced at £6.99 per month.

To watch in the US, you’ll need to be a subscriber to NBC’s streaming platform, Peacock.

letourfemmes.fr

The post Tour de France Femmes | Out in Front with Canyon // SRAM appeared first on Bikerumor.

The Liv Rail MIPS helmet is, without a shadow of a doubt, the brand’s most premium off-road helmet to date, featuring the lightweight MIPS Air Node liner to help protect against rotation-induced concussions, with a three-part in-mould construction home to a dual-density EPS. Independent helmet safety testers, Virginia Tech, gave it a 5-Star rating, with a score of 11.08 (the lower the better). That puts it in 41st position, just shy of the 11.01 score awarded to the more expensive Troy Lee A3 MIPS.

At $189.99 USD, the Rail is a rightfully feature-packed, lightweight mountain bike helmet, with a full wrap of the EPS giving it a high-end aesthetic. It gets a quality height-adjustable cradle, a magnetic Fidlock buckle securing the highly-adjustable chin strap, and a vent-free top surface for the positioning of an action camera. On that latter point, riders should be aware that a lot of event organizers have banned the securing of action cameras to the helmet body, only allowing them to be placed on the peak.

There are no fewer than twenty ventilation ports. The flexible peak has three-positions, the top-most of which allows for the stowage of googles when not in use.

Liv Rail MIPS MTB Helmet | Review

The Liv Rail MIPS covers head circumferences from 51cm to 59cm with just two sizes; Small for 51-55cm and Medium for 55-59cm. With a head circumference of around 54cm, I was given the Small to test. It weighs in at 335 grams, just shy of the 350 gram claimed weight.

My first impression? I really like the look of this helmet. It has a quality, two-tone finish, glossed up on top with a matte trim. It’s classy, in my opinion.

The rear cradle offers four-position height adjustment to suit a variety of head shapes. The helmet is ponytail compatible if I run the cradle in its lowest position, but at least on my head that does pull the top of the helmet down firmly, creating a pressure point on the front of my skull, just aft of my hairline.

That’s not super comfortable for me, so I prefer to run the cradle in a higher position, forgoing the ability to pop my ponytail through the gap it creates. This makes for a much more comfortable fit, to the point where that pressure point is essentially eliminated.

The retention system can also be tightened at the rear of course, via an easy-to-use dial. It doesn’t cinch the plastic cradle down evenly through 360° as is the case with some other high-end helmets; it tightens from the rear, pulling the cradle forwards, with the front half of the cradle remaining fixed to the EPS. It certainly does the job, however.

In general, the helmet has a slightly wider fit than others I have tested recently; certainly wider than the ABUS Cliffhanger, with a broader shape that is more similar that offered across the range from MET helmets. Indeed, Liv say the Rail was created with use of a new, rounder head form to give an increased fit range.

For me at least, there is a little side-to-side wiggle room, but not so much to concern me. For those who often struggle to find a good fit as a result of having quite a broad temple region, it could be worth giving the Liv Rail a try. Of course, it is always best to try before you buy.

The Liv Rail provides reasonably deep coverage at the rear, but not quite as deep as that delivered by the Troy Lee A3 MIPS.

The Rail’s chin strap is very long, meaning it will adapt nicely to a wide range of wearers. For me, there was a lot of excess strap, but I was able to tuck it securely underneath the small rubber tab on the right side, where it was no trouble at all. It’s great to see the strap can be adjusted at the cam divider so that riders can dial in the perfect fit. It’s so important to get the correct ratio of strap length fore and aft of the ear in order to prevent the helmet being pushed away from your head during a crash. Of course, if you were to roll any distance while crashing hard, there’s a good chance you’ll hit your head more than once.

The MIPS Air Node liner is interesting, in that it is integrated into the comfort liner. It is one of MIPS’ lighter weight offerings, but still delivers 10-15mm of dissociation between the helmet’s main body and the liner that remains in close association with the wearer’s skull. This small amount of free movement is what allows the MIPS liner to reduce the forces involved in impacts where the rider’s head is forced to rotate violently.

The pads contacting the skull/hair are backed with a low-friction plastic liner that sees low-profile pockets of air distributed across its surface. The liner connects to the helmet’s main plastic liner via “nodes”, which are essentially velcro, indicated on the comfort liner by the raised circles and arrows. You can read more about MIPS Air Node, and how to care for it here.

I did manage to get some rogue strands of hair trapped in the liner. That happens with any MIPS equipped helmet I wear, and it doesn’t bother me particularly. If however, it is something that really puts you off, I’d recommend taking a look at Lazer’s range of helmets that use a liner-free technology for dealing with rotational impacts.

I’m happy to report I have not crashed while wearing this helmet, so a full report on its capacity to keep me safe cannot be provided. To conclude this review of the Liv Rail MIPS helmet, here are some Pros and Cons that any prospective purchaser should consider…

Pros

• Very secure, highly adjustable retention system
• Ponytail compatible
• Goggle compatible
• Lightweight
• Well-ventilated
• 5 Star Rating from Virginia Tech

Neutral Comments

• Wider fit for more rounded skulls that are broader in the temple region

Cons

• Nowhere to securely stow sunglasses
• There are a number of cheaper MIPS equipped helmets that have a better (safer) score from Virginia Tech – the Specialized Tactic 4 for example

Pricing & Availability

The Liv Rail MIPS off-road helmet has an SRP of $189.99 USD. Elsewhere, it is priced at $209.99 CAD // $3,390 MXN // 145 EUR in France // 149 EUR in Italy.

It is available as of today in S (51-55cm) and M (55cm-59cm), in Matte Black Diamond (below) and Matte Air Glow (tested).

liv-cycling.com

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Handup’s Hot Lap shorts are designed to not only fit women but give them pockets that “actually work!” We all can get behind that, right?

The company introduced their first women-specific mountain biking outer shorts to us in a simple overview. They’re a redesign of its A.T. (All Time) Plus shorts, and they come in only one color (for now), plus five sizes from 0/2-10/12.

Handup Hot Lap women-specific mountain bike shorts

It’s the first time Handup has built shorts specifically for women. But anyone who thought the A.T. Plus were good shorts will likely think the same here.

Virtually nothing changes between the A.T. Plus and the Hot Lap — there’s the same 90% nylon, 10% Spandex fabric, the same pocket setup, the same belt loops. Just, the Hot Lap’s inseam is 7 inches “to ensure no seat chafing,” Handup said.

Stated purpose: “adventures that put a beating on your gear,” or “margarita happy hour as well!”

Nothing like a sun-splashed happy hour with HandUp.

You can get the Hot Lap shorts for women in obsidian now for $49 MSRP.

HandUp.com

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Now that the snow has melted and warmer, trail-friendly temperatures have swept in for the foreseeable future, Competitive Cyclist is looking to get riders suited up for the rest of the riding season by cutting prices on mountain bike apparel for some of the industry’s top brands.

The sale runs from April 14 through 24 and includes items like helmets, jerseys, shoes, and much more at considerable markdowns.

Here are several items to keep your eye on before they are gone for good.

Troy Lee Designs A2 MIPS Helmet

Troy Lee Designs A2 MIPS helmet is a standard among mountain bikers, known for its sleek profile, light weight, and ventilation.

The A2 includes EPS and EPP foams designed to absorb impacts at low or high speeds, along with MIPS technology that reduces rotational forces.

The helmet includes X-Static Pure Silver comfort liner cushions and extended coverage over the back of the head and temple that increases protection.

Functional features of the helmet include an adjustable visor and retention system, and large vents that increase airflow on hot days.

The A2 MIPS weighs in at 12.3 ounces in medium/large and comes in nine different colors including Silhouette Red, Silhouette Green, Decoy Honey, Decoy Dark Copper, Decoy Blue, Silhouette Blue, Decoy Smoky Blue, Decoy Gray, and Decoy Black.

The A2 MIPS usually retails for an MSRP of $170, but riders can get their hands on one for at least 25% off during the sale. Some are up to 44% off, depending on the color. That’s less than $100.

Fox Racing Speedframe MIPS Helmet

Fox Racing’s half-shell Speedframe MIPS helmet is ready for any type of trail or enduro ride. With a three-position, goggle-compatible visor and the additional rotational protection provided by MIPS, it offers versatility and protection for riders who like to go downhill fast.

The helmet comes equipped with a moisture-wicking washable liner and includes multiple vents to keep riders cool.

It also features a 360-fit system with a dial on the back for a secure and easily adjustable fit.

The Speedframe MIPS comes in more than a dozen colors and usually retails for an MSRP of $140. At Competitive Cyclist, helmets in Bone, Dusty Blue, Vanish Sea Foam, Eucalyptus, and Vanish Dusty Blue come with a 25% to 35% discount.

Fox Racing Enduro Elbow Guard

Every rider knows the pain of flying over the handlebars or washing out only to dust themselves off and find annoying and painful scrapes on their arms. Fox Racing’s Enduro Elbow Guard is a simple solution to that problem, offering protection from impacts to a high-risk area, while still keeping riders comfortable.

The sleeve slips on over the arm, and it features neoprene padding and a high-stretch synthetic panel that provides both breathability and a full range of movement.

The sleeve usually goes for an MSRP of $55. During the sale, it costs $36. That’s about a 35% markdown.

Fox Racing Ranger DRI Release Short-Sleeve Jersey

Fox’s Ranger DRI Release short-sleeve jersey features a casual T-shirt-like style packed with the performance one would expect from a dedicated mountain bike jersey.

Dri-Release yarn threaded throughout the jersey wicks moisture and helps neutralize odor. The jersey includes a blend of 85% polyester and 15% cotton Dri-Release.

It comes in eight different designs and colors, including Calibrated Black, Calibrated Eucalyptus, Calibrated Red Clay, Emit Gunmetal, Emit Mocha, Emit Pewter, Moth Bark, and Moth Black.

The Ranger Dri-Release Jersey currently costs $33, a 35% discount compared to its MSRP of $50.

Troy Lee Designs Flowline Short-Sleeve Jersey

The Troy Lee Designs Flowline short-sleeve jersey is another piece of casual ride wear available at a steep discount.

The Flowline jersey includes a blend of 85% polyester and 15% cotton that wicks moisture, dries quickly, and stretches with the body for a comfortable fit while riding.

The jersey usually sells for an MSRP of $49. Right now, they are available for 25% off, or about $37. The Flowline jersey comes in 11 colors, including Big Spin Black, Black, Covert Black, Plot Charcoal, Plot Ivy, Revert Black, Revert Blue, Revert Honey, Revert Jungle, Revert Rust, and Slate Blue.

PEARL iZUMi Rove Tech Henley

The PEARL iZUMi Rove Tech Henley takes casual ride apparel to a whole new level. Designed more like a regular T-shirt than a jersey, the Rove Tech Henley includes a stylish front pocket and button collar that fits in whether on or off the bike.

PEARL iZUMi says the Rove Tech Henley is ideal for trail riding or urban commuting. It contains recycled moisture-wicking material that dries quickly, along with a reflective logo to help riders stand out in low-light conditions.

The shirt contains a mix of 88% recycled polyester and 12% Tencel lyocell, and it usually sells for an MSRP of $45. It is available for 35% off in select colors and sizes during the sale.

Specialized Trail SWAT Jacket

Specialized’s Trail SWAT Jacket is a snug, packable barrier between riders and the wind. The ultralight jacket is composed of a mix of 91% nylon and 9% spandex, and includes a durable water-repellant finish for a little bit of rain.

The jacket comes equipped with a hood with an elastic binding that fits under a helmet and abrasion-resistant panels to protect against snags on the trail. It also includes zipper pockets to keep ride essentials safe and secure.

The Trail SWAT Jacket usually retails for an MSRP of $139.99. Competitive Cyclist is offering the jacket at a 40% discount for $84.

Backcountry Muscle Tank Women’s MTB Jersey

Backcountry’s Muscle Tank MTB Jersey gives ladies the opportunity to break the guns out while shredding downhills or powering up difficult climbs.

With a sleeveless design and moisture-wicking synthetics, the jersey can keep riders cool even in sweltering conditions.

The Muscle Tank is made from 100% polyester and includes odor-fighting properties to stay fresh.

Last season’s model of the jersey is available in four colors including Aruba Blue Print, Olive/Shadow Lime Gradient Print, Black/Chalk Violet, and Blue Depths/Sangria Gradient Print.

The jersey ranges in price from about $16 to $22. With an MSRP of $54, that makes up to a 70% discount.

POC MTB Pure 3/4 Women’s Jersey

For women who prefer sleeves, POC’s MTB Pure 3/4 Jersey gives riders coverage all the way to the forearms, along with super-light and breathable mesh material for all-day comfort. The MTB Pure 3/4 jersey is an enduro or downhill-oriented jersey that comes with a secure zipper side pocket perfect for stashing a lift pass or small snack.

The jersey includes quick-drying, moisture-wicking properties and a cut that can easily accommodate protective gear like elbow pads and back protectors for extra safety.

The POC MTB Pure 3/4 Jersey usually sells for an MSRP of $70. It is available now for 25% off, or about $53.

Five Ten Freerider DLX

Five Ten Freeriders are among the most common and popular flat-pedal shoes on the market.

With the Freerider DLX, riders get the added benefit of weather-friendly features including a synthetic leather upper with a durable water-repellant treatment and SI rubber soles that provide solid traction in the mud. Five Ten’s high-friction tread provides reliable grip and shock absorption over rocks and roots.

A molded EVA midsole provides more cushion for big hits on the trail. The Freerider DLX also features a slim profile so riders can hop off the bike without feeling like their shoes are bulky and awkward. The Five Ten Freerider DLX is available for $104 in Core Black in most sizes ranging from 8 to 13. That marks a 20% discount on its MSRP of $130.

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There are a lot of race-focused helmets out there, but the helmets from Thousand take a much different approach. Designed to be stylish yet functional, the original Thousand Heritage helmet stood out from a sea of aggressively styled helmets.

Like any product though, improvements can be made. One of the biggest improvements that Thousand wanted to make to the helmet was making it fit more riders in an effort to be more inclusive to all. That meant introducing what they’re calling a “unique hybrid head form that is designed with both the Asian (round) and European (oval) head shapes.” Thousand points out that most helmet companies fit the latter headform, so the new Thousand headform should comfortably fit more riders globally.

In terms of sizing, the Heritage 2.0 is offered in three sizes, Small (54-57cm), Medium (57-59cm), and Large (59-62cm). The fit is certainly different from a lot of helmets that I’ve tried – at 56cm, I’m typically on the small side of a medium. The size guide for Thousand puts me in a small, which just fits but it’s a little tight at the temples. However, my wife whose head measures 55cm (and is more oval shaped) fits perfectly in the small.

I would say that the sizing is generally a bit bigger than other helmets out there, though I think I would still prefer the medium for my head. Adjustments are made with the dial fit system and internal cradle that offers three vertical positions. The vegan leather straps don’t have any ear cradle adjustment, but they’re well-positioned and fasten with a magnetic Fidlock buckle.

Improved Ventilation

Outside of the change in fit profile, the outer shell has been updated as well. Increased ventilation at the top of the helmet should make it a bit more comfortable in hot weather. While the front of the helmet lacks any visible venting, the inner brow of the helmet has internally molded channels that allow air to flow from the front of the helmet, and out the top and back. All together, Thousand claims this is responsible for a whopping 70% increase in ventilation from the original Heritgage helmet.

PopLock Still Popping

Unlike many of the helmets on the market, the Heritage 2.0 is not an in-molded design meaning there is a hard plastic outer shell with an inner EPS layer. That makes it more durable for daily use including locking it up to the bike – which is a perfect time to use their patented PopLock.

The magnetic PopLock cover is tethered to the helmet, so you can easily pop it out, thread your lock through it, and lock it to the bike.

Increased Visibility

The Heritage 2.0 gets another magnetic party trick as well with the addition of a new magnetic tail light. When available this summer, the light will be sold separately for $25 and will simply pop onto the back of the helmet. Then you can easily remove it when locking up the helmet or to recharge it.

Thousand Heritage 2.0 Helmet Actual Weight

A non-in-molded helmet will typically be heavier, and that’s the case with the Heritage 2.0. At 455g, the helmet is on the heavier side, but it’s both CPSC certified for bikes and ASTM F1492-15 certified for skateboarding and roller skating.

Pricing, Colors, & Availability

Offered in eight standard colors with additional seasonal colors coming soon, the Heritage 2.0 is available now for $99 with the option to add a monogram for $17-19. You also get their free accident replacement program where if you have an accident and your helmet is damaged, they’ll replace it for free. Also, each helmet ships in an environmentally friendly bamboo fiber bag, and Thousand has been a Climate Positive business since 2020 by offsetting 110% of their carbon emissions.

explorethousand.com

The post The New Thousand Heritage 2.0 Helmet is More Ventilated, Visible, & Fits More Diverse Riders appeared first on Bikerumor.

Prologo saddles have carried some of the world’s top athletes to titles ranging from the yellow jersey of the Tour de France to victories in one-day cycling Monuments and even a couple of Everesting and FKT records on some of the hardest trails in the world.

Tadej Pogačar and Lachlan Morton are among pro riders who swear by the saddles. But while Prologo has offered women-specific saddles in the past, most of the brand’s saddles have been unisex, rather than designed to meet specific needs associated with male or female anatomy. But now, the brand is primed to bring more female riders into the fold with its all-new Scratch EVA saddle.

Prologo bills the saddle as the brand’s first-ever ergonomic saddle for women, and says it’s designed to maximize performance and comfort for ladies ranging from World Tour riders to enthusiasts looking to find the sweet spot that offers both comfort and performance.

Prologo Scratch EVA Development

Despite the fact that the Scratch EVA has only been on the road for a little more than a year, and largely in prototype form, the saddle already has some significant accolades.

Prologo has been busy developing the saddle with the help of five pro teams and direct input from FDJ SUEZ Futuroscope’s star rider Marta Cavalli. You can watch Cavalli provide her input in the latest commercial from Prologo at the launch of the Scratch EVA.

Cavalli used a prototype of the saddle shortly after it arrived for field testing in 2021. Throughout her training and race season, she offered insights and recommendations that allowed Prologo to tweak the design until it landed on the perfect model. The result carried Cavalli to wins at the Amstel Gold Race and Le Flèche Wallonne.

Prologo Scratch EVA Design

At first glance, the Scratch EVA has a similar T-shape as the brand’s Scratch M5 saddle, a tried-and-tested favorite of many World Tour riders.

However, the Scratch EVA features a 5mm shift in the saddle’s anatomical center that better fits to the female body and adds more surface support to the pelvis.

The saddle still has tight dimensions at 245 x 140 mm, but it’s more comfortable and allows for freedom of movement in a variety of aggressive or relaxed body positions and pedaling efforts.

Prologo Scratch EVA Features

As its name would suggest, the Scratch EVA incorporates EVA foams in different densities throughout the saddle. The rear of the saddle includes thicker padding made with high-density foam to support the ischial (sits) bones. The middle and front of the saddle transition to a lower-density foam and thinner padding to protect soft tissue and cut out pressure points.

The saddle also uses Prologo’s Active Base System, which includes a base with a hole in the middle to further relieve pressure, along with a nose widened by about 10 mm and angled down for additional support on steep climbs.

Altogether, Prologo says these features result in a saddle that is tailor-made to stop numbness, pain, and reductions in blood circulation for female riders.

Prologo Scratch EVA Builds and Pricing

Prologo’s Scratch EVA comes in a couple of different builds to suit different riders. Those who want a rigid, lightweight saddle focused on performance can pick up the Scratch EVA with Nack nano carbon fiber rails built with a mix of carbon fiber, Kevlar, and aluminum filaments. This version reduces the weight of the saddle by about 183 g and is already a staple in all of Prologo’s top-tier saddles.

For those who are more concerned about comfort than stiffness and weight, the Scratch EVA is also available with a TiroX light alloy steel rail that trades stiffness for vibration absorption for a more comfortable feel that weighs in at 232 grams.

The Scratch EVA with the Nack rail goes for a MSRP of about $235, while the TiroX alloy rail version goes for a MSRP of about $150.

Both are currently available at Prologo.it and at Prologo dealers around the world.

This post is sponsored by Prologo. Learn more about the Scratch EVA and other products at Prologo.it.

The post Prologo Launches Its First Ergonomic Saddle for Women appeared first on Bikerumor.

We look forward to next week’s CORE Bike Show, where Kinesis UK (and many other brands) are set to show some new bikes for the first time, including the rather fabulous Kinesis Fernweh Titanium Adventure Mountain Bike. We’ll swing by to see it in person of course, but the owner of this one, Emma Osenton, who had a hand in its design, has kindly divulged the details ahead of time.

Kinesis Fernweh Titanium Adventure Bike

The Kinesis Fernweh rolls on a 29″ wheelset with clearance for 3” tires. Owner Emma Osenton has it set up as a rigid mountain bike with a Columbus Futura Adventure Carbon Fork, but it can take any fork with an ATC of 470mm, allowing for a 29″ 80mm travel fork for those who want added comfort.

The frame was designed by Damian Mason (the DM in DMR), but its creation was directed by Kinesis rider Emma Osenton who, having decided to embark on the a 1200km ride along the former East/West German border, much of which is comprised of the Panzer Weg (tank tracks), decided a 29″ x 3.0″ tire dimension would be most appropriate. Sadly, that ruled out her Tripster ATR Gravel Bike, and so the team was forced to adapt the now-discontinued Kinesis Sync to give Emma a rig worthy of the Grenzesteintrophy.

That bikepacking route, and the 1600 km Bikepacking Trans Germany event that Emma rode thereafter, gave her plenty of time to mull over exactly what she would consider to be the perfect bike for the job. With that in mind, Emma went on to badger frame designer Damian, and the two women in Taiwan responsible for Kinesis frame production, and the team finally agreed to add a mountain bike to the range. That mountain bike is the Fernweh Titanium Adventure Bike you see before you.

The weight of the Fernweh in a size medium is a claimed 2.3 kg, without fork or any frame hardware. It runs a zero stack tapered headset, a Euro threaded 73mm BB, and it is possible to run internal routing for a dropper seat post. The Fernweh’s Ti frame has Boost 148mm rear-end spacing, and has a flat mount for a hydraulic disc brake caliper. The frame runs a 31.6mm seat post and takes a 34.9mm titanium seat clamp with which it is shipped, along with rear axle and cable routing fittings. For ease of servicing, the rear brake hose and gear cable are routed externally.

The Fernweh is available in 5 sizes, from XS-XL with reach spanning a range of 378mm up to 457mm. The head tube angle comes in at 68.5° paired with an actual seat tube angle of 73°. The BB drops 70mm, and chainstay length is 460mm, consistent across that size range.

How does it ride? Emma says, “I’m biased I know, but it was bloody brilliant. I’ve ridden loads of prototypes over the years for Kinesis, usually spotting the odd thing that I’d change or bits which felt harsh or soft or adding details but this was really something different, especially with something really rather niche. The mind that can unravel my waffle and turn it into a functioning design and excel at it is really something“.

Emma has ridden a great many miles on the Fernweh prototype, from the CandyB Gravelleur, to 300km routes around the Yorkshire Dales, to the 600km Rapha Pennine Rally, as well as the Gran Guranche Trail (800km Island hopping across the Canaries). The only thing that needed altered for production was the positioning of the rear brake line.

Pricing & Availability

The Kinesis Fernweh Titanium Adventure Mountain Bike frame will set you back £2400, and will include a titanium seat clamp, rear axle and cable guide hardware. Frames arrive in the UK on March 10th.

kinesisbikes.co.uk

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Liv Cycling is modernizing its hardtail offering with the all-new Lurra. It joins the line up beside the Liv Tempt, contrasting against that as the performance-oriented hardtail with a more ambitious set of geometry figures better suited to the developing trail rider. Packing a 130mm fork, the Lurra rolls on a 27.5″ wheelset in sizes XS and S, and a 29″ wheelset in sizes S, M & L; indeed, riders of a small frame can choose between a 27.5″ or a 29″ wheelset. Pricing starts at $1,500 USD.

Liv Lurra Hardtail MTB

While the Tempt hardtail remains in the Liv Cycling lineup as the budget-friendly option for beginners, the new all-new Liv Lurra offers a more progressive set of geometry figures and capable componentry aimed at the rider looking to broaden their trail horizons with more challenging terrain. It is longer, slacker, has much higher volume tires with a more aggressive tread pattern, and it’s built around Liv’s ALUXX SL aluminum frameset.

The Lurra is available in frame sizes XS, Small, Medium and Large, though somewhat confusingly there are are actually five sizes of the Liv Lurra to choose from. That’s because the small frame is available with a 27.5″ or a 29″ wheelset, so the rider is free to choose their preferred wheel size based on their leg length and riding style.

Either way, all frame sizes get 438mm chainstays to deliver what Liv says is a stable but playful ride experience. For bikes running the 27.5″ wheelset, tires come in the form of the Maxxis Ardent Race 2.6″, while the 29er options see a Maxxis Minion DHF 2.5″ out front paired with a Maxxis Aggressor 2.5″ in the rear. Both models ship with the tires set up tubeless.

The Lurra boasts reach figures of 393mm, 410mm (S, 27.5), 406mm (S, 29), 425mm and 443mm, respectively, all sporting a 130mm travel suspension fork at a 66° head tube angle. Seat tubes are proportionately short, complementing use of a dropper seat post which comes on both the Lurra 1 and Lurra 2 models. The XS, S 27.5 and S 29 all get a 100mm dropper seat post. Meanwhile, the Medium gets a drop length of 125mm while the Large gets 150mm. A complete geometry chart for the Liv Lurra can be found below.

Cable routing on the Lurra is largely internal, though the rear brake hose and gear cable are guided externally along the chainstays. The frame is generously adorned with multiple bottle bosses; a set underneath the top tube allow for secure mounting of a small gear pack, while a trio on the downtube and another set underneath the downtube allow for multiple mounting positions of two water bottles.

Across the frame sizes, Liv shows some regard for appropriate size contact point components; the Lurra in XS gets 165mm crank arms, while the other sizes see a 170mm option. Stem length is also adjusted; the XS and both Small builds get a 40mm stem, while the M & L get the 50mm option. Bar width is 760mm on all sizes save for the Large which gets a 780mm.

Pricing & Availability

Liv Cycling will offer two models of the Liv Lurra in most markets, including in the US. The Lurra 1 tops the range at a retail price of $1,850 USD. That money fetches you the ALUXX SL frameset with a Giant Crest 34 SL 130mm Fork, a SRAM 12 Speed SX/NX Eagle Drivetrain, Shimano BR-MT420 4-Piston Brakes with 180mm rotors, and Giant AM Wheels with 30mm internal width rims fitted with Maxxis Tires in the EXO Casing.

The Lurra is the more affordable model priced at $1,500 USD. This one builds up that ALUXX SL frameset with a Giant Crest 34 130mm fork, a 10 Speed Shimano Deore Drivetrain, Tektro HDM 2-Piston Brakes with 180mm Rotors, a Giant AM Wheelset and Maxxis Tires in the EXO Casing. For complete details on build specifications, head to the Liv Cycling website. Further pricing info for international markets can be found below.

liv-cycling.com

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