Knolly’s Chilcotin is the latest MTB to get the brand’s generation 6 frame updates, but that’s not all that’s been revised for 2024. Aside from new frame features the Chilcotin now offers a tad more travel, updated suspension kinematics, and revised geometry.

Knolly has massaged the Chilcotin into an overall more aggressive bike, making it the obvious choice within their lineup for Enduro riders. As with the previous Chilcotin Knolly offers two rear travel options, now at 155mm or 170mm. Good news for shorter riders is the Chilcotin is now available in a small frame size, as it used to range from M-XL.

Knolly Chilcotin – Key Specs:

The new Chilcotin frames are made from 6066 aluminum. This bike is only sold with 29” wheels… Knolly did not provide geometry for a mixed-wheel setup, but they confirmed there’s no reason you can’t run a 27.5” rear wheel in the Chilcotin.

The Chilcotin’s rear travel has been slightly bumped from the previous generation’s 151/167mm options to 155mm or 170mm. The 155mm bikes come with 160mm forks and the 170mm models are fitted with 170mm forks. Knolly does note that either model’s frame (as they are identical) can handle forks between 160-180mm travel.

The Chilcotin features Knolly’s well-established Fourby4 suspension linkage, which has been updated for all the Gen 6 bikes. The revised linkage offers increased pedaling dynamics, providing a 15% improvement in pedaling response. The leverage curve has also been refined to provide more sensitivity and slightly more bottom-out resistance. Knolly tuned the new bikes so the shock’s mid-stroke will offer solid support for efficient pedaling without sacrificing traction.

Frame Details:

The Chilcotin continues with Knolly’s Trail 157 rear axle spacing, and the rear end can run up to 2.6” wide tires. Gen 6 Knollys are now SRAM UDH compatible, and they come with the brand’s own CNC-machined aluminum UDH hanger (which is stronger and stiffer than SRAM’s).

Along with Knolly’s other 6th-generation frames, the Chilcotin now offers size-specific chainstay lengths. One other update is straighter top tubes for a low standover height and better aesthetics. Knolly also went to a one-piece monoblock rocker link, which increases stiffness and reduces lateral stress on the shock mount. While the straighter top tube stands out visually, nearly every tube has been updated for the Gen 6 bikes.

Knolly’s new frames now employ Enduro bearings in all pivot points and feature flat tooling at bearing locations to make removal and servicing easier. Also, the updated lower shock mount now uses a 30mm axle so it’s compatible with Fox’s Roller Bearing Shock kits.

With a completely straight seat tube, the Chilcotin offers excellent dropper post compatibility. A small frame can run a 175mm travel post, and sizes medium and up can run 200mm+ posts. The frames’ seat masts accept 31.6mm diameter posts.

Other details include a 73mm threaded BB shell with removable ISCG-05 tabs and 180mm brake post mounts. The frames feature internal cable routing and interestingly – a compartment for a Shimano Di2 battery.

The Chilcotin has one water bottle mount on the down tube, and Knolly has added an accessory mount on the bottom of the top tube for on-bike tools, etc.

Geometry:

The Chilcotin offers two geometry settings via Neutral or Slack positions for the lower shock mount. Switching between the two alters the head tube and seat tube angles by 0.5°, and alters BB height by 10mm. There are very minor effects on other geo figures that aren’t shown in the charts.

Chilcotin 160/155 Geo:

Apparently, Knolly has decided to go pretty long with reach numbers, as the medium frame now measures a whopping 487mm. I currently own a 5^th generation Chilcotin (medium) so I immediately noticed the reach has jumped considerably from 466mm.

The new frame’s head tube angles are marginally slacker at 64.25/64.75°. Chainstay lengths are now size-specific, but the 442mm length on the new medium is 4mm longer than my 5th-generation frame.

Interestingly, while Knolly says their straighter top tube keeps standover height low, it has actually increased on the Chilcotin. Where my Chilcotin’s curvy top tube offers a standover height of 710mm, the new frame is listed at 730mm. Stack height stays exactly the same at 626mm, and the new Chilcotin’s BB remains quite low at 336/346mm for slack/neutral settings. See the above chart for all other figures.

Chilcotin 170/170 Geo:

There are a few differences in geometry between the longer and shorter travel Chilcotins. First off, the 170mm model has half a degree slacker head tube angles at 63.75/64.25°. The seat tube angles are also 0.5° slacker.

Reach numbers are 4mm shorter on the 170/170, but rear-end lengths do not change between the two bikes. With a longer fork and shock, the Chilcotin 170/170’s BB height is 3mm higher, its standover height goes up by 3-4mm across all sizes, and its stack height is 630mm. These are just some examples of slight differences between the two models, check out the charts to crunch all the numbers.

Model Lineup:

Between the two travel options and four different build kits, there will be eight models of the new Chilcotin. For complete specs visit Knolly’s website; the model names indicate the componentry level of each.

Chilcotin 160/155:

• Deore: $4499
• GX/PSE: $5299
• GX/Factory: $5499
• XT: $5799

Chilcotin 170/170:

• Deore: $4499
• GX/PSE: $5399
• GX/Factory: $5599
• XT: $5899

The new Chilcotin will be available in four colors: Raw, Laguna Blue, Kelly Green Fade to Black, and Ano Black. Please note the pink Chilcotin shown in the photos is a team model only.

knollybikes.com

The post Knolly’s Chilcotin Gets Gen 6 Frame, Goes a Little More Enduro appeared first on Bikerumor.

Switzerland’s Stromer, known for their high-end long-range electric bicycles, is bringing an updated e-commuter to North America this month. The ST5 Pinion is a new version of the company’s ST5 model, offering significant upgrades like a Pinion gearbox, wireless Smart.Shift gear shifting, and front brakes with ABS.

The ST5 Pinion is a top-tier e-commuter that provides Stromer’s typically long range (110 miles max), among the other technologically advanced features listed above. Consumers can purchase the ST5 Pinion by the end of the month, but Stromer has two complete models in the USA for show. One will be displayed at the CABDA Expo in Chicago next month if you’re in the area.

Stromer ST5 Pinion: Updates

Calling it “the executive among speed pedelecs”, the ST5 Pinion is an updated version of Stromer’s ST5 model boasting top-tier components and features. The most notable upgrade is the 9-speed Pinion C 1.9i gearbox, which is connected to an electronic Pinion Smart.Shift system via a Gates carbon drive belt. If you’re not familiar, with the Smart.Shift system is Pinion’s electronic push-button shifter. It does not offer automatic gear shifting, but gears can be changed while riding, under load, or at a standstill.

The ST5 Pinion also gets an anti-lock (ABS) front brake system from BluBrake, to reduce the chance of front-wheel skidding (especially in wet or slippery conditions).

The new model now includes the Stromer Sound module. The module provides acoustic notification signals indicating things like start-up, shut down, battery level, cruise control, and more.

Finally, the updated ST5 Pinion gets a new recyclable carbon-reinforced polyamide front fender. The fender can be mounted in ‘long’ or ‘short’ positions using the provided adapters.

ST5 Pinion: Key Specs

The ST5 Pinion is built on an aluminum frame, covered by a 10-year warranty. There are three sizes available (M/L/XL). A rigid aluminum fork comes stock, but a suspension fork is an upgrade option, as is a suspension seatpost. These accessories are shown in the title photo – check out Stromer’s website for add-on info. The ST5 Pinion rolls on 27.5” wheels.

The ST5 Pinion is a Class 3 ebike, providing pedal assist up to 28mph. It’s driven by a SYNO Sport 750w rear hub motor, which offers 48Nm of torque. The motor’s Sport mode offers an extra powerful setting when you need lots of boost.

A 48V, 983Wh battery provides a lengthy range of up to 110 miles. The battery can be ejected with the push of a button, and it fully charges in 5 hours 30 minutes.

The ST5 Pinion’s top tube mounted on-board display shows your key info and ride metrics. The Stromer OMNI app allows you to adjust motor settings and enables Bluetooth unlocking/locking. The app also lets you see all the info the top tube display shows on your smartphone too. The bike uses cellular network connectivity for features like GPS localization, Smartlock, etc.

In addition to Stromer’s integrated daylight, the ST5 Pinion includes a Supernova M99 Pro 2 headlight (1600 lumen max). Out back you’ll find a Supernova M99 tail light with a brake light function. Stromer also includes an integrated horn.

Components:

Electronics aside, some key components on the ST5 Pinion include Stromer branded 4-piston brakes (made by TRP) with 203mm rotors front and rear. The 27.5” wheels get Pirelli Angel ST Sport tires in ERTRO size 57-584 (roughly 2.25” wide).

For the cockpit, Stromer supplies their own handlebar/stem combo, which includes a bracket to mount your smartphone to the stem. Not skimping on touchpoints, Stromer gave this bike Brooks Cambium ergonomic grips, and a Selle Royal Vivo saddle. Stromer also includes pedals and side mirrors with each bike.

The ST5 Pinion launched in Europe last month and will be available for purchase in North America by the end of January. This model will initially come in a launch edition Imperial Red color, but later production models will be Aventurine Green. MSRP is $11,990.

stromerbike.com

The post Stromer Releases the Gearbox Equipped ST5 Pinion e-Commuter in North America appeared first on Bikerumor.

If you’re familiar with Priority Bicycles, you’ll know the company specializes in low-maintenance urban bikes that feature Gates belt-driven drivetrains. The Eight was first released in 2016 as a commuter bike, but the model was later revised into a fully featured, all-season commuter called the Continuum Onyx. Priority is now releasing an all-new Eight, which has evolved into a sport hybrid bike.

The new Eight was created to offer a balance of speed and comfort. This bike is ideal for fitness, recreational riding, and commuting. As with all of Priority’s bikes, the Eight is built with durability in mind and with very little maintenance required.

Back in 2017, I received a Priority Continuum for testing, and the company let me keep for long-term testing. After plenty of riding and several winters of storage under my home, the bike is still running great with basically no maintenance.

Priority Eight- Drivetrain:

The Eight’s name comes from the bike’s 8-speed internally geared Shimano Alfine rear hub. The hub provides a 307% gear range, which Priority says is ample for climbing hills and recreational cruising. The Alfine hub is sealed to protect its internals from the elements. Gear changes are controlled by a trigger shifter, and the Alfine hub can change gears while riding or at a standstill.

As with all of Priority’s bikes, the hub is driven by a low-maintenance Gates Carbon Drive Belt. Gates’ drive belts last 2-3x longer than standard chains, require no lubrication and offer a smooth pedaling experience. Priority equips the small frames with 170mm crank arms but jumps to 175mm arms for medium and large bikes.

Frame and Components:

The Eight offers a 6061 aluminum frame with a carbon fiber fork. The bike rolls on 700x32c WTB Slick tires, which are puncture-resistant and include reflective sidewalls. The Eight gets 32-spoke, double-walled aluminum rims with a sealed bearing hub in the front wheel.

174HUDSON dual-piston hydraulic disc brakes with 160mm rotors ensure powerful, all-weather stopping performance (Please note – Tektro brakes are shown in the photos). CORRECTION: The Eight is in fact equipped with Tektro brakes, Priority’s website had the 174HUDSON brakes listed in error.

The Eight gets a 620mm wide aluminum handlebar, and stems are either 80mm reach (small frame) or 90mm (medium and large frames).

Along with the carbon fork, a carbon seatpost helps absorb vibrations to offer a comfortable ride. Priority equips the Eight with the highly popular WTB Volt saddle. Silicone foam grips also help absorb road vibrations.

Priority includes pedals on the Eight, and they’re not a budget plastic set – You get aluminum platform pedals with chromoly spindles.

The Eight’s frame includes multiple braze-on mounts for racks, fenders (which are not included on this model), child seats, and water bottles. An aluminum kickstand is also included.

Weight for the complete Eight is listed at just 27 lbs, so it won’t be too difficult to haul it upstairs or load onto a bike rack.

Geometry/Sizing:

The Eight is available in three frame sizes – small (17”), medium (19”), and large (21”), which should cover riders from 5’2” to 6’3”. Its sporty yet comfortable geometry offers an upright riding position to minimize strain on your shoulders and back.

Pricing and Shipping/Assembly Options:

MSRP for the new Eight is $999, but until January 21^st Priority is offering a ‘launch special’ price of $899 through their website.

Customers can pick up their bike fully assembled from Priority’s showroom in Tribeca NY, have bikes shipped to and assembled by any Beeline Connect affiliated bike shop (for an additional $130), or opt for home delivery (for $30).

If you choose home delivery, Priority includes all the tools needed to finish assembling the bike. The process should take about 20 minutes, and walkthrough videos on Priority’s website can assist with assembly. Priority bikes can be delivered to anywhere in the continental USA within a week.

prioritybicycles.com

The post Priority Bicycles Reintroduces the Belt-Driven Eight as a Sport Hybrid appeared first on Bikerumor.

I’m lucky to live in an area with delightfully steep and rough terrain. Because of that, long-travel bikes like Trek’s Slash are right up my alley. The 2024 Slash’s generation 6 frame is ready to get rowdy with a new high-pivot suspension linkage and 170mm travel. The bike simply plows through rough terrain, but remains impressively capable of getting itself back uphill for more laps.

The short story is I have nothing negative to say about Trek’s transition to the high-pivot suspension linkage. The new Slash is buttery smooth, yet offers a surprisingly poppy ride and still climbs as aggressively as their ABP bikes. The Slash is not the lightest bike, but that’s kinda fair since it’s such a beast.

2024 Trek Slash: Key Specs

For full details on the new Slash lineup, check out my launch article from September.  Before we get into the ride review, here are a few key specs and features of the 2024 Slash.

Most models of the Slash, including the 9.9 X0 AXS T-Type model I tested, come with full carbon frames. There are two aluminum complete models and an alloy frameset in the lineup. Of course, the biggest update for the Slash is the high-pivot linkage. The Slash now offers 170mm rear travel and all models come with 170mm forks.

Another interesting change for the new Slash is that they all come stock with a mixed-wheel setup (except small frames, which run dual 27.5” wheels). Frame sizes medium and up can run a 29” rear wheel, but you must buy the geo-correcting shock mounts from Trek. You’ll also have to remove the rear fender, as it doesn’t leave enough clearance for the 29” rear wheel.

The Slash boasts very slack and adjustable head tube angles, which can be altered by adding Trek’s angle adjust headset cups. Trek also incorporated their leverage rate chip into the shock mounts, offering ‘less’ and ‘more’ progressive settings. The Slash does not have Trek’s mino link anymore, as the other adjustments offer plenty of opportunity for fine tuning. Trek also decided to do away with their Knock Block headset.

A nice finishing touch for the carbon-framed Slash is Trek’s new ‘Carbon Armor’ frame protection. Before they’re painted, Trek wraps the frames with an impact-resistant film.

The Slash 9.9 X0 AXS T-Type (size M/L) weighs 35.76 lbs with pedals. Considering this is a beastly 170mm travel bike, and has extra hardware for its high pivot linkage, I guess I couldn’t hope for much better. I have to say though, with a full carbon frame, carbon rims and a lightweight carbon bar/stem combo, I was a bit surprised to see this high-end model come in over 35lbs.

Geometry/Fit:

At 5’10” and riding a M/L frame, I’m very happy with the Slash’s geometry. For this article, I’ll discuss the geo of my test bike, which has neutral headset cups and its stock mixed-wheel setup. Unfortunately, I didn’t have a compatible 29” rear wheel on hand to test.

So you know, the geometry remains very similar if you install a 29” rear wheel. Aside from the chainstay length growing by 6mm, there are very minor differences in certain angles and measurements. Check out Trek’s website to see all the different geo charts.

My test bike’s head tube angle is 63.3°, and I loved it. The slack steering angle tackles steep and rough terrain like a champ, but as I’ve found with slacker long-travel bikes it doesn’t hamper climbing ability by much. I’m not sure if I would go any slacker for trail riding, but if I set up a Slash for bike park shredding I’d be tempted to try the slacker headset cups. At 63.3° the Slash offers a ton of stability and feels great on steep downhills, yet the bike still doesn’t feel overly long or clumsy on tight switchbacks.

Helping get you uphill is a steep effective seat mast angle of 77.3°. With a lengthy reach of 468.1mm, that steep seat tube leans you into a well-balanced position over the bike. This is one of the longer bikes I’ve ridden, but I never felt like my arms were overextended.

With Trek’s size-specific chainstays, the M/L mixed-wheel Slash’s rear end measures 434.2mm. This middle-of-the-road length, especially with the 27.5” rear wheel, keeps the Slash pleasantly agile. Overall the bike feels long and very stable at speed, but the rear end simply whips around corners. I should note this is the first MX bike I’ve ridden, and I quickly understood why people like them. I’ve never been amazing at cornering, but I felt like I suddenly got better when I hopped on this bike!

Looking at the numbers, the Slash isn’t the lowest bike out there. The standover height is not particularly low at 766mm, and neither is the BB height of 351mm. Up front the stack height is 632.1mm. I don’t remember banging pedals or the 165mm cranks very much, so the BB height allows decent clearance on the trail. It’s higher than some competitors, but the Slash’s long wheelbase and slack steering still provide a very stable ride.

Climbing:

On my first ride with the Slash, I did notice the slightly sluggish roll of the 27.5” rear wheel. I had been riding niners for a few weeks before the Slash arrived, and I have to admit I felt the difference right away.

That said, I quickly forgot about the smaller rear wheel and adapted to the Slash’s ride. While I’ll never say it’s the best climber I’ve ridden, it does very well for how burly a bike it is. Shedding some weight and running 29” wheels would make it climb better, but that’s not what the Slash is all about. Trek describes this bike as ‘70% downhill, 30% uphill’ but I’d say it climbs a little better than that suggests. 

I’ve always found Trek’s ABP linkage to climb aggressively and powerfully, and the new high-pivot version doesn’t behave too differently. Trek tuned the new Slash’s anti-squat to be pretty close to their Top Fuel XC/trail bike, so your pedalling inputs won’t force you deep into the Slash’s lengthy travel.

Climbing singletrack with the shock in firm, I’d get about 50% travel. In open mode, the shock would dip a bit further but top out around 60-65%. I’ll take the slightly rougher ride and increased pedal support from the shock’s firm mode, because in either setting I had solid traction on any singletrack climb. In firm mode the Slash doesn’t erase small bumps; you still feel the trail below you with the shock resisting those low-speed impacts.

In open mode, the shock helps soften those small bumps and offers a more comfortable ride. Fortunately, there is little sacrifice in pedalling efficiency when the shock is left open, so riders looking for maximum traction can opt to climb this long-travel machine wide open with practically no penalty.  

With the rear shock left wide open, I tried some hard pedaling and sprinting on paved roads to see what the Slash’s high-pivot linkage would do. Sitting down and mashing the pedals as best I could, I could not get the bike beyond 40% travel (from 30% sag). Even standing up and sprinting, I only made it a bit further than 40%. It’s clear that Trek’s linkage handles pedaling forces very well. The bike was in its ‘more’ progressive position for this test, but I don’t think it would behave much differently in the ‘less’ setting so early in the travel.

It’s always nice when a bike has no unusual setup requirements. With the Slash, I pumped the shock up to body weight in psi, set rebound/compression to my usual ranges, and the bike was dialed. Right away I was getting full travel from the rear shock (with the leverage chip in ‘less’ position), which is sometimes an issue for my 145lbs self.

Descending:

I’ve always found Trek’s MTBs to be great at gobbling up bumps, but the high-pivot Slash is even better. I noticed it does particularly well at eating up mid-sized bumps, happily plowing through roots and rocks. The rearward axle path does a great job of numbing bigger hits and keeping the Slash feeling planted on rough trails. I found the bike cushions landings very well, especially on little jumps that send you right onto a rocky or rooty patch. 

It’s hard to pinpoint a weak spot in the Slash’s suspension. At higher speeds, the bike smooths out small bump chatter very well, and as noted above it rounds off medium and big hits nicely.

Furthermore, with all that squish when you want it, the Slash actually seems to pop off jumps a bit better than the 2019 Remedy I owned for several years. It also springs out of corners surprisingly well, as I’ve traditionally found Treks to be a better example of plowy than lively and poppy. It seems the big Slash has maintained an impressive degree of mid-stroke support.

Just looking at this frame, you’d probably expect it to be stiff and you’d be correct. Just like the previous generation Slash and Fuel EX I rode, I found the 2024 Slash’s frame offers a solid, commanding feel as you charge down rough trails.

For most of my rides, I had the leverage chip in its ‘less’ setting, but I flipped it to ‘more’ for my last few test laps. Interestingly, the ‘more’ setting doesn’t seem to increase bottom-out resistance by much; I hit full travel on a typical trail loop in the first ride in this setting.

What I found is the rear wheel does feel like it’s resisting bigger, sharper hits more. Under my lightweight self, the Slash felt a bit less plowy and the back wheel would bounce a bit more facing sharp impacts. The only time I got a good ‘thunk’ out of this bike’s rear end was while riding in the ‘more’ position. For me, there’s no question I’d keep the Slash in its ‘less’ setting. The biggest joy of this bike is how capably it sucks up rough terrain, and I’ll take all the squish it has to offer.

The Slash’s 27.5” rear wheel offers good clearance. I rode the steepest trail in my local network and didn’t hit my ass on the tire once (and I have on my personal 29er)! As mentioned above, the mullet setup also has an immediately noticeable benefit in the corners. After you initiate a turn, you then feel the back end hook in and bring you around quicker than a 29er would.

Chain Drop?

Some of you may have seen reports of the new Slash dropping chains. Apparently, some of the bikes were sent out with the lower chain guides incorrectly installed, and some riders had issues with chain drop. After many rides on my test bike, I got the notice from Trek and found out it was indeed not to spec… however I never dropped a chain.

By the time I got the info on how to correct the situation, winter had set in and my testing was pretty much done. I rode the bike two or three more times without even adjusting the chain guide, and still never once lost my chain.

To fix this issue Trek is making sure all Slashes will now be shipped out with the correct setup. They’ve also notified dealers on how to fix the issue, and as an extra precaution, they’re supplying upper idler pulleys with longer teeth to dealers at no charge. As of early 2024, anyone with a new Slash can go to their local shop and have the revised idler installed.

If you’re wondering about potentially increased drag with the high-pivot chain line, I can’t say I noticed anything measurable. Of course, this is a brand new bike; over time the upper pulley might produce extra drag if the bearing wears out, but with all new components the Slash pedalled like any other MTB.

Components:

A RockShox Zeb fork was the obvious choice for the burly new Slash. The 9.9 X0 AXS T-Type bike I rode gets the Ultimate model with a DebonAir spring and Charger 3 RC2 damper. The fork is stiff, offers great initial sensitivity, and sucks up bigger hits in class-leading fashion.

Out back, RockShox’s Vivid Ultimate rear shock performed great with very little fidgeting. The stock tune feels pretty linear which works well for a smaller guy like me, allowing full squish on nearly any descent. The shock’s firm mode resists low-speed impacts nicely, but doesn’t ride like you’re at near-lockout firmness.   

Overall I had great performance from the SRAM X0 Eagle AXS T-Type drivetrain and dropper post. However, the dropper post suddenly stopped working in the middle of my third ride. Once I got home I simply paired up the post and control pod, and since then everything has worked perfectly. 

The 30t chainring and 10-52t cassette provide a vast gear range for trail riding, and shifting performance was basically flawless throughout my test. I unfortunately gave the T-Type X0 derailleur’s cage a good smash and a nasty bend, but didn’t notice right away because gear shifting was still fine! The derailleur will skip lightly when backpedaling but it still doesn’t derail at all, which is impressive.

Bontrager’s Line Pro 30 carbon wheels held up great through my test, showing no signs of damage or warpage. The Slash’s wheels come tubeless with a Bontrager SE6 Team Issue 29×2.5” front tire and a Team Issue SE5 27.5×2.5” rear tire. These tires offer a well-rounded tread that rolls fairly fast and provides good grip on all surfaces. 

Bontrager’s RSL carbon bar/stem combo is hard not to enjoy looking at! The rise is 27.5mm, stem length is 35mm, and the bars come stock at 820mm wide. The 7° backsweep and 6° upsweep is a bit more up and less back than most bars I’ve ridden, but I found them comfortable. I would have liked to ride the full width, but my bars had been cut to 795mm. I rode these bars uncut on the previous generation Slash and was surprised how much I liked them.

SRAM’s Code Silver 4-piston brakes with 200mm rotors had no shortage of power, reeling in this big bike with great modulation and more than ample bite force.

The 170mm dropper post on the M/L frame gets low and out of the way. I didn’t have any problems riding with the Bontrager Arvada saddle, but I find it a bit hard and not the most comfortable. 

The Slash’s rear fender seems to work fairly well. After a wet, snowy ride I still had mud spray all the way up the back of my jacket, but less than what I expected. I also noticed the back of the dropper post and under the saddle weren’t that dirty.

Trek’s Carbon Armor seems to help resist frame damage well. After close inspection, I could only find a few very minor knicks or scratches on the Slash. The down tube, BB shell and all the areas prone to rock strikes from the rear wheel remain basically unscathed. 

Frame Storage:

Trek’s in-frame storage was revised for the Slash, offering a larger door and an updated latch. The storage compartment is easy to open and close, and the included Bontrager BITS tool roll has spots for a CO2 canister, an inflator head, a multi-tool, and a tube (although it’ll have to be a thin one). Trek added ‘chunnels’ inside the Slash’s frame to keep your tool roll/cargo from snagging on your cables. They seemed to work well, I had no issues with anything snagging inside the frame.

Bontrager’s BITS steerer tube multi-tool is also included on all Slash 9.9 models – a nice finishing touch for these top-tier builds! 

The 2024 Trek Slash 9.9 X0 AXS T-Type retails for $9399. Frame color options are Daintree, Lichen Green (as tested), or Argent Drizzle.

trekbikes.com

The post The New Trek Slash 9.9 Plows As Expected, But Pedals and Pops Too! appeared first on Bikerumor.

I’m pretty lucky to have long riding seasons where I live, but it always seems to end too soon! Winter is setting in across British Columbia, so it’s time to take a short break and reflect on the bikes and cycling products that impressed me most throughout 2023.

Despite a leg injury this year, I still managed to test a few mountain bikes and a fair number of products. Clothing and gear was the biggest category for me this time; I tested quite a few nice pieces but I’ve highlighted my favorite helmets, gloves, jackets, and eyewear below.

It’s been nearly nine years since I wrote my first article for Bikerumor, and I’m always anxious to see what’s coming next for the bike industry. In this short period mountain bikes have seen huge improvements, let alone the rapid development of ebikes. Mechanical reliability is generally excellent with today’s bikes and components, which equates to less time fixing things and more time in the saddle.

Living in a small mountain town in British Columbia, I spend most of my time riding trail or enduro bikes (electric or not). I’m also happy to test gravel or commuter bikes, but road riding hasn’t caught my interest quite yet. I’m not a competitive rider, having fun is the number one goal for me. That said, I like to ride fast on rough, slabby trails and push my limits when the feeling is right!

Experience: Physiotherapy!

While I’m not including this because it was a favorite of mine, my biggest cycling-related experience this year was physiotherapy! In late February I strained my left adductor (the big muscle that runs down the inside of your thigh) and initially, it was bad enough that five minutes of pedaling would have me hobbling up my front stairs afterward.

With the help of my physiotherapist (shout out to Anna at Lifemark Physiotherapy!) I gradually regained flexibility and strength in my strained adductor. Physio didn’t speed up the process as I hoped, but within what’s considered a normal time frame I was back riding bikes. By mid-June, I was able to ride fairly well, and by the end of the season, I was pedaling just as long and far as I normally would. I’m now done with physio sessions and will be sticking with a basic maintenance program through the winter. Here’s hoping for a better start to next year!

Mountain Bikes

Editor’s Choice: Trek Slash

I’ve always liked Trek’s ABP suspension linkage, but what they did with the high-pivot version for the 2024 Slash only made me happier. The Slash’s forte is manhandling rough terrain, and does it ever! Now bumped to 170mm travel front and rear, this bike gobbles up bumps of all sizes better than anything I’ve ridden yet. And that’s with a 27.5” rear wheel.

What really won me over was realizing the Slash isn’t just extra squishy; I found it pops off jumps better than other Treks I’ve ridden and launches out of corners very well. Combine that solid suspension with modern, adjustable geometry and you’ve got a top contender in the enduro class. This was also the first MX bike I’ve ridden long-term, and I agree they’re a fun ride. Rear wheel clearance on steeps is great, but the sharper cornering is what I really enjoyed.

I’m currently wrapping up my review of the 2024 Trek Slash, so watch Bikerumor shortly for that article!

Editor’s Choice: SCOR 2030

On the opposite end of the spectrum, SCOR’s 2030 was the shortest travel bike I’ve ever tested at 120mm rear/140mm front. Thankfully though, SCOR designed this bike to ride like a short-travel enduro, giving it a slack head angle of 64.5° (in Slack position) and building the frame just as strong as their 4060 enduro bike. While some readers weren’t too impressed with the weight of 30.78lbs with pedals, this is several pounds less than anything I’ve ridden recently so that combined with 29” wheels made the 2030 an absolute joy to climb.

Of course on the descents, that slack head tube allows you to ride the 2030 with practically no limitation. I did not hesitate to ride my area’s steepest and roughest trails on this bike, and while the short travel demands a bit more body language, the bike handled everything just fine. Riding the 2030 encourages precise handling, but leaves plenty of room for error! It would be a great choice for long-travel riders who want to play with something a little smaller and lighter. 

E-Bikes:

Honorable Mention: Pivot Shuttle AM

The only ebike I had more than one ride on this year was Pivot’s Shuttle AM. Pivot did a fine job of building a frame with up-to-date geometry that perfectly fits the Shuttle AM’s ‘All Mountain’ classification. There is a flip chip too, so you can fine-tune the angles by +/- 0.4° to be a bit more ‘trail’ or ‘enduro’. I also liked this eMTB’s comfortable reach and low standover height.

I was pretty impressed with Bosch’s electronics too. The Performance Line CX motor and a 750Wh battery give the Shuttle AM plenty of power and range. What I really liked was the fast, precise response to pedaling inputs, and I found Bosch’s self-regulating eMTB mode managed power output really well. The wireless remote and rear wheel sensor also make for a nice clean look on the bike.

Components:

Editor’s Choice: FUNN Python Pedals

As one of your contact points, it’s important to have a good set of pedals that your feet like sitting on. FUNN came to the table this year with their updated Python flat pedals, and at 100x110mm I found them just big enough to offer solid support to all parts of my size 9.5 feet. The pedals look quite shapely, but they maintain a fairly square platform. The nice part of being ‘just big enough’ is the weight stays impressively low at 373g for the pair. For an alloy model, FUNN also managed to keep the price of the new Python Pedals relatively reasonable at $115 US.

While the pedal bodies are slightly concave, FUNN sells optional longer pins for the new Pythons. The grip was already good without them, but I installed the longer pins on the front and rear of the pedals which boosted traction and enhanced the concave feel.

Clothing and Gear:

Editor’s Choice: ABUS Airdrop Full Face Helmet

ABUS might not carry the same prestige or history as brands like Troy Lee Designs or Bell but don’t count their helmets out. This year I tested the AirDrop full face and came away pretty impressed with how cool and comfortable it was. Even without a carbon shell, the AirDrop MIPS is lightweight enough to pedal in for hours, hitting my scale at 799g for a size S/M.

The new ABUS AirDrop is also MIPS equipped, very well ventilated, offers a great field-of-view and goggle compatibility, and includes a dial retention system to ensure a snug fit. Last but not least, ABUS offers the option of adding their crash detecting and ride metric tracking QUIN sensor, so you can feel safer on solo rides and analyze your personal stats.

Editor’s Choice: 7mesh Cache Anorak

I’m a fan of 7mesh’s riding gear, and their new Airmap Cache Anorak did not disappoint. One of the first pieces of the brand’s new PFAS chemical-free Airmap line, the Cache Anorak is an excellent temperature regulator that breathes well enough to justify not having pit zips. As an outer layer, it blocks wind effectively and keeps you warm right down to freezing temperatures with a good mid layer underneath. It’s also a versatile jacket on its own, with a half-zip to open up some airflow and 7mesh’s Stash System that straps it to your bike if you get too warm.

Water resistance was great too; while it’s not advertised as waterproof, the Cache held up to at least 45 minutes of steady rain without soaking through anywhere. Finally, 7mesh nailed the Cache’s relaxed fit – there’s ample room for layers underneath but the anorak isn’t baggy at all. The only thing I would have preferred is a slightly larger and adjustable hood so you could ride with it over a helmet on colder days.

Editor’s Choice: Racer Factory Gloves

Racer’s Factory Gloves quickly earned a spot as my new favorite! What I liked most about them was the slick Lycra main fabric, which feels like a thin wetsuit and offers a bit of stretch for a second-skin fit. The lambskin palms were also great; they’re thin, grippy everywhere, and soft to the touch. The Factory gloves presented no comfort issues with seams or bunching during my test rides. While there’s nothing that makes these gloves particularly cool, they do breathe well and are perfectly suitable for three-season riding.

As soon as I got the Factory Gloves, I thought they looked and felt like a high-end product. Riding in them confirmed this, and I’ll definitely be reaching for them next spring.

Honorable Mention: Leatt Velocity 4.0 X-Flow Goggles

In almost any conditions Leatt’s massively ventilated Velocity 4.0 X-Flow goggles are a great option to keep your face cool and your lenses clear. You get the protection of a full-sized goggle lens, but with the open vents up top and the cut-out frame below, air flows through these goggles like no other. I never found the airflow itself was enough to bother my eyes, and never managed to get any water or mud sprayed up behind the lens. The lens would not produce any condensation, through variable conditions from hot mid-summer rides to short climbs in cool, damp weather.

I did have one issue with water dripping off my open-faced helmet onto the inside of the lens, so there are conditions they may not be suitable for. That said, in anything short of monsoon rains the Velocity 4.0 X-Flow goggles will be my top choice for next season.

Honorable Mention: Julbo Edge Sunglasses

This summer I rode with Julbo’s Edge sunglasses, which included two lenses that are super simple to swap out. A small magnet holds the lens to the frame, and a simple upward push on the lens pops it off. Most importantly, the lenses stay put while riding!

Julbo’s Reactiv photochromic lens offers a wide range of light transmission, and it’s always great to have a clear lens to swap on for mud or wind protection. I liked how lightweight the Edges were (26g), and that the lenses are fairly tall, providing good eye coverage and lower peripheral vision. Both lenses proved to resist condensation very well too.

The Julbo Edge sunglasses don’t come cheap but getting both the photochromic and clear lenses makes this a versatile pair of sunglasses you could wear on any ride.

Off The Bike:

Crocs

At Crankworx Whistler, Trek Bicycles decided to hook up all the media people with a pair of Crocs! I had never owned a pair until now, and I quickly realized why they’re so popular. They’re comfortable, well-ventilated, and more protective than most sandals, and since I use the heel strap they stay on my feet reliably. I took them on a camping trip and really liked how you could step in and out of the water with them. They were great for wading around the rocky beach I was visiting, and they drain themselves out when you’re back on land. Thanks Trek!

Parting Thoughts:

Having recently achieved ‘over the hill’ status, the years are flying by faster than ever! I’ve had two significant injuries in the last three years, but generally speaking, I’m in the best shape of my life so I’m glad I got into MTB! I came to the right place to do it – it’s hard to beat British Columbia’s mountainous terrain and endless trail networks.

As for what the future holds, I’m curious to see how much electronic componentry finds its way onto mid or even entry-level mountain bikes in the next few years. I’ll bet we see more and more bike parks popping up at ski resorts, and more e-commuter bikes cruising the cities. Hopefully, most people that got into cycling during the pandemic stick with it and get hooked on the joy of riding a bike, whether that means racing DH or enduro, tricking the local dirt jumps, or simply pedaling around town. Ride on!

Each of these products was entirely chosen purely on their technical merits, by me personally, and for the reasons described above. More great products passed through my hands in 2023. Under no circumstances were any of my picks paid for by their producers. Nor was any preference or favor given to any brand or advertiser. My selections are limited to products I’ve actually spent time riding/testing in person. A brand’s willingness to invite Bikerumor to join a launch event, or to provide product samples can make it more likely that we will have considered their products, if only because we can share our real, firsthand experiences.

The post BikeRumor Editor’s Choice 2023 – Steve’s Top MTBs, Components, Clothing & Gear appeared first on Bikerumor.

Forbidden Bike Co.’s incoming downhill bike has hardly been kept a secret, as their team racer Connor Fearon has been riding a prototype at World Cup DH races for a while. After honing and refining the bike into a downhill destroyer, the Supernought is now available to the general public.

At the moment there is no mention of complete builds – The Supernought will debut as a frame kit only. Initially, all kits will be sold with mixed-wheel dropouts, but Forbidden says that’s just ‘for now’ so it sounds like the full niner options will become available later.

Frame Features:

The Supernought frames are offered in full carbon only. The frames feature Forbidden’s V2 Trifecta high-pivot linkage and offer 205mm of rear travel. The high-pivot linkage uses a steel 18t idler with a solid lube bearing. The idler’s optimized tooth profile and Forbidden’s next-gen Race Guide should ensure reliable chain retention.

The Supernought’s other significant feature is its modular dropouts. Not only can you swap the dropouts to accommodate either a 27.5” or 29” rear wheel, but you can adjust the rear end length as well. Options for 0, +10mm, or -10mm allow riders to fine-tune their weight balance and the bike’s handling. If that’s not enough adjustability for you, Forbidden also went with a 49mm headtube to accommodate adjustable headsets. Forbidden has not yet provided any pricing or availability for the modular dropouts.

Forbidden’s press release states “A quiet bike is a fast bike and a clean bike is less prone to problems”, so they designed a whole set of frame protectors for the Supernought. The frame features fork bump stops which double as cable ports. That port and a clamping seatstay guide hold the derailleur cable tight to prevent rattling. The frame also gets heavy-duty shuttle and lower downtube protection, plus a chain guard (covering the chain and seat stay), all designed to handle the rigors of DH racing.  

To keep maintenance fast and easy, Forbidden kept the rear brake hose routed externally. This race machine has a 200mm direct brake mount.

Above is a full chart of technical specifications for the Supernought. Here’s some key specs for quick reference; The frame uses a BSA threaded 83mm BB shell with lower ISCG05 tabs, surprisingly runs Boost 148mm rear spacing, and accepts 31.6mm seat posts. Max tire clearance is 29×2.5”, although Forbidden recommends 2.4”.

Suspension:

When developing the kinematics for the Supernought, Forbidden’s downhill racers asked for more traction and sensitivity. The company gave this bike its own leverage curve and braking characteristics optimized for DH racing. They say the Supernought encourages you to stay off the brakes longer, but when you have to squeeze ‘em it remains highly composed.

The V2 Trifecta linkage is designed to gobble up roots and rocks so you can charge downhill and take on rough lines with ease. The axle path chart shows the wheel moves rearward by 34mm at 160-170mm travel.

Matching the racer’s desire for increased sensitivity, the leverage chart shows a fairly linear curve until it ramps up for the last bit of travel.

Geometry:

Supernought frames come in sizes S1-S4 covering riders from 5’2” to 6’6”. Following Forbidden’s ‘One Ride’ philosophy, the Supernought’s rear ends grow proportionally with each larger frame size so riders of all sizes get the same ride characteristics.

MX Geometry

See the geo chart for all the numbers, but here are some key specs: The Supernought’s head tube angle is 63.1°, while the effective seat tube angle is 75.8°. Reach numbers range from 420-488mm, and the proportional rear end lengths vary quite a bit from 431mm to 475mm. BB height is consistent across the board at 350mm.

One interesting note is that standover height also varies, growing 8-10mm between each size. Some brands have moved to keeping standover heights as consistent as possible while the reach grows, but Forbidden’s larger sizes do stand a bit (not drastically) taller.

29” Geometry

Going to a full 29” setup alters the Supernought’s geometry in a few ways. First off it makes the head angle slightly steeper at 63.5°, and the seat mast angle bumps up to 76.3°. Reach grows a bit with the bigger wheelset, ranging from 425-492mm. With the 29” dropouts, the rear end length remains the same as the MX bikes. BB height sits a bit higher at 356mm, but standover heights do not change between the MX and full niner configurations.   

Video by Liam Morgan, Max McCulloch.

The Supernought frame kit sells for $4299. The kit includes a RockShox Super Deluxe Ultimate Coil rear shock (with 300/350/400 lbs springs depending on frame size), an e-thirteen chain guide/bash guard, a seat clamp, dropouts and a rear axle.

Forbidden is offering the Supernought in two frame color options: VOL. 4 and White Noise. Frame kits are now available globally through Forbidden dealers and distributor partners.

forbiddenbike.com

The post Forbidden Bike Co.’s Supernought Downhill Bike is Ready For Anyone to Race appeared first on Bikerumor.

This summer at Crankworx Whistler, Leatt presented their upcoming 2024 Gravity 6.0 full-face helmet and Velocity 4.0 X-Flow goggles to a select group of MTB media. They kindly provided samples for review, so since then I’ve been riding with both pieces. The helmet and goggles have now officially launched, so here are the key details and my impressions of how they feel on the trails.

The 2024 Gravity 6.0 full-face helmet uses a new kind of carbon construction called M-Forge. This material flexes more than traditional carbon to help absorb impact energy, while keeping it super light. I found the Gravity 6.0 to offer great ventilation, comfortable interior padding, and a very reasonable weight.

Leatt’s new Velocity 4.0 X-Flow goggles introduce a new level of ventilation with their heavily cut-out frames. They proved to be comfortable and kept mud and water off my eyes (except for one specific incident). They also kept wind to a tolerable level, and are much cooler on your face than other goggles.

Gravity 6.0 Full-Face Helmet:

The 2024 Gravity 6.0 helmet boasts a new kind of carbon for most of its shell, called M-Forge. The M-Forge carbon is more flexible than traditional carbon fiber, so it helps reduce rebound to decelerate impact forces.  The chin bar is made from composite, and beneath the shell is an EPS + EPO impact foam liner.

The Gravity 6.0 has 22 vents, and a fairly cut-out chin bar with a removable mud/bug guard.

Protection is a top concern for Leatt, so they’ve outfitted the Gravity 6.0 with their 360 Turbine Technology. Leatt says these pads reduce peak brain acceleration by up to 30% at impact speeds that can cause concussions. Since they can shift in all directions, the pads also reduce rotational acceleration of the brain by up to 40%.

To further mitigate impact forces in a crash, Leatt gave the Gravity 6.0 a breakaway visor. They also designed this helmet to work well with neck braces.

The Gravity 6.0’s Dri-Lex interior padding is breathable and moisture-wicking. It also has anti-odor properties and is washable. Leatt stuck with a traditional double D-ring chin buckle for this lid.

Leatt makes two shell sizes for the Gravity 6.0, but with different sets of interior padding, they can offer S/M/L/XL sizes. The size range covers heads from 55-62 cm.  

As for weight, Leatt estimates 700-800g depending on size, but that seems a bit optimistic. My scale shows the medium Gravity 6.0 at 873g. The Gravity 6.0 helmet sells for $380. There are three color options: White Stealth, or Gold (as tested).

Ride Impressions:

Since Crankworx Whistler I’ve been riding the Gravity 6.0 helmet in the Whistler Bike Park and on my local trails. The first thing I’m happy to report is that it fits my head quite comfortably. I have a slightly shallow and narrow head, and the Gravity 6.0 sits right where it should be on me. The interior shape lines up nicely with my skull, and I never experienced any discomfort from this lid.

As this helmet is designed for DH more than anything, Leatt gave it substantial interior padding. The padding is comfortable, and the sizeable cheek pads keep the helmet snug without squeezing my cheeks.

I’ve measured my head at 56cm, but I’m wearing Leatt’s size medium helmet which is listed as 57-58cm. I got small and medium padding sets with the helmet, but the medium pads were tight enough for me. After all my test rides, the padding hasn’t packed out to any noticeable degree.

Ventilation:

My first ride with the Gravity 6.0 helmet was a three-hour summer session in the Whistler Bike Park. The weather was warm at the base and pleasantly cool up top with a good breeze blowing.

The Gravity 6.0’s ventilation is excellent. The big forehead vents are great; the entire top of my head and face were getting plenty of airflow. My head never felt hot in this lid, even while riding the gondola or hanging around the mountain’s base (and I left it on just to find out!).  On my local trail rides, I also noticed good ventilation around my ears from the side vents. Leatt also shaped the helmet’s shell so there are no vents that get blocked by your goggle strap.

Now the Gravity 6.0’s ventilation is very good, but I have a hunch it could be improved upon. The interior padding partially or almost completely blocks several of the vents, and some areas have vent holes but they’re small. I wonder how much airflow could be improved by trimming the interior pads to keep all the vents unobstructed.

While this is really a well-vented downhill helmet, it is airy and lightweight enough that it can be worn for enduro/trail rides. I did a bit of pedaling in it and found it almost as trail-friendly as some fully enduro-focused full-faces.

I’m happy with this helmet’s weight; it’s not a heavy lid at 873g. Leatt said they felt some superlight full faces aren’t as confidence-inspiring as one that feels a bit more solid, so they kept the 6.0 on the light side but used every gram they could to ensure good protection.

One thing I wasn’t wild about is how the Gravity 6.0’s chin bar is a bit high. Thankfully it’s not visually problematic, it just leaves a little less field-of-view than most other full-faces I’ve worn. I was still able to pedal up climbs without it blocking my view of the trail below.

Visor:

I’m not a huge fan of the Gravity 6.0’s visor, as it’s not much help in keeping the sun off your eyes. The breakaway visor is non-adjustable and is fixed in a pretty high position. One day I was riding along flat ground facing the sun, and the visor wasn’t shading my face at all. Looking at the helmet, it’s obvious the visor is designed to direct airflow into the vents (which it does well). I still think a height adjustment would be ideal so the visor can block the sun better.

Goggle compatibility was great with the Gravity 6.0. Leatt’s Velocity 4.0 X-Flow goggles fit perfectly with the helmet and every other pair of goggles I have fit into the face opening easily. While gearing up, it’s easy to feel the ridge in the helmet and line up your goggle strap properly.

For super sloppy days, Leatt provides a clip-on visor extender, which is translucent to allow light through. Since I was trying to get the X-Flow goggles splattered whenever possible, I never rode with the extender.

Overall I think the Gravity 6.0 is a nice looking lid, but the branding is a bit excessive. The word Leatt shows up 27 times on this helmet! It’s just my opinion, but I think the graphics would look nicer if they removed some of the Leatt logos.

Velocity 4.0 X-Flow Goggles:

Ventilation is the name of the game with Leatt’s new Velocity 4.0 X-Flow goggles. These goggles were designed around a chopped-away frame, which leaves the bottom completely open and has no foam in the top vents. They are intended to encourage DH or enduro riders who would typically wear sunglasses to enjoy the protection of a goggle without the usual added warmth or condensation. 

Leatt kept the foam minimal to keep these goggles cool, but there is foam at the top and sides for comfort and to keep sweat from running into your eyes. The Iriz lens models get a triple-layer, dual-density foam with an anti-sweat fleece backing. The clear lens models get dual-density foam. Since there’s no need to seal the X-Flows against your face, they can be worn a bit looser than typical goggles.

The Velocity 4.0 X-Flow goggles are available with two lens options – Rideviz Iriz lenses with a permanent anti-fog and scratch-resistant coating, or RideViz clear lenses. If you’re familiar with Leatt’s goggles, you might know their lenses are bulletproof! 

Leatt’s WideVision lenses provide 170° visibility. The X-Flow frames were designed to fit into helmets easily and to fit over eyeglasses.

The X-Flow’s mesh straps are designed to maintain airflow if they happen to block the vents on your helmet. The straps are 45mm on Iriz models or 50mm wide on clear lens models and have an anti-slip coating to keep them adjusted correctly. They also have silicone gripper strips to keep them secure on your helmet.

The Velocity 4.0 X-Flow goggles retail for $90 with mirrored Iriz lenses, or $70 with a clear lens. Frame color options are Blue, Red, or Granite (Iriz lens), Black, Stripe, or Timber (clear lens).

Ride Impressions:

The Velocity 4.0 X-Flow goggles fit my face well, and I found them comfortable. You might wonder if they would create any pressure points at the bottom of the sides, but after my first few hours wearing them I didn’t find this to be a problem. If anything, there is a bit more pressure on your nose than usual, but the foam padding was good enough to keep my nose happy.

Depending on how the goggles fit with your helmet, this can be slightly better or worse; With a Bell Sanction full-face, I felt less pressure on the nose than I did with Leatt’s Gravity 6.0 helmet or my ABUS AirDrop. At worst, it was still only a minor difference versus normal goggles and I never came home with a sore nose.

Protection:

With the huge vents on these goggles, you’re probably thinking water, mud, or dust might get inside the lens while you’re riding. I only had one issue with water getting in from the top vents, but otherwise, I never managed to get any spray or splatter in my eyes.

On one run in the very dry Whistler Bike Park, I chased a few riders through a serious cloud of dust and none of it got to my eyes. Through fall and early winter, I went for a few rides in wet conditions, in both light rain and wet snow. The open bottoms of the goggles didn’t allow anything to get up behind the lens, even with my open-faced Oakley DRT5 helmet providing no protection from below.

Once I had an issue with the top vents allowing water in – On my snowy ride the trees were dripping on my DRT5 helmet as I climbed, and when I put the goggles on for my descent, water dripped from my wet helmet onto the inside of the X-Flow’s lens. A little foam in the top vents would likely have prevented this.

I never had any issues with too much wind flowing through the goggles. On a near-freezing ride, I could feel the cold air flowing around my eyes almost enough to make them water – but not quite. On that ride, it occurred to me these goggles are comparable to a pair of larger-lensed sunglasses in terms of wind protection. You will feel air flowing all over your face with the X-Flows, but they kept the direct wind off my eyes well enough.

Condensation:

The upside of the Velocity 4.0 X-Flow’s generous airflow is they are far cooler on your face than most goggles. On hot days not sealing off half my face felt great, and my face remained much cooler than normal goggles would allow. I could only imagine anyone preferring full-framed goggles for sub-zero rides where you want to stay warm wherever possible.

One thing these goggles do amazingly well is resist condensation. From sweaty summer days to snowy rides, I never got any fog on the X-Flow’s lenses. Even after wearing them for short climbs and while pedaling home from the trails, I could not produce one bit of condensation. The Velocity 4.0 X-Flows easily beat any other pair of goggles I’ve ridden in this regard. You’d have to ride in a sauna to fog these things up!

My final comment on the X-Flow goggles is about one benefit you might not have foreseen. They provide excellent lower visibility, as you can actually see through the open bottom sections! This was a nice bonus when looking down to check your bike, or your phone, or enjoying a mid-ride snack. 

leatt.com

The post Leatt Gravity 6.0 Full-Face Helmet Gets M-Forged + Seriously Ventilated Goggles appeared first on Bikerumor.

As summer faded into fall, then early winter, it was great to have 7mesh’s Flightpath pants and Cache anorak to ride in. The Flightpath pants turned out to be a great all-purpose option, managing a vast range of temperatures well and offering unrestricted mobility. The Cache anorak also impressed me with its excellent breathability and weather resistance.

I did have one notable issue with the waist adjuster on the Flightpath pants, but aside from that I have nothing negative to say about them. The Cache anorak quickly became a new favorite, as it performed well on-trail, looks great, and offers a perfect fit.

Flightpath Pants: Construction

The Flightpath pants are made from a high-tenacity Nylon material with a raised yarn to help resist abrasions. This fabric offers a high level of stretch and good breathability. The Flightpaths are a bit heavier than 7mesh’s Glidepath pants, but they’re still on the cooler side and can be worn through mid-summer temperatures.  The legs on the Flightpaths feature an articulated knee stretch panel and taper down around the ankles. 

At the waist is an ultra-suede hook and ladder closure with six positions of adjustment. Beneath that is a zippered fly with a single button. I’ve always liked how 7mesh keeps components like waist closures small and lightweight – the tiny buckle on the adjuster goes completely unnoticed on rides.

The Flightpath pants offer two hand pockets and two zippered side pockets. The right side pocket also has an internal mesh sleeve to hold a lift pass/credit card, etc.

Fit:

I started out with size medium pants (listed as 31-33”), and they fit me pretty well but were a bit loose on my roughly 31” waist. Even with the adjuster cinched in all the way, the waist was just tight enough to stay on my hips. The medium pants were roomy, but not excessively baggy so I was perfectly happy riding in them. The leg length on the mediums was perfect for me; they’re just long enough keep my legs fully covered in any riding position.

One day during a ride, I had a technical failure with the Flightpaths. The pants felt extra loose, and when I looked down I realized the waist strap was suddenly about 3” longer than before. It seemed the strap had pulled away from an anchor point somewhere within the waistband.

I got in touch with 7mesh, who immediately offered to repair the pants. However, since they fit a bit big I asked for a size small replacement. They agreed, and the smalls were a much better fit. I can now tighten the waist enough with room to spare on the adjuster. I did notice the size small’s legs and lower cuffs are a bit slimmer. The only thing I liked better about the medium pants was leg length; at 5’10” I would gladly take another inch or two on the smalls’ legs. Thankfully they are long enough to sit just above my shoes.

This summer I tested a pair of Dainese’s slim, light-duty Trail Skins Lite kneepads, which I specifically chose to try under riding pants. Even with the size small pants, they easily fit underneath without hanging up or limiting mobility at all.

The Flightpath’s hand pockets are deep and have a tapered shape, so they hold a smartphone securely and comfortably. The side pockets offer more storage, which is great, but my smartphone would bounce around a bit in those pockets. Lightweight string zipper pulls make for easy access with gloved hands.

There is simply no limit to mobility in the Flightpath pants. Their articulated cut is great, so you hardly even have to rely on the fabric’s ability to stretch. Despite their free movement, the crotch area fits closely enough that it wasn’t prone to catching on my saddle.

Temperature Range:

I rode the Flightpath pants over a wide range of temperatures and always remained comfortable. On a 20° C (68º F) summer day, they felt impressively cool even with longer socks and kneepads underneath. The pants don’t have any vents, they rely on their fabric to keep you cool and it does a fine job. It was clear the pants were breathing well enough to keep my legs from getting overly hot or sweaty.

As the seasons changed I’ve now ridden the Flightpaths down to near-freezing temperatures. While they’re a thin pant, they still hold warmth in much better than shorts so I’m loving them for cooler rides.

Aside from the waist adjuster issue with the medium pants, I haven’t done any damage to the Flightpaths. 7mesh built these pants to be durable and the fabric has held up very well, showing no noticeable wear after several rides. The Flightpaths offer a DWR coating for water resistance, which easily fended off puddle splashes. I never got myself soaked in the pants, as they’re not claimed to be waterproof.

The men’s 7Mesh Flightpath Pants are available in sizes XS-XXL, and they come in Black, Bottle Blue or Peat (as tested) colors. MSRP is $250, and women’s models are also available.

Cache Anorak – Construction:

The Cache Anorak is one of 7mesh’s first pieces from their Airmap collection. The Airmap clothing was created in response to the industry-wide ban on PFAS chemicals, which were used to improve waterproofing. Without them, 7mesh has shifted to new fabrics that aim to offer the most weather resistance and breathability possible. The good news is, I found the Cache anorak was a great performer in both regards. It works so well, in fact, that it made it into our selection of the best mountain bike jackets.

Airmap garments use up to three layers of fabric in different areas to optimize breathability and weather resistance. The Cache anorak uses three layers in the body, and two layers for the rear side panels, hem and cuffs. It also features fully taped seams.

Intended for MTB or gravel riding, the Cache Anorak is a hooded pullover with a half zipper. As is typical with 7mesh it features lean elasticized cuffs, and small lightweight drawstring adjusters inside the hem. String pulls on all zippers make for easy gloved access while keeping things light.

For primary storage, you get a zippered kangaroo pocket. There is another small pocket inside it, which is usable but also doubles as 7mesh’s Stash System pouch. With the Stash System, the anorak can be packed up and strapped to your bike when not needed. 

Fit:

7mesh describes the Cache’s fit as ‘relaxed and articulated’ and I’d have to agree. It’s roomy enough to accommodate layers underneath, yet it still feels fairly lean on the bike. Arm length and body length are easily ample for me, and the half zipper makes it easy to pull the anorak on and off with a helmet on.

The hood is large enough to fit over a helmet, but riding with it up might be a stretch. It’ll keep you covered when standing around on the trailside, but it isn’t quite big enough for me to ride in. With my Oakley DRT5, one of my smaller shelled helmets, the hood was tight enough that it would tug the jacket around while I rode. I suspect 7mesh tried to nail down an ideal size for the hood, as it has no cinches or adjusters.

The anorak’s collar is great. It’s high enough to hide behind in crappy weather, but doesn’t rub on your chin or neck. Fully zipped, it holds itself up and away from your face. With the zipper down, the collar falls out to the sides evenly.

Temperature Range:

With no pit zips, the Cache anorak relies on its Airmap fabric to manage heat and moisture. Thankfully it does a very good job! At first I underestimated how warm this thin jacket would be, and took it out on a 14-16° (57º – 60º F) day with a long sleeved jersey underneath.  I started off nice and warm and noticed good wind protection from the jacket. After about 10 minutes of climbing, I was starting to sweat and had to pull it off.

I went for another ride in varying conditions, ranging from 13-17° (55º – 62º F) with a mix of sun and cloud cover. With a ¾ jersey underneath, I still got to the point of sweating and took the jacket off for the last part of my climb. Soon afterwards, it got cloudy and cooled down a bit. It was just cool enough to put the anorak back on while shooting a few photos and for my descent.

After these warmer rides I can say the anorak definitely breathes better than anything that’s fully waterproof. I also noticed opening the front zipper helps dump body heat, especially when there’s a breeze blowing.

Temperatures continued to drop as winter came in. With a warm midlayer underneath, I’ve now ridden the anorak in temps as low as 5° (41º F) and remained comfortable. Again, the Airmap fabrics seem to breathe very well; I never wound up a sweaty mess under this jacket.

The Cache anorak packs down nicely, but stashing it on the frame isn’t super slick. The stash pouch is fairly wide and the straps just barely stretch enough to lash it to the bike. It totally works, it just looks a bit bulky. I don’t know why 7mesh made the straps hold the packed-up anorak widthwise across your top tube rather than lengthwise along it (it can’t sit lengthwise due to the buckles). I’m a bit concerned about how long those straps will last since they have to stretch so much.

Water Resistance:

One day I got the perfect chance to test the Cache’s water resistance. I rode for 45 minutes, fully exposed for most of the ride, in conditions ranging from a light drizzle to steady rain. The anorak got home totally dry on the inside despite the rain getting heavier throughout my ride. The arms and shoulders looked like they were close to saturation, but did not soak through. I’d say that’s impressive for a fabric that isn’t slick or rubbery like fully waterproof fabrics. As for coverage, the anorak’s arm length is easily adequate, and the tail is long enough to keep all spray and splatter off my jersey. 

The Cache Anorak sells for $330. Men’s sizes go from XS-XXL, and color options are Black, Prince (purple), or Butterscotch (as tested). 7mesh offers women’s models as well.

7mesh.com

The post 7mesh’s Flightpath Pants Offer Any Day Coverage and the Cache Anorak Balances Breathability and Protection appeared first on Bikerumor.

After enjoying many previous items from Dainese, I was stoked to test more of their gear this year. I got my hands on their HGC Shell and HGR Pants, plus a pair of HGR gloves and their Trail Skins Lite kneepads.

Unfortunately I wasn’t too impressed with the weather resistance of the shell or pants, and had issues with the fit of both as well. Luckily the gloves and kneepads fit properly, and after many test rides I came away pretty happy with those pieces.

Trail Skins Lite Kneepads

The Trail Skins Lite kneepads are a slim, flexible pair designed for XC or Trail riding more than enduro… but I specifically wanted to see how they worked with different trail riding pants.

The Trail Skins Lites fit under 7mesh’s Flightpath pants easily, and the pants don’t hang up on them while you pedal. They also fit under Dainese’s HGR pants (pictured above), which are slimmer than the Flightpaths, and still pedal just fine.

I’m wearing size XS pads. The lower hems are snug on my calves, and the top hems are just snug enough on my thighs. As you’d hope given their thin construction, these are easily the least motion-restricting kneepads I’ve pedaled in. Throughout all my test rides, I never experienced any discomfort from any part of the pads.

I wish Dainese had trimmed down the length of the pads’ sleeve sections more. There is a fair bit of sleeve length above the pad itself plus some below, and I’m not sure it’s necessary. Even with shorter socks and a chamois on, the pads almost completely covered my shins and well overlapped the chamois’ legs.

Despite their leg coverage, the Trail Skins Lites are cooler to wear than most other kneepads. I could feel air coming through the perforated pads while riding, and the thin sleeves don’t trap much heat in. 

Now of course the price you pay for flexibility and coolness is the Trail Skins Lites’ light-duty protection. I never smashed a knee during my test rides, but it’s safe to say these pads are limited to the ‘better than nothing’ class of protection.

Hems vs. Chamois

I learned one lesson with these pads – I went for a ride with the top hems over top of my chamois legs, giving the grippers no chance to grab my skin. The top hems slipped down easily, leaving the pad sitting in front of my kneecap instead of covering it. When I wore the pads under my chamois legs, the grippers did grab my skin and the pads held their position. For the next few weeks, they stayed put consistently for up to 3-hour loops with no adjustments.

However, I had one recent ride where the right pad simply wouldn’t stay up. I was wearing an older chamois with loose-fitting legs, and I suspect without the legs helping to hold up the pads’ hems, they were able to slip downwards. With my tighter-fitting chamois the Trail Skins Lites always did great, but on this ride, the right pad wouldn’t stay up. The left pad was fine for most of the ride… but then it gave up and slipped downwards too.

It’s possible the hems are stretching out, as I’ve worn these pads quite a few times. This is why I think an adjustment strap on the top hem would be a worthy addition. Despite that, I’ve found if I stick to wearing my tight-legged chamois’ the pads will stay in place. And as long as they do, they’re exactly the under-pants option I was looking for!

The Trail Skins Lite kneepads come in black only, and in sizes XS-XL. MSRP is $75.

HGC Shell

Designed to protect you from nasty weather, the HGC Shell is made from a 2.5 layer, 10,000mm waterproof fabric with taped seams. The fabric offers some stretch, and the shell’s hood is largeenough to fit over a helmet. 

For storage you get two large mesh backed pockets/vents on the front, and one large zippered pocket across the lower back. Other details include a silicone gripper in the lower hem, a waist drawstring, glove-friendly pulls on all zippers, and adjustable cuffs.

Fit

I’m wearing a size medium jacket – Aside from one significant issue, the HGC Shell fits me well. The body length is perfect with the front reaching just below my waist and the dropped tail covering my butt. Unfortunately in my case, the HGC’s sleeves are too short! In riding position the sleeves pull up my arms leaving a considerable gap between my gloves and the jacket. I’d need another two to three inches to ensure proper arm coverage.

I like the HGC Shell’s collar design, but how it sits can be a bit unpredictable because of the shell’s stiff water-resistant zipper.  Fully zipped, the collar sits high enough for you to tuck your chin inside on wetter or colder rides, which is great. However, sometimes the collar creeps under your chin and sits against your neck. Since the zipper props up the jacket, the sides of the collar don’t fall away when you partially unzip it. Standing on their own, they can get in your face and be a bit irritating. Dainese did include a fabric hood to keep the zipper itself from touching your chin and neck.

Temperature and Coverage

One of my first trail rides with the HGC Shell was in damp 13° C (55º F) weather. With a thin long long-sleeved jersey underneath, I was sweating after 15 minutes of climbing. I opened the shell’s front vents and the zipper halfway, and that kept me warm but not overly hot for the remainder of the ride.

I went for another ride at 15° (59º F) with a thin SS jersey underneath, and I got sweaty. While the chest vents are noticeable, the HGC Shell’s arm and armpit ventilation is not great. I think pit zips or vents would be a worthy addition to this jacket; without them, the front zipper becomes an essential means of dropping heat (even with the front vents).

As winter set in I found the HGC Shell could be worn into pretty cool temperatures, paired with two thin layers or one insulated jersey underneath. Since the fabric itself is quite windproof and doesn’t breathe particularly well, keeping the zippers closed will hold your warmth inside.

Aside from the short sleeves, the shell provided good coverage for me and never restricted motion in any way. I usually came home with two inches of mud spray on the bottom of my jerseys at most, and only got my jersey’s lower hem wet in the front on one rainy ride. 

The HGC Shell’s large hood fits over a helmet and leaves enough room to ride comfortably; in fact, I had to cinch it down to keep it from blowing off! It would be awesome if you could button the hood down while not in use, as it’s pretty big and floppy.

Water Resistance

During Crankworx Whistler I got to test the HGC Shell in warm, damp conditions. After a ride in intermittent light rain for nearly an hour, the jacket mostly kept me dry but the sleeves were wet inside. I suspect this was from my arms sweating, as it never happened again in cooler temperatures.

I finally got a chance to get properly wet in the HGC Shell, and wasn’t too impressed with its water resistance. Unfortunately Dainese describing this shell as ‘totally waterproof’ did not match my test results…

I rode in steady rain for just under an hour, mostly in exposed areas. This time, I made sure to ride slowly and casually to ensure I wasn’t getting sweaty. By the time I got home, most of the HGC Shell’s inside was wet. Only the lower back portion was dry inside – the sleeves, shoulders, hood and front were soaked. I was only dry because my mid layer hadn’t soaked through yet. The HGC Shell will keep you protected from light showers, splashes, and splatter, but a steady rainfall will get through this jacket before long.

The HGC Shell is available in Tradewinds (as tested) or Periscope colors. Men’s sizes go from XS-XXL. Women’s models are available in Tradewinds only and in XS-XXL sizes.  The HGC Shell sells for $240.

HGR Pants:

Dainese’s HGR pants are designed with durability in mind, and they offer a streamlined fit. I had some issues with the sizing, but rode the pants regardless to see how they performed on-trail. 

As for construction the HGR pants are slim in the legs but feature articulated knees. The legs taper down towards the ankles, where you’ll find simple cuffs with no stretch panels or zippers. Built for durability, the pants’ fabric isn’t particularly light or thin.

The HGR Pants provide two zippered hand pockets, which are not huge but I’m happy to have them – they offer secure storage and remained comfortable with smartphones and keys inside.  One final touch is Dainese’sHook Button system, which allows you to carry Dainese’s gloves on your waist and save some pocket space.

Fit

Now, regarding sizing: The sizing guide led me to request XS pants which are listed on Dainese’s Italy website as size “USA-UK 32″ (these pants are not shown on the USA site). However, looking at a different size chart our editor found XS pants waist size listed as 27.2-29.5”, which is far more accurate.

Discovering that discrepancy explains why the XS pants are very tight on my waist, which is around 31”. The waist features a zippered fly with Dainese’s Slide-Fit closure that provides three notches for adjustment, but they’re not evenly spaced. Two sit close together and the third seems to ensure those with smaller waists can clinch down the pants further. I’m using the largest notch and thanks to the fabric’s stretch, I can just squeeze into the pants. After several rides in them, the waist isn’t loosening up at all.

The other fit issue I had was the legs – they are far too short, though this would make sense given that I should be in a larger size. I could easily use another 2-3 inches of length to keep my ankles covered up.

Weather Resistance

Despite having a very lean cut (and being too small for me) I can say the pants pedalled perfectly well, with no restriction of motion. While I wouldn’t call them excessively warm, the HGRs are not the coolest pants. On most rides, I noticed my phone got wet with sweat, even in temperatures down to roughly 10° Celsius (50º F).  

During some rainy rides I found out the HGR pants are not very waterproof like the jacket. After about half an hour pedaling fully exposed to steady rain, my thighs were soaking through and my legs started feeling wet. By the end of the 50-minute ride, my thighs were saturated. The saddle area also soaked through, so I wish Dainese had made at least that area of the pants more waterproof. Puddle splashes and mud splatters were easily fended off by the pants, but they didn’t hold up to much actual rain. 

The HGR Pants are available in Tradewinds, Sand, or Black colors. Sizes go from XS-XXL. MSRP is 179.95€.

HGR Gloves:

Dainese’s HGR gloves have left me with nothing to complain about, proving to be a durable, tactile and comfortable pair. I’ve worn these gloves quite a few times over this summer and fall, and they hardly look used.

I’m wearing size smalls, and they fit me very nicely. They are snug, but with a bit of stretch to the fabric they offer a precise fit. Finger length is perfect for me, and the cuffs easily cover my wrists. The Velcro wrist closure provides a snug, secure fit, and has remained perfectly comfortable. I’ve had no issues with irritating seams, stitches or bunchy areas anywhere on the HGR gloves.  

Even with some silicone printing for grip, the HGR gloves’ palm fabric is thin and provides great grip feel. I noticed these gloves were tactile enough that I rarely removed them when fiddling with my phone or camera. Conveniently, the fingers are very touchscreen-friendly.

Temperature-wise, these gloves are pretty typical. The perforated palms, thin back panels and mesh between the fingers all vent heat well. There are lighter mesh-backed gloves out there, but the HGRs are perfectly suitable for spring, fall, and hot summer rides.

I only have one minor suggestion regarding the HGR gloves: I think the pull tabs on the cuffs could be trimmed down a bit. That’s the worst I can say!

The HGR gloves are available in Black, Military Green, Grey, or Sand colors. Sizes XXS-XXL are available, for the price of $45.

dainese.com

The post Trail Riding in Dainese Trail Skins Lite Kneepads, HGC Shell, HGR Pants & Gloves appeared first on Bikerumor.

When I was invited to an ENVO event, I knew I’d get a chance to check out their ebikes, even though the event was mostly to reveal their new electric ‘UPT’ vehicle. While the UPT was interesting, it’s on the edge of Bikerumor’s scope so I was glad we spent some time riding a few of ENVO’s ebikes too.

In addition to their line of familiar-looking ebikes, ENVO also had their semi-enclosed Veemo three-wheelers available for test rides. I got the chance to briefly ride the Veemo, plus ENVO’s D50 and STAX ebikes.

One note – Since these bikes were not the focus of the launch event, the Veemo, and D50 I rode were not fully built to current specs. Those differences are noted below. 

ENVO D50:

The D50 is ENVO’s all-purpose ebike, built on an aluminum hardtail frame. With mounts for racks and bags the D50 can be an ideal commuter, can haul cargo, or can be ridden on MTB trails with a few component upgrades. ENVO also sells an ST50 model, which is basically a D50 with a step-through frame.

The D50 comes with an SR Suntour 80mm suspension fork (not the RockShox fork shown on my demo bike). The bike comes with 27.5” wheels, but the frame is capable of running 29s. You will have to swap the fork to a 29” model if you upsize your wheels.

The D50 is powered by a 750W rear hub motor and a 48V 15Ah battery. Its top speed is 28mph, and its range is up to 93 miles (using the lowest pedal assist level). If you wish to double the bike’s range, a second full-sized battery can be added. One option ENVO offers is a torque sensor; the D50 comes stock with a cadence sensor, but if you want more response from your pedaling inputs you can opt for a torque sensor instead.

The D50’s controller provides five pedal assist levels and a throttle. A 9-speed drivetrain offers ample gear range for commuting but would be a bit lacking for MTB (especially given the D50’s large front chainring). Tektro hydraulic disc brakes offer reliable, all-weather stopping power.

The ENVO D50 sells for $2099. Small and Large frame sizes are offered, which should fit riders from 4’11” to 6’6”.

Initial Impressions:

Right away I noticed the D50’s 750W hub motor offers lots of power.  We got several chances to ride up steep roads on our short test ride, and even in the 3^rd assist level out of 5, the bike had no problem sailing up them. The D50 still climbed with ease when I relied on throttle power only.

I did notice quite a bit of overdrive on the D50. I found the rear hub motor still providing power for 1-2 seconds after I stopped cranking, which could be dangerous if you’re not expecting it. With the stock cadence sensor, getting the bike going from a higher gear took a fair bit of effort. The optional torque sensor might help with initial pickup since it can detect how hard you’re pushing the pedal. Once the power comes on, it comes on pretty strongly and you pick up speed fast.

I’ve had limited experience with ebikes that have throttles, but I’ll agree it’s a convenient feature. It definitely came in handy when we veered onto steep uphill streets and I was pedaling in the wrong gear. The D50’s throttle offered plenty of power and quick acceleration. 

The D50’s hydraulic brakes offered more than enough power for quick stops, and they would be ample for less intense trail rides too. At 5’10” I am within the recommended height range for the D50, and I had no issues with how the bike fit me.

ENVO Stax:

The Stax is ENVO’s stealthy ebike option (though the massive seat post is a bit of a giveaway). This 6061 T6 aluminum flat bar gravel bike has a rigid aluminum fork and offers a faster, sleeker ride versus the D50. The Stax is fast on pavement, but since they gave it 700x40C gravel tires it can handle light-duty off-road terrain too. Coming in at 42lbs, the Stax isn’t super light, but not too heavy either.

The Stax’s hub motor offers 500W of output, and the seatpost battery provides 36V and 12.8 Ah of juice. The range tops out at 625 miles, and the max speed is 20mph. ENVO’s controller offers 5 levels of pedal assist, and the bike I rode had a throttle as well. Since you’ve got power, ENVO gave the Stax an integrated headlight.

Other non-electric components include an 8-speed drivetrain and hydraulic disc brakes. The Stax frame does have mounts for fenders and rear racks if you want to haul some cargo. ENVO offers the Stax in one unisex frame size, intended for riders from 5’5” to 6’5”. It sells for $1879.

Initial Impressions:

Right away I thought if I chose an ENVO ebike for commuting purposes, I would go for the Stax. I like the stealthy look of the bike, the very reasonable weight (you could actually carry this ebike up stairways), and the fast roll of the 700x40c tires. Sitting right in the middle of the Stax’s recommended height range, I found the frame fit me pretty well.

Even with 500W the lighter Stax has plenty of power on tap. The bike handled steep uphills with no problems at the middle assist level 3. Like the D50 I found the assist power comes on quick and strong, and launches you forward a bit suddenly. The throttle alone has no problem rocketing this bike along the streets and up hills.

ENVO says the Stax has ‘race-inspired’ geometry, and I wouldn’t disagree. The bars felt quite low on this bike, and the reach leaned me forward into a pretty aggressive riding position. I found the Stax’s handlebars quite narrow but I am used to riding 800mm MTB bars. The bars had a generous backsweep, too. If you’re wondering, it wouldn’t be easy to swap to a drop bar on the Stax, since the controller/throttle is made for a flat handlebar.

ENVO Veemo:

The Veemo is a semi-enclosed three-wheel velomobile, with front and rear suspension and a partial roof to keep you mostly weather-protected. The ENVO team said the lean roof works well enough that you don’t have to wear waterproof clothing on a rainy ride. For those wet days, the Veemo has a windshield wiper. Inside the enclosure, the Veemo offers a 60-liter cargo area behind the rider.

The Veemo is currently being field-tested in Vancouver by a food delivery worker named Sam. Apparently, he’s loving it, mostly because sitting in the Veemo’s seat for 8 hours a day is a lot more comfortable than sitting on a traditional bike seat.

Max power from the Veemo’s hub motor is 750W and 80Nm of torque, the max speed is 20mph, and its range is up to 125 miles (with the dual battery option). Like ENVO’s ebikes, the Veemo offers 5 levels of pedal assist and a throttle. A 9-speed drivetrain provides gear range, and the Veemo stops via hydraulic disc brakes on all three wheels (with regenerative braking). Other handy commuter features include head and tail lights, side mirrors, and a parking brake.

As for dimensions the Veemo’s front wheel width is 35”, its length is 79”, and it stands 59” tall. The Veemo weighs 135lbs. Its adjustable seat should fit riders between 5” and 6’4”.  

*Video c. ENVO Drive Systems

In Vancouver, the Veemo is fully legal to ride in bike lanes… interested buyers might want to verify local regulations. The Veemo retails for $6199. ENVO is currently accepting down payments with availability expected in April 2024.

Initial Impressions:

This was my first ever ride in an enclosed three-wheeler, so I’ll warn you I have no basis of comparison! I was curious to see how it would handle and how stable it would be, but quickly found it easy to drive. The Veemo’s front suspension is firm enough that you don’t lean deep into corners, but it still smooths out bumps in the road. After chatting with ENVO’s employees, I was convinced the Veemo won’t tip over unless you do something drastic. Apparently, no one has rolled a Veemo yet!

I was happy to find the Veemo’s turning radius was tight enough to get around city intersections with no problems. I also found the hydraulic brakes offered enough power to stop the Veemo easily.

Pedaling Around Town

With a full backrest, the Veemo’s seat was very comfortable, and I had no issues with the ride stance. I could get enough power to the pedals but sat in a pretty upright and comfy body position. I only had one ergonomic issue: My heels hit the floor under the pedals a few times while we cruised around. A bit more space there might be ideal.

The Veemo I rode had an outgoing Bosch motor system on it, so I can’t comment on the Veemo’s drive system. ENVO has updated the drivetrain with their own electronics since this prototype was built.

The Veemo isn’t really that wide, but it definitely feels wider than a regular bike when you’re driving it. It’s wide enough that as we were cruising around Vancouver’s side streets, cars were more cautious of driving around us than if we were on bikes. On bike paths, the Veemo was narrow enough that other cyclists could easily pass by.

With just a short ride on each, this is all I can say about ENVO’s Veemo, Stax and D50. For complete details on each visit ENVO’s EBike BC retail website, or envodrive.com.

ebikebc.com

The post Cruising Vancouver in ENVO’s Veemo: The 3-Wheel eBike ‘Car’ You Can Ride in Bike Lanes appeared first on Bikerumor.