I’ve been testing tons of race rubber for our best XC tires buyers guide and Continental’s minimal tread Race King is the fastest of the lot. But what does an ultra-fast Olympic and World Championship XCO Mountain Bike winning tire feel like on the trail – apart from making it feel like you’ve got a motor?

Design and build

I’ve been a bit misleading saying the tire I tested is an Olympic and World Championship XCO winner as both Tom Pidcock and Pauline Ferrand Prevot use a special ‘Pro-Limited’ version that’s not available to the public. In fact, the public options are pretty simple with a non-tubeless, wire bead ‘Performance’, a mid-range tubeless ‘Shieldwall’, and the ‘Protection’ version I've tested here. This supersedes both the old Supersonic and more recent RaceSport models. It uses a three-ply 60tpi carcass with an additional free-floating ‘Protection’ layer sandwiched between them. It currently only comes in 2.2in width but in 26, 27.5 and 29er sizes, with brown wall ‘Bernstein’ versions in 27.5 and 29.

Protection tires use an XC MTB-specific version of the ‘Black Chili’ compound while Performance and Shieldwall use a ‘Pure Grip’ rubber recipe.

Performance

The Race King tread pattern has been around for ages and prior to the 2023 World Championships and 2024 Olympics, the tire had slipped off a lot of racer’s rubber radars. The current tire is actually a second-generation model though with slight changes to tread and a smaller carcass. At 56mm wide it’s absolutely bang on the claimed 2.2in size and only 1mm narrower than allegedly ‘2.4in’ Maxxis Forekaster and Schwalbe Wicked Will tires and 1mm wider than Hutchinson Skeleton ‘2.3in’ tires. They’re a peach to fit too, easing onto the rim without needing levers or excess wrestling. They’ve then popped up to a secure, spillage and bubble-free fit with a track pump on several different rims we’ve used them on.

Despite the quad-layer and accurate sizing, they’re over 100g lighter than most current generation XC tires at 630g. That makes them super fast to accelerate and the very low tread and a lively carcass are blisteringly quick. That’s not a casual comment either as I’ve been comparing different XC tires from a ton of brands all year. Even against the best of the rest, the Race Kings still feel noticeably faster rolling, with a genuine ‘it feels like I’ve got a low power motor fitted’ vibe to their ridiculous rolling speed. With the same tiny triangular knob pattern carried over onto the intermediate zone and shoulder, they don’t lose any speed in turns or if you sink into soft ground.

Despite the light weight, the carcass doesn’t buckle, stumble or burp sealant if you drop pressures into the teens either. While they don’t feel as super supple and compliant as Schwalbe’s Super Race, they’re damped enough to stop excessive pin balling. I’ve not had any punctures while testing yet either and there's been zero carcass damage despite some hefty rim to rock clunks – they’re E-25 e-MTB approved too.

Considering the comically low, close spaced tread, the in-line grip isn’t as bad as you’d expect either. Yes, you need to be subtle with your stopping but they don’t lock up as soon as you touch the levers on trail strength brakes like Vittoria’s Peyote tires do. There’s acceptable drive traction available if you temper torque levels and I surprised myself by nursing them up greasy, grassy, clay, and loam tech climbs that other riders struggled on with trail tires.

While the rounded shape makes them easy to drop into corners, the tread opens up even further in the intermediate zone so grip actually reduces. While there’s more of a closed rank of knobs at the shoulder, they’re still too low to add significant turning bite. That’s OK on hard, dry surfaces, but on loose or muddy trails you’ll definitely be pushing your luck if you’re not backing off your bravery significantly. The tread is narrower than the carcass too so off-camber grip is also non-existent and the sidewalls have no protection against scuff damage. Those boulder heaps that they love to put on modern XC tracks (and which occur naturally on the moors around here), bounce the bald sidewalls around like a mosh pit too.

Verdict

Even by XC standards, Continental’s Race Kings are ridiculously fast rolling and will genuinely give you e-MTB vibes in terms of how they climb and accelerate. In fact, they opened or closed gaps on group rides so fast my ‘mates’ were actually deliberately switching to hike-a-bike climbs to stop me leaving them for dead. Obviously they extend that efficiency and easy speed to epic marathon / bikepacking / big gravel use too and we loved the way they added speed to the drop bar variant of Pace’s RC429. They’re easy to fit, light and seem tough and puncture-proof enough for trail use so far.

Even on the back wheel, the minimal tread needs skilled and subtle use to keep connected in a straight line though. Lack of shoulder grip means cornering is often an exercise in desperate hope though and rocks and roots can shunt the bald shoulders all over the place.

Tech specs: Continental Race King Protection

• Price: $60.00 / £68.45 / €64.95
• Sizes: 26, 27.4 and 29 x 2.2in
• Options: Protection (tested), Shieldwall and Performance
• Weight: 628g (29 x 2.2in Protection)

GT is one of many brands selling off older stock at up to half price due to the post-Covid crash. Its short-travel Sensor ST Carbon Pro trail mountain bike delivers a bang up to date, easy riding experience. It's great for playing in the local woods, wild singletrack or long days out, but is happy on the more hardcore stuff too. At its reduced price, the Sensor ST Carbon Pro is one of the best budget full-sus bikes around too.

Design and geometry

The carbon mainframe, seatstays and alloy chain stays are the same as the longer travel Sensor Carbon LE. Using a 47.5mm rather than 55mm stroke rear shock reduces travel to 120mm rather than 140mm. The shock is driven through a welded two piece linkage pivoting on the organically muscular seat tube. This has a triangulated split at the top to add stiffness but also evoke the signature 'Triple Triangle' frames of GT’s 1990s glory days. The LTS (Linkage Tuned Suspension) acronym has stayed too and it still uses a pivot on the chain stays. This means a relatively neutrally tracking rear axle path rather than a simple arc.

Thankfully, geometry has definitely changed since the '90s with a 65.4-degree head tube, 77.4-degree seat tube and a generous reach of 485mm on the large I tested. Ride height is relatively high for a 120mm travel bike at 340mm (39mm drop) while chain stays are relatively long at 440mm. That makes room for a cross brace on the chain stays while still leaving reasonable tire space.

Features include control routing through the front of the frame exiting just ahead of the mounting bridge for the vertical shock. That leaves plenty of room for a water bottle and strap-on cargo but there’s no bolted accessory mount. There’s an ISCG mount around the BB and a ribbed rubber chain slap guard. Unlike a lot of bikes being sold off cheap at the moment, it also has the latest UDH (Universal Derailleur Hanger) which makes finding spares easy and allows upgrading to SRAM’s T-Type rear mech at a later date.

Components and build

You’re currently getting a previous generation SRAM GX Eagle rear mech though, triggered through NX shifters. A Truvativ Style chainset is something I’ve not seen for a while, but as part of the SRAM brand family it runs on the commonly available DUB bottom bracket standard. It pulls an NX chain around a heavy 11-50T NX cassette that uses an old school splined HG freehub that’ll mean upgrades to a lighter, wider range cassette will need sourcing outside the SRAM parts catalog – as its fancier cassettes only work with XD freehubs. The freehub on the Formula rear hub is also slow to engage which makes it clunky at times too. The rims are 27mm internal to save weight, but 32 spokes at each end adds some of that mass back in. While there are cost compromises in the gear and wheels spec, the Maxxis Dissector front and Rekon rear tires are top spec triple compound EXO carcass versions

A low rise 780mm bar and 45mm long stem sync well with the geometry with clamp-on mushroom grips and a WTB saddle to complete the contact points. A GT branded ‘DropKick’ dropper is fitted in size specific lengths with 125mm on the small frame, 150mm on the medium and 170mm on large and extra large.

Ride, handling and performance

As you’d expect from the modern but not mental geometry numbers and the proven four-bar suspension system, the GT feels both familiar and well-balanced straight away. The biggest difference for riders coming off an older bike will be the steep seat angle shunting you forward over the bottom bracket. You’ll soon realize that the aggressive pedaling position is perfectly poised for steep climbs though. While it can bob and bounce if you really crank the power down at low revs, that means pedaling doesn’t interfere with consistent ground connection and traction. That can mean an isolated rather than interactive feel, but if you keep the cranks turning the ample ground clearance and plenty of grip means you can rely on the Sensor getting to some seriously tricky summits. If the bounce gets depressing you can always flick the shock lever across to a very firm and efficient locked position. The mid-width rims also give the tires a taller, faster-rolling feel. so it's a rapid-feeling bike on rolling, roller coaster trails, and a friend not a fight on long days out. Keep on top of your momentum though as it's not light for a short travel trail bike at 14.4kg. That makes acceleration steady rather than sprightly and the potential for an awkward gap between turning the cranks and the freehub engaging doesn't help either.

That leaves the already liberated and easy-flowing suspension free to move without pedal interruption. The shorter stroke in a relatively short overall shock length gives it a smoother feel than the more leveraged setup on the longer travel Sensor. This all added up to an almost gyroscopically leveled feel as I cruised across moorland singletrack or 'speeder biked' through rooty woods. The organic-looking carbon frame also feels more alive and 'spirited' than a lot of affordable composite chassis I've ridden. Overall that makes it a really easy bike to go fast on in easier situations. The smooth suspension, generous reach and stable head angle will get you a long way down more technical trails without a worry too. The previous generation Pike Select+ fork is a gem too, with the same Charger 3 damper as the Ultimate version but none of the chokey bushing QC issues of the more expensive fork. The 140mm front, 120mm rear travel imbalance doesn't feel bad either as the geo naturally weights you forward anyway. Lighter wheels and kit mean the ST is a kilo lighter than the longer travel Sensor LE. A very noticeable dynamic difference which isn't always the case with different travel bikes on the same platform.

The shorter rear travel is obvious once you really start slapping into bigger stuff or just hammering through prolonged jank though and that's when you'll start worrying about the relatively light and vulnerable rear tire too. The lively feel of the frame can start to get a spooked when it's having to deal with a lot of sideways loading from rough sections of aggressive cornering too. On the plus side, that reduces shock coming through to the rider for extra comfort on longer days. Its terrain following compliance and flow flatters the grip levels of both the Dissector front and Rekon rear tires too, easing you through potentially tricky situations in the same way the suspension does.

One curiosity that needs mentioning for those with sensitive knees, is that the bottom bracket is actually offset compared to the rear wheel and seat tube. It's only by a few mm though and none of the test team up here actually noticed it until someone who had got in touch with me after I posted a YouTube review on the bike.

Overall verdict

GT's Sensor ST Pro is a nicely balanced, vice-free, easy-riding yet reasonably efficient all-rounder for classic – rather than enduro style – trail riding. Even at the original 4k price, the spec would be decent value for a carbon framed machine with up-to-date features like the UDH hanger. I'd be more critical of the 'hidden' NX components if that was still what you'd probably be paying for it though. While GT themselves are listing the bike at $2,990 in the US, the bike is still officially 4 grand in the UK and Europe. Whatever territory you're in, you'll be able to find the Sensor ST Carbon Pro available with a hefty discount at retail though.

Tech spec: GT Sensor ST Carbon Pro

• Discipline: Trail
• Price: $2,990
• Head angle: 65.5 degrees
• Frame material: GT Sensor Carbon 120mm travel
• Fork: RockShox Pike Select+ 140mm travel
• Shock: RockShox Deluxe Select + RT 120mm travel
• Size: S, M, L (tested), XL
• Weight: 14.4kg
• Wheel size: 29in
• Chainset: Truvativ Stylo 6K 175mm arms with DUB bottom bracket.
• Rear mech: SRAM GX Eagle
• Shifter: SRAM NX Eagle
• Cassette: SRAM PG-1230, 11-50T 12-speed
• Brakes: SRAM G2 RSC hydraulic disc brakes with 180/160mm rotors
• Tires: Maxxis Dissector, 29 x 2.4in, 3C Maxx Terra EXO front and Maxxis Rekon 29 x 2.4" 3C Maxx Terra EXO rear
• Wheels: Formula hubs, WTB KOM Trail i27 rims
• Bars: GT Alloy Riser Bar, 20mm Rise, 780mm Wide
• Stem: GT Alloy 45mm
• Grips: GT Mushroom LockOn
• Seat post: GT DropKick 170mm dropper
• Saddle: WTB Silverado

US Brand Renen is the brain-child of Pete Fox, the man behind Fox Racing. Starting as a Motocross brand he enlisted mountain bike legend and multiple world champion Brian Lopes in R&D to develop Renen for the Mountain Bike market. Brian works closely with sponsored UK rider Marc ‘Slugger’ Beaumont for feedback on the UK market.

With a total focus on performance-driven products, all of its kit is handmade in the USA at Renen’s factory in Indianapolis, Indiana.

The GC-2 Glove is one for the minimalists out there, keeping things simple and sleek. It features a slip-on neoprene cuff, ergonomic design, one-piece Clarino palm and abrasion-resistant Italian knit fabric on the top of the hand for durability. They look very sleek and are well-priced so it will be interesting to see how they fare against the best mountain bike gloves and my current favorites.

Design and specifications

The GC-2 gloves are a minimalist glove for those who are all about bar feel. They feature an ergonomically preshaped design with a two-piece palm constructed from single-layer Clarino fabric. The cuff is a Neoprene slip-on design with a scooped-out shape to the inside of the wrist. The top of the glove is made from Italian WarpKnit fabric, a super stretchy material with high abrasion resistance.

To further enhance fit the palm features a set-in thumb design which also improves mobility and comfort levels. With a few strategically placed holes to aid breathability and reinforced fingertips for extra durability.

Performance

My favorite glove up until now has been the 100% Sling glove, that said I think they have just been knocked off of the top spot by the Renen GC-2 gloves.

Whilst not a super-lightweight glove in the same stable as the 100% Sling or Troy Lee Designs Ace gloves the GC-2 offer the same levels of bar feel but in a much more robust design.

Both the palm and upper offer more durability than the 100% and Troy Lee gloves mentioned, without sacrificing any of the bar feel of minimalist gloves that I love. My size medium fitted perfectly, with no bunching or loose material to the main body or fingers. The cuffs scoop pleasingly at the wrist’s sides to offer a high level of mobility and the medium length adds a bit of protection from the elements. The pre-curved form and stretchy upper material make these a pleasure to wear.

I’ve seen them through a summer of abuse with a few crashes thrown in for good measure and they’ve survived unscathed. In hot weather, they breathe well. In wet weather grip levels are superb.

With a great balance of durability, comfort and build I can see these gloves being my go-to for the rest of the year, or until it’s cold enough to reach for something thicker.

Verdict

If you want durability but don’t want to sacrifice the feeling of lightweight gloves, then the GC-2 gloves could be for you. The simple no-fuss aesthetic should appeal to the masses and with cracking levels of comfort they are certainly tougher than a lot of the current crop at a great price point that will see you through the seasons.

Tech specs: Renen GC-2 glove

• Price: $38 / £30 / €35.95
• Colors: Black / White / Red
• Materials: Italian WarpKnit fabric body, Clarino Palm
• Sizes: S-XXL
• Rival products: 100 Percent Sling, Troy Lee Designs Ace

There are so many choices when it comes to choosing a new mountain bike jersey and many variables involved before dropping your cash. Renen’s Unite jersey sits in the lightweight and highly breathable category. It’s handmade in the USA and features a cool custom name and number upgrade if you want to go full-factory, or just want your name on the back for fun. All of the Unite jerseys pair with the Renen MTB Pant.

Design and specifications

The Unite jersey is a close fitting jersey made from Drycycle technical fabrics boasting high-wicking capabilities. The back and underarm panels are constructed from larger sized Drycycle mesh material to promote moisture transfer, whilst the front body and arms use a heavier-weight material that looks like it should still vent well. The forearms use an abrasion-resistant ‘no snag’ material with a DWR treatment for added durability. The collar is a loop design rather than a standard crewneck, which, in theory, could add comfort as it eliminates the neck seam. 

If you want the full-factory racing look, Renen offers sublimation graphic name/number customized printing for an additional $50-$65. For that, you get your name and up to three digits printed on the back and arm using its own Renen font. As Renen use sublimation printing, all graphics are embedded into the fabric so it doesn’t affect the breathability of the material. There are also a couple of reflective print graphics on the upper chest and back of the upper arms.

Sizing ranges from S-XL with color options to match its Renen MTB Pant in Black, Chalk, Stone and Green and White Camo.

Performance

With the advice of Brian Lopes – yes, that Brian Lopes – Renen’s marketing and athlete manager, I went for a size small for a more fitted look. It hugs the upper body and then releases downward, creating a pleasing silhouette that feels soft next to the skin. There’s enough room for light body armor, and given the amount of stretch in the material, it would probably accommodate a full-on body jacket too. The slim cut and length in the arms are good, and there’s enough length if you want to wear it tucked in for a more race-oriented look.

Riding in hot weather, I did feel the initial build-up of sweat, especially once stopped after a hard climb, but it wicked pretty quickly once on the move drying out quickly. I could regulate my heat easily by pushing up the arms of the jersey. The stretch material stayed firmly in place and didn’t go slack afterwards, holding its shape, and it’s proven durable, fending off annoying attention from bramble strikes. 

I almost turned down the offer of the customised graphics, not being much of a racer, but with the ‘Big C’ in the family at the moment, it felt like as good a place as any to spread the message and certainly turned a few heads at the trail centre. The customized sublimated printing is a great option with this jersey, especially over traditional screen printing which can block essential airflow.

Verdict

With a base price below many high-end jerseys, I think it’s well worth the asking price, given the high level of construction, comfort and performance. It’s tougher than it looks, and the customization option is killer.

Tech specs: Renen Unite jersey

• Price: $84 +$50 for Back name/number customization + $15 for Additional shoulder number  / £65 / €78
• Colors: Black / Chalk White / Green camo / White Camo / Stone
• Sizes: S-XL

All Renen products are designed and handmade in the US. Created by Pete Fox of Fox Racing fame with input from multiple world champion Brian Lopes – so you know we're in good company.

Renen offer the unique ability to offer sizing for all of its MTB shorts and pants in both odd and even waist sizes, with each size specifically specced, which means in theory you should be able to get a precise fit. 

The Drop Short is an unlined lightweight warm weather short with four-way stretch material, built to be both durable and comfortable with simple styling.

I slip them on to see how these measure up to the best trail shorts on test, and if a relatively new kid on the block – to mountain biking at least, can cut it with the big hitters out there.

Design and specifications

As mentioned, Renen’s MO for its shorts and pants range is the odd and even sizing, called its precision fit. This means a truly massive range is available ranging from 28 to 38 Inches with everything in between! 

The Drop shorts are unlined and made from a superlight four-way stretch material named LiteSpeed and are intended for wearing in warmer weather. They use a simple Fly-Cam (ratchet) waist buckle for closure and have two hidden mesh-lined zipper pockets to stash your phone or small items.

They’re available in Black, Chalk White, Green Camo, a rather East-17esq White Camo and a truly vulgar Kahuku Hawaiian style pattern – the jury is out on those!

Performance

I opted for a 30-inch waist size, tentatively going on the fact that I wear Levi jeans with a 30-inch waist which are usually true to size. I'm happy to report that the fit is spot on and the Fly-Cam waist buckle only needed a few clicks of engagement to ensure a secure fit. 

The lightweight four-way LiteSpeed stretch material is very comfy, with a micro-grid texture to the fabric which feels great against the skin and flatlock stitching throughout avoids any chaffing. They fitted perfectly offering up room for movement over my Leatt Impact Shorts with the hem sitting just below the knee covering the first few inches of my knee pads – off the bike. I wore them on a mixture of long trail rides to bike park laps through warm and wet summer conditions. The material shrugged off light showers and on really hot days did a sterling job of wicking sweat on long hot climbs. On the bike, the hem sits just above the knee allowing for some much appreciated ventilation and a comfortable pedaling experience.

I like the understated graphics which employ a sublimation printing technique to embed the graphics into the fabric keeping everything clean looking. Two small mesh-lined pockets held my phone neatly in place with no flapping and they also act as air vents worn open in hotter weather. My only gripe would be that the small metal pull-tab is quite hard to use when wearing gloves. In a similar stable as Fox Racing Flexair shorts, Rapha Trail shorts and Patagonia Dirt Roamer bike shorts, the Renen Drop shorts are a good price and come in cheaper than the Rapha and Patagonia shorts and are on par with the Fox Flexair.  

Verdict

If you’re on the hunt for something new with the option to really hone fit, these could be for you. Performance levels are right up there and although they seem pricey they are well priced for the high level of performance.

Tech specs: Renen Drop MTB Short

• Price: $128/  £101 / €120
• Colors: Black / Chalk White / Green camo / White Camo / Kahuku
• Sizes: 28-38 inch

Calibre’s original Bossnut was unbeatable as a budget full suspension MTB from 2015 to 2020. But after becoming a Covid casualty, it’s now back in a totally new design and build that brings it bang up to date in terms of geometry, handling and hard riding focus. It’s amazing value for money too, but the rear shock tune will split opinion between senders and smoother riders.

Design and geometry

While it looks a lot different to early Bossnuts, the frame layout is similar to later gen ‘Nuts and very close to the longer travel Calibre Sentry enduro bike in both design, color and twin 29er wheel setup. It’s a totally different frame though and while the rear shock linkage is basically the same, it’s forged and finished by an entirely different manufacturer. Travel is reduced to 135mm rear with a 140mm fork up front.

In terms of practical details, controls are clamped externally right up to the headset cheeks to stop paint rub and there’s space under the shock for a full-size bottle. There are chain guide mounts on the bottom bracket and two different accessory mounts under the top tube. The main pivot, linkage, and shock driver yoke all sit on cartridge bearings, while the rear pivot on the seat stays uses synthetic bushes. The gear mount is also proprietary rather than SRAM's UDH standard and the gear cable runs unprotected along the top of the drive side chainstay. You will be able to buy clip-on armor aftermarket though, as well as a Sheffield-made linkage kit to correct the geo if you want to run a 27.5in rear wheel.

Geometry ticks all the on-trend boxes though with a 64.4-degree head angle and an effective seat angle between 77 and 78 degrees – depending what height you run the saddle at. Reach is a roomy enough reach is 475mm on the large while the seat tube is relatively short at 440mm to give plenty of dropper space. Rear end length is 445mm while the overall wheelbase is a stability-boosting 1,250mm. Unlike many budget bikes, Calibre are also offering a full XS to XL size range, with the smallest bike getting 27.5in wheels to keep the feel and handling proportionate.

Components and build

While five years of price inflation means the Bossnut price has now jumped up by several hundred pounds, it’s still superb value for money in terms of proven brand name kit. You get a full 10-speed Shimano Cues LinkGlide transmission including crank and bottom bracket, while the MT401 brakes, rotors and hubs are a carefully curated maximum value mix. The RockShox Recon fork has an adjustable air spring plus compression and rebound damping and the RockShox Deluxe rear shock has a rebound adjuster too. When I talked to him, designer Jonny was very proud to have got an X-Fusion Manic dropper post into the package complete with an adjustable alloy underbar remote lever and size-specific (125mm XS + S, 150mm M, 170mm L + XL) stroke lengths. Jonny jumped through a bunch of hoops to get the single clamp ‘Calibre’ mushroom grips and saddle too and you get basic Maxxis DHF and Forekaster tires on 30mm internal, tubeless ready rims. They are wire bead versions though and together with the sturdy Shimano LinkGlide kit that brings complete bike weight up to a hefty 16.4kg without pedals.

Ride, handling and performance

While that's certainly heavy, it’s pretty much par for the price these days and it’s actually within a kilo of similar machines with carbon frames for much more money. Twin twenty-niner wheels with relatively hard rubber compound tires and a tight tune on the rear shock means once you’ve overcome inertia, it rolls and pedals really well. The steep seat angle also puts you in a great position for climbing steep pitches. While the 10-speed Shimano Cues gearing tops out at a 48-tooth cog rather than 51 or 52 teeth, and it’s got a really light and accurate action. As a result, the Bossnut climbs and covers distance better than you might expect if you've picked it up and felt the weight.

It’s when the trail points down that the Bossnut really comes into its own though. The slack head angle and long wheelbase give it a ton of stability that’s well managed through the 780mm bar and 45mm stem. The large volume ‘2.5in’ DHF front tire gives confidence in corners too, although things will definitely improve if you turn them tubeless so you can run lower pressures without worrying about pinch flats. Heavier more aggressive riders looking to pump rollers and berms, send jumps and smash rather than smooth their way to speed on rougher trails will potentially enjoy the heavily damped rear shock feel too. More pressure in the fork also brings the rudimentary rebound damping into its comfortable operating range so it doesn’t choke and spike as it changes from compression stroke to return. It not only gives launch support when you’re pushing to go big, it also collects dodgy – or just high energy – landings really well. Going for a harder, skip-across-the-top suspension vibe is an approach shared with other aggressive short/mid-travel bikes like the Santa Cruz Tallboy which my test buddy Mick Kirkman loves. It also underlines Jonny’s aim for a more alive and agile feeling bike with clear separation from the longer travel Calibre Sentry reboot that will be happening in the near future.

Even with soft mushroom grips and a carefully chosen saddle, the Bossnut has a noticeably harsh feel over smaller stutter bumps and rough sections. Add relatively stiff tires and it lacks the subtlety to mold and conform to irregular surfaces so traction is reduced climbing, cornering and braking. Speaking of brakes, they also lack sensitivity and power, particularly in wet conditions so a 200mm front rotor and sintered pads are a good idea for tough descents and/or dirty days. Shimano’s simpler, cheaper anchors are super reliable and consistent though and better than other brand options at this price. The steel chainring, LinkGlide cassette and chain, as well as Shimano hubs, are a big durability win long term too. Make sure you buy yourself a spare gear hanger with the bike though as lack of a UDH (Universal Derailleur Hanger) design means you’ll need to find a Calibre-specific replacement if it gets damaged.

Verdict

Calibre’s new Bossnut is an outstanding mix of sorted handling and geometry in a seriously tough frame that’s begging you to ride it flat out straight away. Add very durable, serviceable top brand components and it’s great long term as well as initial purchase price value too. Lack of chain guide protection and UDH hanger can be easily sorted and even if you don’t like the firm shock tune you can get that changed at your first scheduled shock service. There’s a lot more competition for the Bossnut these days both from new bikes and old stock at silly prices though. That’s great news for buyers and riders, but it does mean I have to say some riders will do better shopping around for a smoother ride than just telling everyone that the Bossnut is the only bike to consider buying at this price.

Test conditions

• Surface: Everything from road to loam, roots and loose rock
• Trails: Fire road climbs, red and blue grade ‘officially built’ trails and tons of off piste trail/enduro play trails
• Weather: Mostly dry and bright, but enough dark and wet rides to really test the cheap tires and resin brake pads.

Tech specs: Calibre Bossnut 2025

• Discipline: Trail, enduro
• Price: £1,400
• Head angle: 64.5º
• Frame material: 6061 butted alloy
• Fork: RockShox Recon Silver RL 140mm travel
• Shock: RockShox Deluxe Select 135mm travel
• Size: XS, S, M, L (tested) XL
• Weight: 16.4kg (size large)
• Wheel size: 29in
• Chainset: Shimano Cues 32T, 170mm crank length bottom bracket.
• Rear mech: Shimano CUES 1x10
• Shifter: Shimano CUES 1x10
• Cassette: Shimano CUES LG300 11-48T 10-speed
• Brakes: Shimano BR-MT401 2-piston hydraulic disc brakes with 180mm rotors
• Tires: Maxxis Minion DHF EXO wired 29x2.5in front and Maxxis Forekaster EXO wired 29x2.4in
• Wheels: 30mm internal tubeless rims on Shimano TC500 Centerlock hubs
• Bars: Alloy low rise 31.8 x 780mm
• Stem: Forged alloy 31.8 x 45mm
• Grips: Calibre ribbed lock on
• Seat post: X-Fusion Manic LC dropper
• Saddle: Calibre Trail

The clipless Northwave Corsair 2 trail shoe aims to deliver a blend of on-bike stiffness to off-bike flexibility – no mean feat in a market awash with really excellent trail shoes. It’s a spring/summer-specific model featuring its own unique SLW3 closure system – a bit like the Boa system, an upper combining PU and ripstop materials with TPU anti-abrasion inserts for some added protection. Its Damp Evo sole claims excellent grip levels for a bit of hike-a-bike and features a generous 35mm cleat track.

As a fan of Italian brand Nortwave’s Kingrock Plus GTX winter riding boots, I was keen to see how its Corsair 2 model would perform against the best trail shoes.

Design and specifications

From the top down, the main upper body of the shoes is constructed from breathable ripstock mesh fabric with thin PU (polyurethane) sections covering the critical wear and fastening sections. The toe and heel get reinforced TPU (Thermoplastic Polyurethane) sections for added durability and protection from rock strikes. Closure is taken care of by its own SLW3 dial and nylon cord loop system. This unique system offers fast micro-adjustments or a full quick release.

The EVA midsole boasts shock-absorbing properties with the Damp Evo sole promising high levels of pedal grip with the right amount of flexibility to make longer rides or hike-a-bike a less traumatic and comfortable experience – for your feet at least. They have been generous with a 35mm cleat track that should accommodate most cleat preferences. 

My UK size 7.5 (they do half sizes – woohoo), weighed in at 834 grams for the pair with Crankbrothers cleats.

Performance

I’ve had a mainly good experience riding in the Corsair 2 shoes over the spring/summer months. I have boxy feet and suffer from on-off problems with bursitis in the balls of my feet, so a good fit is imperative to avoid finishing a ride in searing pain. The Corsair 2’s fit is good, although I’d have liked a bit more room at the toe. That said, the Ripstop upper offered a degree of spread upfront. I could tune in fit easily using the SLW3 dial, with its micro-adjustments allowing for easy back-off if I over-tightened, which I did on a few occasions resulting in painful feet at the end of a long ride. But on the whole, they are a comfortable shoe to rack up the miles in and I didn’t experience any heel lift, or rubbing anywhere.

Off the bike, the sole, which has a well-spaced aggressive tread pattern was grippy on push-ups over a variety of rock and root sections and fared well on muddy trails. I like the long cleat channel which allowed me to set my cleats far back for a great position on the pedals. The sole provided a comfortable level of support through long clattery rock sections out of the saddle and enough stiffness to feel responsive pedalling hard.

After a few miles of riding, I found the tongues would slip towards the SLW3 dial. Although not particularly uncomfortable, on longer rides It annoyed me having to make regular stops to adjust them. I like the SLW3 dial on this model and have no problems with it at all, having developed a step-forward technique to realise them one-handed. I did find that the fine powder-like mud of Bikepark Wales – once ground into the mechanism played havoc with the SLW3 dial, clogging it up and requiring a serious amount of cleaning to free it back up. 

They are good looking shoes that perform well, but If I’m honest, they can’t match the fit, performance or deep comfort levels of Crankbrothers Mallet BOA or the breathability for summer riding of Five Ten Trailcross clip-in shoes – although the Corsair 2 trumps these easily on durability and sole stiffness. You do get a lot for your money, however, they certainly hit some high notes.

Verdict

The Corsair 2s are well-priced for the performance and tech on offer for a spring/summer shoe. They give good levels of on-off bike comfort and a decent grippy outsole and supportive midsole. I like the SLW3 closure system but it can cause clogging problems in some situations.

Tech specs: Northwave Corsair 2 shoes

• Price: $140 / £103.49 / €114.99
• Season: Spring/summer
• Weight: 834 grams (UK 7.5 tested)

With lots of options on fit, performance, added extras, and of course, the all-important look, your riding jersey needs to tick a lot of boxes to fight for your hard-earned cash. Renen keeps things simple with its Flow jersey, focusing on handcrafted construction and high-performance materials. It doesn’t hurt that it also looks good, so after a few months riding in it, I see how many boxes this jersey ticks and if it can measure up the best MTB jerseys out there.

Design and specifications

The Flow jersey is entirely constructed from Drycycle mesh fabric, a super-soft 4-way stretch technical fabric that is designed to transport sweat away from the skin and offer premium airflow. It’s a slim-fitting cut with a slightly longer length than the norm, with the armholes slightly angled forward to help comfort levels in the riding position. The jersey costs $68/ £65 / €62.95 and like the Renen Unite long-sleeve jersey, there’s the option to get your name and race number printed across the back for an additional $50. Sizing runs from S-2XL, and it comes in six colors.

Performance

I went for a size small in Chalk White, which matches the Black Renen drop shorts as a great looking outfit. The slim fit looks and feels great – the soft Drycyle mesh material is super-soft next to the skin. The longer length and close-cut hem work particularly well when wearing a hip-pack, as I didn’t experience any ride-up.

I can’t say I noticed any advantage of the forward-cut armholes. But what mattered was breathability – especially in the warmer months I was testing. That box was easily ticked off the list, with the jersey doing a great job of wicking sweat and keeping me cool, but with its full mesh construction, It’s one for warmer months. I’ve washed it lots of times, and it’s surprisingly snag-resistant, so durability is pretty good for a fabric that does feel quite vulnerable.

Verdict

The Renen Flow jersey is one for the warmer months with its high ventilation properties. I like the simple aesthetic, and the cut is great and its proven durable enough after a few months of riding.

Tech specs: Renen Unite jersey

• Price: $68 (+ $50 for rear name/number customization) / £65 / €62.95
• Colors: Black, Chalk White, Green Camo, White Camo, Carolina Blue, Highlighter Chalk
• Sizes: S-2XL

Carbon’s strength-to-weight ratio and tuneable compliance make it a great material for manufacturing mountain bike parts, especially wheels and handlebars. Many don’t trust carbon bars – especially on more gravity-focused bikes, but I’ve been riding them for years and even survived the notorious Megavalanche way back in 2011 riding on a set of Easton Havoc Carbon Riser bars – although a couple of massive crashes relegated them to a post-ride souvenir. Google 'MBUK at Megavalanche 2011' if you want to see the carnage!

Race Face has a massive handlebar range, with a total of five carbon models in the 35mm diameter option. The SixC 35 Bar covers DH and gravity duties and is DH-rated for racing and compliant enough for your next big mountain adventure. Race Face has stuck to tried and tested angles with the SixC 35 getting a small tweak on back sweep and a truly massive 820mm length.

Design and specifications

The SixC 35 is its DH-rated carbon handlebar, intended for all-mountain, enduro and DH riding. Made from UD (unidirectional carbon fiber), the carbon fibers are manufactured in the same parallel direction for engineered levels of compliance to facilitate vibration dampening and increased stiffness for steering precision. Just what you need riding prolonged rough terrain, chattery stuff or big hits.

Unsurprisingly given the whopping 820mm width, the bars have clear markings from 770mm in 10mm increments for trimming to your personal preference. The SixC is available in 20mm and 30mm rises with an eight-degree back sweep and four-degree upsweep. Finish-wise, they get a beautiful matt clearcoat over some clean graphics and are available in five colors – Blue, Green, Orange, Red and Silver, although I’d love to have seen a stealth black option. On the scales, they weighed in at 230g at full width.

Performance

I initially trimmed the bars back to 790mm, leaving them 10mm wider than my preferred 780mm width to see how they felt. Clamped in place with my go-to 35mm Truvativ Descendant stem, using the clearly printed alignment marks for bar positioning. It’s interesting what difference one degree in back sweep made to my position on the bike. It immediately put me in a more forward-facing attack position over the bars.

The SixC bar felt stable and precise on flow trails, with the stiffness transferring to sharp directional movements. Hitting rougher terrain at speed, the front end did require more input to maintain a good line. Feedback through the bar wasn’t too harsh, even for a smaller, lighter rider like me, and I didn’t experience numbness or arm pump, but I came away knowing I’d want to cut them back a bit more. Trimmed to 780mm, the steering tightened up a bit, feeling more agile on more involved trails without compromising my position over the bars. Hitting drops, I couldn’t feel any noticeable flex, putting my front wheel where I wanted it, but after a few sessions, I started to feel fatigue through my hands, probably a symptom of my light build.

Overall, I’ve enjoyed the ride-feel of these bars in tougher conditions, but an equivalent bar in the 31.8mm diameter for all-round riding may suit a lighter rider like me.

Verdict

If shaving a few precious grams is your thing and you are after increased control, then the SixC will do that. It offers a lovely ride feel that even works for lighter riders in most situations and will appeal to hard-core riders. If the width is way outside of your comfort zone, its Era bar may better suit, offered in 760mm, 780mm and 800mm widths with 10mm, 20mm and 40mm rise options, but you'll have to factor in a matching stem if you’re new to the game and then it gets costly.

Tech specs: Race Face SixC 35 handlebar

• Price: $184.99 / £149.95 / €179.99
• Material: Unidirectional Carbon fiber
• Length: 820mm
• Rise: 20mm, 35mm
• Backsweep: 8 degrees
• Upsweep: 5 degrees
• Colors: Blue, Green, Orange, Red and Silver
• Weight: 230 grams

Alpinestars is an Italian brand that has been making kit for lovers of two wheels of all persuasions for decades. I was lucky enough to get their top-of-the-range trail and Enduro helmet, the Vector Tech, to review, but does it have the credentials to be one of the best MTB helmets?

The Vector Tech Solid is part of a range made up of seven helmets, all aimed at the gnarlier end of the MTB spectrum, with open-face lids all the way up to full-face helmets raced at the highest level by the likes of Dakota Norton and Ronan Dunne on the Mondraker DH team.

Design and features

The Alpinestars Vector Tech Solid helmet has all the features you would expect from a modern trail helmet. Firstly, it's MIPS equipped for added crash protection and to help prevent injuries from rotational forces in crashes. Retention is dealt with by a dial at the rear, which is easy to use even when wearing gloves. It sat nice and low on the back of my head and is nicely padded, too, something sometimes missed by other brands. However, this is adjustable, with three different positions on offer, should you need to fine-tune the fit.

It has plenty of vents, 19 in fact, across the EPS foamed lined structure. This, in turn, has its own in-built skeleton with an in-molded polycarbonate outer shell that neatly covers all the edges of the foam, ensuring it stays looking good and free from potential transportation damage. The helmet drops down at the back like most trail lids, offering plenty of protection at the rear and some unusual side panels that drop down in front of the ears to give extra protection to the nape and temple areas.

The peak is an indexed adjustable affair, and though pretty big it's not too noticeable when riding, and lifts up high to stash goggles if you need to. Chin straps are a standard buckle style with a broad and supportive cradle, though there is no fancy quick-release setup here. Pricing is at the higher end of the market at £159.99 / €169.95 / $174.95 which puts it against some stiff competition from the likes of Troy Lee Designs, POC, and the brilliant Fox Speedframe Pro Kilf.

Performance

The first thing I noticed when I put the Vector Tech Solid on was how low it sat on my head, giving it a secure and safe feeling. I quite liked this and had no issues with it, but keep it in mind if you are a fan of oversized glasses. The shape is slightly less round than some designs, but I found it very comfortable, especially once I moved the retention cradle into its lowest position. This moved the dial a bit further down, which worked well with my noggin. It's a personal preference, of course, but it's nice to be able to adjust it, as it makes a big difference in how secure a helmet feels.

It is a very solid and comfortable-feeling lid. I thankfully didn't have to put its safety credentials to a serious test through testing by avoiding crashing. Still, If the unfortunate did happen, I'm confident the Vector Tech would do an excellent job of keeping my head in one piece with its Mips system, solid retention and good coverage on the back and sides of the helmet. The chin strap is a standard buckle and clip system with a classic Y-shaped section around the ear. Both were fine and easily adjusted, if not as quick and easy to use as the Fidlock magnetic version used by Fox.

I found it worked well with various glasses, though I rarely go for the massive style options and tend to go for more mid-sized options like the 100% Speedcraft or Oakley Radar. It works well with goggles, too, with the adjustable peak offering a good position for them when you no longer need them. Stashing glasses is less straightforward, though, with no real way to store glasses should you want to take them off, not a deal breaker, but as I like to remove glasses on particularly long hot climbs, it was a bit of an inconvenience.

The shell has plenty of vents, though ventilation is surprisingly a little lacking given its large front ports, especially at slower speeds. This is a pretty common issue I've found with Mips helmets, especially if the helmet doesn't have lots of open spaces in the brow area, as the extra webbing inside slows down airflow through the intake and exhaust vents. The Vector Tech is no different in this regard. Positioning of the visor does help somewhat, as when it's at its highest, it leaves the large front vents clear, but it's still a tad warm. However, at higher speeds, it's fine.

I like the styling. The clean white color with minimal graphics looks great, with sharp edges combined with a smooth overall shape that looks pleasing to my eye. It does look a little big compared to some helmets, giving me the silhouette of a toadstool from a distance, but that has more to do with the dimensions of my head than a slight flaw in the helmet's design.

Despite all the vents, it's not the lightest helmet out there. At 445g in the large I had on test, it's at the heavier end of the spectrum for a trail lid such as this. If I'm honest, I didn't find this an issue while testing; instead, I found the solid build much more reassuring. Though with the extra weight combined with the just about okay venting, I'd suggest looking elsewhere if you ride in warmer climates with plenty of climbing.

Verdict

In a crowded market, the Alpinestars Vector Tech Solid is a really good option, though it is not quite as good in ventilation terms as the Fox Speedframe and is a bit heavier than its competitors.

Aesthetics are very subjective, and a large percentage of that with helmets is dictated by how they fit and your choice of eye protection. For me, it worked well for the majority of riding I used it for, and I was a fan of its looks, which worked well with my standard eyewear choice.

The fit was good for me, and it felt very secure and, probably most importantly, very safe, but it's always worth trying a helmet before you buy it to make sure the fit works for you.

Tech specs: Alpinestars Vector Tech Solid helmet

• Price: $174.95 / £159.99 / €169.95
• Sizes: Small (51-55 cm), Medium (55-59 cm), and Large (59-63 cm)
• Weight: 445g (size large tested)
• Protection: Mips equipped
• Materials: Vacuum-formed polycarbonate shell with EPS foam inner
• Colors: White, Black

Vittoria rebooted their top rated XC Mezcal tire with their new XC Race Formulation rubber compound and carcass earlier this year. They also added the all-new Peyote with a totally fresh ribbed 'V' tread pattern designed for loose, dusty race and trail conditions. So what are the pros of Peyote and when is fitting one probably going to be a bad trip?

Design and build

Both the latest Vittoria XC tires have switched from a 120tpi material to a 60tpi weave, that overlaps to a triple layer under the crown of the carcass. Like the new Mezcal, it also comes in brown and blackwall versions. The shoulder tread is also the same alternating small siped (cuts in the tread top) block design as the Mezcal too. The intermediate tread is much lower though and interspersed with short perpendicular ribs. The centreline uses longer almost parallel, twinned ribs in an alternating pattern to create an effectively continual V to minimize rolling drag.

Performance

Starting in the workshop the Peyote is reasonably easy to fit, and inflated into place easily with just a track pump. I haven’t experienced any sealant weep or gradual deflation with any of my installs on the Peyote or the new Mezcal either.

Reduced rubber means the Peyote comes in around 10g lighter than the Mezcal and it’s a similar weight to Schwalbe’s 29 x 2.35in Racing Ralph and WTB's 29 x 2.4in Macro. It’s also closer to the stated size than a lot of tires (particularly Maxxis) at 59mm (2.32in) 30mm rim at 20psi. It’s around 150g heavier than Specailized’s 29 x 2.35in Renegade though, so amped acceleration comes from easy rolling not reduced inertia. The new carcass is slightly more damped and the rubber is slightly grippier than the previous generation Vittoria race rubber either. Cue less of the untamed rebound energy that can make tires psychosomatically super fast but actually slower off-road in reality.

New vs old nitpicking aside, this is clearly a very fast rolling tire as soon as you fit it though. It’s particularly quick on gravel, small rocks, fire road and asphalt – it added a permanent tailwind to a two-day Welsh mountain bikepacking trip I fitted it for. That confirmed it’s a usefully tough tire in terms of cut/impact resistance – definitely more so than the heavier Vittoria Syerra – and there’s been very little tread wear over several months of riding either. The new carcass is a lot more predictable at lower pressures rather than suddenly folding and flopping. It still feels drunk and slurry once you drop into the teen PSIs though so it’s best for riders who like tires in the twenties.

The new silicon-infused rubber compound is definitely more predictable in wet/damp conditions than the previous quad graphene compound and brings trust levels in line with other 'fast' or 'speed' labeled competition. If you’re careful with your brakes and pedal stomping, the ribbed tread bars provide a surprising amount of traction on more solid or dusty surfaces and in the wet it at least clears fast. While the round carcass rolls into turns easily, there’s a definite leap of faith across the shallow intermediate tread to get onto the shoulder knobs for cornering bite. Even then it’s a drifter's choice not a carver's – even on the kitty litter trails it excels on otherwise. It’s a definite no for heavy brakers too as an average 4-pot brake with 180mm rotors just turns it into a ski as soon as you tickle the lever. The ribbed tread also adds an extra element of ‘wander’ to an already ‘free-range’ feel as the Peyote slides and skates around on top of the trail rather than sticking down onto it. For these reasons, I’ve not been brave enough to use it on the front often – even in dry conditions, but I can confirm a double dose of Peyote is a serious high-speed trip for straighter, less technical terrain.

Verdict

If you’re not obsessed with grams and after a hard wearing, tough, buoyant feeling, higher volume, high velocity competition tire for drier / smaller grain / less technical trails, then the new Vittoria Peyote XC Race Formulation is a great choice. It should also be on the short list of any long-distance riders, whether that’s marathon racers, bikepackers, big gravel riders, or even mixed surface commuters. If you’re after something with similar attributes but more reliably grippy in varied terrain (or up front) then pick the Vittoria Mezcal XC Race Formulation. And for superlight, low-pressure friendly, or more aggressively grippy for damp and/or dynamic riding I’d choose something else entirely.

Tech specs: Vittoria Peyote XC Race Formulation tire

• Price: $99.99 / £64.99 / €77.95
• Sizes: 29 x 2.4in (measures 59mm on a 30mm internal rim at 25psi)
• Options: Black or brown wall
• Weight: 738g

With a background in motocross, Renen founder and Fox Racing co-founder, Pete Fox, knows a thing or two about creating performance-focused kit. Add to the mix R&D from multiple World Champ-winning Brian Lopes and the UK’s Marc ‘Slugger’ Beaumont, and it’s a solid combination. 

The stripped-down approach to the Renen MTB Pant does away with unnecessary design additions, focusing on performance and simplicity. Offered in both odd and even waist sizes, ranging from 28-38 inches, each size is specifically specced, which means you should be able to get a precise fit. The use of premium materials with top-level construction means they sure look the part. 

I’ve been riding the MTB Pant for a few months to see how they measure up to the best MTB Pants out there.

Design and specifications

Renen describe the pant as lightweight, but I’d say they’re feel more of a mid-weight pant, especially as they are partially lined. That said, everything points to comfort with the use of soft stretch fabrics throughout and large perforated stretch panels to aid ventilation that run from the crotch to the inside thigh and the back of the knee down to the calf. Its Drycycle lining adds a deeper level of plush comfort, which is intended to aid moisture transfer in the high heat build-up areas of the main body of the pant. And that lining looks killer, too, in the fluro yellow and orange design, all hidden away under the unassuming outer.  

The pre-shaped knee panels point at pedalling proficiency and there is ample room for pads underneath. 

Its Flycam ratchet-style buckle closure ensures that you can tailor fit without the need for any other side adjusters, and this looks like it should make them comfortable to wear. One small side pocket on the left offers ample room for a smartphone with a small metal pull tag for closure. 

The Renen logos use sublimated printing to embed the design into the fabric and maintain a high level of comfort added to that are small reflective print details on both calves for night time visibility on the road.

At a price point of $178 / £138 / €165 they are competitively priced and available in Black, Chalk, White and green Camo and Stone colorways.

Performance

As promised by Renen, the fit is great, fitting true to my 30-inch waist only needing a few clicks of engagement of the ratchet strap for a secure and comfortable fit. The leg length is bang on too, a rarity since, as a shorter rider I struggle with good leg length, usually finding too much excess material. 

I like fitted – not skinny-fit trousers, and the Renen MTB Pant sits on the right side of fitted with the tapering leg clinging snuggly at my calves with room at the knee for pads and at the thigh for comfort when pedalling. The stretchy material made them easy to put on and remove, especially at the leg hem, which can be a pain with less stretchy pants. The material felt silky-smooth and lighter when worn with the thickness feeling like it should take some abuse – a good thing in gravity-focused pant.

So far they have fended off snagging, although I haven’t crashed in them (yet). The only vulnerable part possibly being the rear mesh panels.

Testing them through the warmer months and now into early Autumn they do run a bit warm. Not overheat-warm, but rather a constant warmth felt in the main body of the pant, once you really get going. The Drycyle lining goes a long way to even out the temperature and certainly shifts moisture, and I was never left soaked in sweat, but it also adds a layer of comfort, so I feel the trade-off is worth it. Come the cooler months, I can see these being my regular wear on drier rides; there will certainly be a fight between these and my Fox Flexair Polartec lined pants.

I’m getting used to only one pocket on the left side of these pants. If I’m honest, I only use one pocket to carry my phone, and I default to a right-side pocket, given the option. This seems odd now I think about it, as it means taking my dominant hand from the bars, so I guess that's the thinking here. A tiny gripe would be the small metal pull-tag which I found a little hard to use when wearing gloves. 

Verdict

There’s a cool aesthetic to the Renen MTB Pant, and they look as good as race kit as they do for more trail-oriented duties. They’ll appeal to those tough on kit and looking for bang for buck, but they may not be the first pant reached for in warmer weather. There is no denying comfort levels on offer, and the fit options are awesome, as is performance.

Tech specs: Renen MTB Pant

• Price: $178 / £138 / €165
• Sizes: 28-38 Inch
• Colors: Black, Chalk, White Camo, Stone, Green Camo
• Fit: Athletic

DHaRCO’s Race glove is constructed from durable and breathable materials to create a tough and versatile glove with a reasonably paired back design in the mid-weight minimalist category. Given DHaRCO’s penchant for outrageous colorways, the Race Glove is a pretty subdued offering. I’ve been testing them all summer to see if they can compete with the best mountain bike gloves and make it through fall/autumn too.

Design and specifications

The construction is simple, with minimal seams and no padding. The one-piece back is made from mid-weight 4-way stretch material with a jacquard diamond pattern, and simple DHaRCO sublimated printed logos. The palm – also one piece, is made from PU leather, and is fully perforated to aid airflow with ‘No ordinary life’ in silicone print to add some extra grip. The finger sides are made from a stretch material that feels robust, with the seams reinforced at the critical stress areas of the thumb and forefinger for increased longevity. Closure is a small Velcro tab at the rear, and the wrist sits nice and low for comfort and ease of movement.

Performance

The gloves fitted with little resistance –  the stretch material of the upper contouring my hand beautifully with no excess material or length at any of the fingers. They fitted so snuggly in fact that they needed a few rides to bed them in, to slacken them off a bit at the fingertips. I do prefer slip-on gloves, but the small Velcro wrist closure sits out of the way at the back of a lo-cut wrist design, providing a secure fit. 

The palm grips well when wet and vented well, keeping my hands cool in hot weather. The silicone print adding a bit of extra grip on the bars and wearing well after a few months of use. DHaRCO mention ‘Smart phone swipe’ but I couldn’t access or operate my iPhone at all with these gloves on, so it was an annoying – but quick glove removal for each insta-stop. They’ve worn well, survived a few altercations with terra firma, all without any stitching coming undone or snagging. The gloves certainly are durable without sacrificing comfort but they are on the more expensive end of the scale at $37 / £32 / €34.99. 

Verdict

The DHaRCO Mens Race gloves require a tiny bit of breaking in, but once done, the fit is awesome, offering tons of stretch. I like the low-cut wrist and overall aesthetic, and they can take some abuse. The price is a bit on the high side, and I would have preferred them to be touchscreen-compatible.

Tech specs: DHaRCO Mens Race glove

• Price: $37 / £32 / €34.99
• Colors: Black, Garigal Fade, Supernova, White
• Sizes: S to XL

Vittoria’s existing fast feeling, long lasting Mezcal is a hugely popular tire in the XCO and XC Marathon race scene and with ultra distance, FKT (fastest known time) and bikepacking riders too. The latest version comes with a new XC Race Formulation construction and compound that’s designed to make it more stable, tougher, faster and yet grippier in more conditions. That certainly sounds like a winning move, but how do they ride and compare to other leading XC rubber options on the trail? 

Design and build

Before its many fans start fretting, the Mezcal tread pattern hasn’t changed. You still get the centreline of alternating ‘slopey Fs’ with small, perpendicular siped sub knobs creating a relatively tight arrowhead pattern. A wave pattern of parallel siped side knobs then sits on top of the rounded shoulder. The Race Formulation compound is a new graphene and silica mix though, replacing the previous quad compound graphene 4C recipe of the Mezcal XCR.

The new tire also moves from a 120TPI (Threads Per Inch) carcass fabric to a 60TPI weave, overlapped to triple layer under the tread. It’s currently available in only a 29 x 2.4in size, but with black or brown sidewall options. Like a lot of new generation XC tires, it’s gained weight but that’s paid back in toughness.

Performance

For once, that claimed width isn’t far from the truth either, with my test tires blowing up easily to 2.35in on a 30mm internal rim. The largely unbroken centreline tread gives the Mezcal a very easy roll on hardpack and road. That’s why it’s always been so popular with the long-distance crowd as well as drier conditions racers. 

The good news is that the new silicon elements in the compound mean it doesn’t slide around nearly as much on wet roots and rocks either. They still need respect and a careful line choice wherever possible, but the rubber grip is now in line with the latest fast compound XC tires from Maxxis, Schwalbe, Specialized etc. The more open outer tread means it’s OK in muddier conditions too, but really comes into its own on dry, loose surfaces where it can be pushed noticeably harder without trust issues than the semi-slick Vittoria Peyote.

The new carcass is more stable too so you can go lower with pressures for more ground molding without it suddenly crumpling and stumbling. You do lose speed – I tested this physically following other tires/riders, not just anecdotally – running at lower pressures though. It also has a more drunk, slurring feel than other brands once you’re into teen PSI. That means it’s still better for pilots who prefer higher (20psi plus pressures) and a more lively, high-energy feel with a slightly skatey, pinging ground feel rather than a damped vibe. The rounded shape and alternating flexy side knobs mean it’s a controlled drifter than a hard carver in corners.

Although the weight is noticeable when accelerating compared to superlight options like Specialized S-Works, it’s on par with Schwalbe, Maxxis, Michelin, Pirelli etc. off the line. The win is that after several months of thrashing, the new carcass seems more durable in terms of scuff/puncture resistance and wear life is excellent so far as well.  

Verdict

Mezcal is still a tire best suited to dry/loose/hardpack riding at higher pressures so its loyal fan club aren’t going to be disappointed with the changes. The more stable carcass, less hydrophobic compound and bigger, tougher carcass make it much more predictable and controlled in wetter/more aggressive situations too.

In other words, Vittoria has done a great job of updating a favorite fast rubber option for the increasingly challenging world of XC without losing the characteristics that have made it a classic for many riders. 

Tech Specs: Vittoria Mezcal XC Race tire

Price: $99.99 / £64.99 / €77.95

Sizes: 29 x 2.4in

Options: Black or brown wall

Weight: 748g

The Proframe RS is Fox Racing’s ‘Race Spec’ version of its illustrious Proframe full-face enduro helmet. First released in 2017, it caused quite a stir and was readily adopted by the rapidly growing enduro race scene, wanting high levels of lightweight pedal-friendly protection with increased ventilation - it also helped that it looked very cool. 

The Proframe’s MO hasn't changed in that regard, with the RS version getting an upgrade in protection levels from standard Mips protection to Mips Integra Split for greater cover from slow to high-speed crashes and features a new fit system using an integrated Boa dial system and a few other welcome upgrades.

There are a lot of options for best full-face MTB helmet out there and the RS version has a fight on its hands to retain a top spot. Enduro riding demands a certain level of performance so it will be interesting to see how it performs under the hammer.

Design and specifications

The Proframe RS gets a whole host of safety certifications, the big one being its - ASTM F1952 - DH certification, so you know you’re well protected. Add to that the upgrade from standard Mips to Mips Integra Split, its highest-performing and most technically advanced protection. Integra Split utilises two multiple movable parts constructed from EPP foam to form a thin low-friction inner shell, integrated into the helmet and optimised for slower speed impacts. It’s attached to the outer EPS shell by a series of rubber ‘woofers’ that allow for 10-15mm amount of rotational movement for the system. All of this provides omnidirectional shock absorption – which should keep you well protected in a multitude of high or low-speed crash scenarios.

The Boa Fit system is a lightweight and ventilation-conscious design and a very welcome addition. Offering micro-adjustable fit via a dial at the rear and an adjustable cradle to tailor fit. I’m always more than happy when a Fidlock magnetic closure system is specced for super-easy closure and with a spare set of thicker cheek pads, there's oodles of adjustability to ensure a safe and secure fit.

A total of 23 vents are optimized for maximum airflow, with huge apertures in the chin guard and large exhaust vents that should equate to great air flow and cooling.

The visor gets three positions of adjustment for easy goggle storage when climbing and it also includes an adhesive go-pro under-peak mount. Available in loads of colors and designs and ranging in sizes from 51-63cm they should have you covered.

Performance

First and foremost, I felt very well protected wearing this helmet. Once done up, the combination of the Boa retention system, plush cheek pads and Fidlock buckle kept the helmet firmly in place without producing any pressure points, or the need to overtighten. A good start.

Once I slipped on a pair of goggles it was even more secure. The Boa system is so minimal, that at first glance I couldn’t see how it could keep a full-face helmet – even a lightweight one, firmly in place, but it does. The cradle has a slight curvature to it that cradled the back of my head, and all I needed to do was adjust it to the top position to get the fit I wanted when wearing goggles. I did have to master fitting the helmet though as the Boa cradle, which does flap around a bit, did get caught up in my longer hair – but it’s no biggy!

I’m not shy of pedaling, so good ventilation is an absolute must, preferring to keep my helmet on, on long climbs and even push-ups. Of course, uplift days offer that bit of respite to catch up on all the gossip, so I really appreciated the ease with which the Boa system and Fidlock buckle allowed for quick removal. 

There is minimal movement from the Mips Integra Split system when you get rowdy out on the trails, and I’d say it’s comfier than a standard Mips layer because of the reduced movement. Ventilation is next-level, I had no problem keeping it firmly in place when sessioning sections of trail with a mixture of climbing and push-ups, even in hotter weather. On long descents, I could feel air passing through, keeping my head cool and goggles fog-free. I love the aggressive aesthetic of this helmet with some very pleasing angles and attention to vent placement which meant that my goggle strap didn’t cover any critical vents and also stayed locked in place because of the well-placed ridge to the rear. They also easily fitted below the peak when climbing with no faff. 

The Proframe RS is a step-up from the standard Proframe in terms of performance and protection, but it will cost you. But I think it’s well worth paying the premium for the extra protection, especially with a helmet that also looks as good as this.

Verdict

I didn’t experience any fit issues with my size medium, which was true to size. The Proframe RS feels really secure, and there is no denying how well protected I felt wearing it. Venting is excellent – a must for an enduro helmet and did I mention how cool it looks? You’ll have to pay a premium for all of this but considering how important a helmet is in respect of protection and performance I think it’s worth the asking price.

Tech specs: Fox Racing Proframe RS Taunt helmet

• Price: $359.95 / £309.99 / €339.99
• Materials: EPS, PC, PS, EPP, polyester
• Sizes: Small (51-55cm), M (55-59cm), L (59-63cm)
• Colors: Black, White, Dark Shadow Grey
• Weight: 830 grams (medium)
• Rival products: Troy Lee Designs Stage

Unless you’re very lucky, for most women some sort of padded underwear is essential for any ride much over half an hour, and Endura offers a wide selection of bib and liner shorts for MTB. This SingleTrack liner is one of two MTB-specific ‘traditional’-style Lycra shorts (the other being the top-end EGM liner at $119.99 / £89.99). The SingleTrack liner is also available in a men’s version (which retails at $69.99 /  £69.99 – interestingly more expensive in the UK than the women’s £56.99 RRP). These SingleTrack liner shorts can be worn under any MTB baggies, and integrate with any of Endura’s ClickFast-compatible overshorts, such as its SingleTrack Lite shorts.

Design & specifications

Endura really knows its onions when it comes to mountain bike clothing and has focused the design of this SingleTrack liner around temperature regulation, comfort and low bulk, which are exactly what you want in something you’re wearing under a pair of baggy shorts. To this end it features Endura’s women’s 500 Series multi-density MTB pad, which boasts antibacterial properties, a “cool-touch fabric top sheet” and uses a special foam said to “provide superior drying and dramatically improved air permeability”. While the fabric top sheet isn’t obvious to the eye, the padding certainly feels a lot thicker than Endura’s 200 Series pad in the liner that is included with Endura’s Hummvee shorts. The 500 pad also has a noticeably smaller footprint and is much slimmer at the gusset, in line with Endura’s claims.

As for the fabric, the liner has a thicker Lycra front and back and a lighter weight mesh at the sides and around the thighs in a multi-panel construction. Leg length is spot-on reaching to mid-thigh on me (my size medium has a 7in inseam). The generously deep leg hems are made from a folded-over band of material to create a soft-edged double layer, as is the rear waistband, and both have silicone grip inside. The remaining elasticated waistband is a good 2in deep, and there are Endura’s obligatory ClickFast tabs (for attaching the liner to Endura overshorts) front and rear. Oh, and a shout-out to Endura for including a hanging loop, it's such a helpful little detail.

Performance

These are superbly comfortable shorts as soon as you pull them on. The broad elastic waistband sits below the navel so doesn’t dig in, while the soft fabric rear is cut higher and stays put whatever your position on the bike. Likewise, the deep leg hems stay in place without digging in or causing any unsightly ‘bulge’ above if you’re blessed with ‘feminine’ thighs. The chamois pad felt unobtrusive despite its generously dense foam, thanks to its smaller overall size so none of that feeling like you’re wearing a nappy. It did its job very well, even on rides of four to five hours, and did seem to stay relatively dry even in hot weather (though it’s hard to compare without testing another pad simultaneously, clearly impossible!)

The super-stretchy fabric is soft against the skin and the mesh-like side panels wick pretty well. Worn under well-ventilated summer shorts like Endura’s SingleTrack Lites they didn’t get too sweaty, even during tough Lake District climbs in last week’s mini heatwave. Although, the thicker material that covers your modesty is certainly hotter – for better breathability I’d prefer if all the fabric was mesh, like the Hummvee liner is, and the more open/thinner the better. While I’m being picky, I found the thick elastic waistband got quite sweaty. If it could be made of or lined with a wicking fabric that would be ace.

Lastly, the thigh pocket baffles me. It is impossible to reach while wearing overshorts (unless they had massively flared legs), and even so it’s very small and opens sideways, so if you did want to hide a credit card or folded note in there I’d worry it would work its way out. However, you don’t notice the pocket at all when pedalling so this is a minor niggle.

Verdict

I'd thoroughly recommend these liner shorts for their comfort, performance and price. Their high-quality chamois, great fit and soft fabric make them ideal for all-day rides in any season, although they do feel a tad warm in very warm weather. Thinner fabric would help here. They are very well-designed and featured, even if the mini pocket is a bit bizarre. Overall, a superb kit staple.

Tech specs: Endura Women's SingleTrack Liner Shorts

• Price:  $69.99 / £56.99
• Sizes: XS-XL
• Colors: Black
• Materials: Polyester 40%, nylon 40%, elastane 20%

If DHaRCO does one thing well, it's styling – well, actually, they do lots of things well. With great fit and a wide range in sizing, to high-end performing fabrics, its kit, so far, has faired well on test. 

Anybody who foolishly thinks a regular cotton T-shirt is a good alternative to a proper performance riding jersey is soon rewarded with a sweat-soaked, heavy, and most probably smelly result - not cool. In fact, you can add in the windchill factor, too for those days that you really get it wrong.

Enter the DHaRCO Tech Tee, which blends synthetic and natural fibers to create a technical high-wicking fabric, with a large injection of fun to create a riding jersey with the same casual styling as your favorite T-shirt.

Design and specifications

Drirelease fabric has been around for a while, so it’s great to see DHaRCO using it here. Made from a mixture of 85 percent polyester and 15 percent cotton it’s designed to dry four times faster than a regular cotton T-shirt and still feel soft and comfortable next to the skin. The 4-way stretch material has anti-wrinkle capabilities and is designed to hold its shape after repeated use, something your cotton T-shirt most definitely won't do. 

Diving a bit deeper – the fabric is an engineered blend of synthetic hydrophobic (water-repelling) polyester fibers blended with natural hydrophilic (water-absorbing) cotton. Designed to repel sweat and push it to the exterior of the fabric for quicker evaporation all without the need for any nasty chemicals. 

Sizing ranges from S to 2XL, with some of the colors getting 3XL. Designs range from simple chest graphics in the Stealth Black, Reef Blue and Garigal colors, with the Caramel and Graze colours getting a massive surf-inspired back print or, if you’re going on a stag weekend riding, or like it bold, there’s the bonkers Miami Vice styled Jessie design. All of which, it goes without saying, will look just as good on the trails as down the pub.

Performance

I chose the dark brown Graze design as I love a massive backprint and surf. Using the size guide, I tested a size small, which fitted perfectly. It’s a slim-fitting cut, just like a regular T-shirt, the material feeling heavier than a cotton t-shirt but also softer next to the skin. The large screen-printed backprint, promoting ‘good vibes’ and DHaRCO’s mantra – ‘No ordinary life’ has been cleverly designed by keeping it to thin line work to make sure that the graphics don’t cover too much of the material blocking its wicking capabilities.

I’ll admit it does look good down the pub, but out on the trail it also performs too. It certainly does saturate pretty quickly in hot weather – which I was quite surprised by, but I could actually feel my sweat sitting away from my body. After just one long descent, I was almost fully dried out, so I was impressed. On winch and plummet days it certainly works hard to regulate moisture levels, so if a more casual style is your thing, the Tech Tee is a worthwhile buy.

Verdict

Dropping $58 / £50 / €54.99 on a tech T may seem expensive, but with a regular fashion T-shirt costing upwards of $50, it feels like a good investment, especially given the level of performance.

Tech specs: DHaRCO Mens Short sleeve Tech Tee

• Price: $58 / £50 / €54.99
• Material: Drirelease 85% Polyester, 15% Cotton
• Sizes: S-XXXL
• Colors/designs: Graze, Caramel, Garigal, Jessie, Reef, Stealth

Deity is a 100 percent, rider-owned, operated and designed company based in the US. With the UK’s Brendan Fairclough and Canada’s Bas Van Steenbergen sponsored riders, you can be sure they demand the best performance from their kit. 

The Deity Skywire Carbon 35mm bar is intended for enduro, all-mountain and trail use, compared to its Speedway 35mm bar, which is its slightly wider, taller bigger brother if you will, which is more focused on DH and enduro.

35mm bars get a lot of attention, and not always for the most positive reasons, with many finding them way too stiff and just another annoying industry standard to navigate. With more brands releasing 35mm bars, I head out to the trails to see how they perform for mere mortals, in a battle of the best MTB handlebars.  

Design and specifications

Designed for enduro, all-mountain and trial riding, the Skywire Carbon 35mm bar is an 800mm width carbon bar, available in both 15mm and 25mm rises with a back sweep of 9 degrees and a 5 degree upsweep. It’s constructed from unidirectional carbon fibre (UD) – where all the fibres run in the same parallel direction so that certain amounts of compliance and stiffness can be dialled in while still maintaining the strength-to-weight ratio that carbon fibre offers. And the Matt finish also looks awesome.  

The stem clamping area has a textured non-slip surface, and the bars feature clearly printed cut marks for trimming the bars if needed. At full width, they weigh 226 grams and are available in a whopping nine colors to match your ride.

Performance

I tested the 15mm rise version, cut to my preferred width of 780mm. Not being one for color-matching I opted for the stealth black colorway, which looks pretty cool – clamped in place by a matching Diety 50mm length Copperhead stem. 

Fitting the bar was easy. The textured finish offered a firm grip for my stem without needing to overtighten. I’d have preferred a more obvious printed guide for setting up my bar position, with the subtle grey lines quite hard to see. 

I prefer a relatively low-rise bar, so the 15mm rise felt about right. I’ve ridden a few 35mm bars before, so the 5 degree upsweep felt like familiar territory, especially as my Renthal Fatbar Carbon 35, Truvativ Descendant 35 and Race Face SixC 35 bars all feature the same upsweep. 

Fitted to my Specialized 150mm travel enduro bike, the bar position felt pretty comfortable. After a few rides, I found rolling the bars forward a tiny bit provided a more aggressive position over the bars without sacrificing the comfort of the generous back sweep. I was worried chopping them a bit shorter would stiffen them up too much, and on longer runs, it did feel a bit too stiff for my liking. I didn’t suffer any problems with hand fatigue but the front end just felt a bit too rigid. I found that swapping the Copperhead stem to a Truvativ Descendant stem with a narrower faceplate helped a bit. 

I also tested these bars on my carbon downcountry bike. For a smaller, lighter rider like me, 35mm bars probably aren’t the best choice on a longer travel bike, but when fitted to my short-travel ripper, it came alive, adding much-needed stiffness to the front end, sharpening up the handling. Again, hand fatigue was mitigated by the vibration-dampening properties of the UD carbon, proving enough compliance for comfort and control. 

Verdict

For aggressive or heavier riders, this bar could reduce arm pump and improve front-end control on the right bike. As a smaller rider, I found the most benefit with them fitted on an aggressively angled, short travel bike, which improved stiffness and certainly absorbed fatiguing trail vibration. They’re competitively priced in the current market and with lots of colors to choose from are a great way to add some color matching and performance. 

Tech specs: Deity Skywire 35mm Carbon Handlebar

• Price: $179.99 / £154.95 / €179.99
• Material: Unidirectional Carbon fiber
• Length: 800mm
• Rise: 15mm (tested), 25mm
• Backsweep: 9 degrees
• Upsweep: 5 degrees
• Colors: 9
• Weight: 226 grams
• Rival products: Renthal Fatbar 35, Raceface Sixc 35

ODI were the early pioneers of the lock-on handlebar grip and have been in the grip game since the 1980s. They’ve adorned my bikes from the early 2000s, with the ODI Ruffian being a firm favorite from its line-up, and I’ll admit to a shameless need to procure a set of the Vans collab grips when they were released. 

ODI stands for Observe. Design. Innovate, and that shows in the creation of its new grip, the Vanquish, a new partnership with D3O. Employing the new D3O Grip Compound, it claims increased vibration dampening, shock absorption and deep comfort and control levels. 

D3O is commonly used in kneepads and body protection, from big hitters like Fox Racing, Troy Lee Design, and Endura for its impact protection and energy absorption. It makes sense that it could be the perfect compound to use for handlebar grips. With your handlebar grips being one of the most critical contact points, it will be interesting to see how they perform against the best MTB grips currently out there.

Design and specifications

Measuring 135mm in length with a 32.75mm diameter, ODI uses its V2.1 single lock-on collars at the control end to secure them via 3mm Allen key bolts, with double reinforced durable ends to protect your bar ends. The multi-layered grip uses a flower-like waffle pattern that offers deep padding at the palm with a crossed diamond pattern section underneath for easy located grip. The small orange wedge on the end of the grip ensures proper grip alignment when facing down. Both ends feature small tapered flanges, with the larger of the two at the control end offering a bit of support and extra comfort. Weighing in at 118 grams for the pair, they are currently available in Black, Grey and Orange colors.

D3O created its new anti-vibration compound for use in the F1 and Space industries, and ODI have used it here. Claiming two times more compression dampening, 25 percent better impact absorption, and deep levels of comfort, I’m interested to see if they live up to the hype, reduce the dreaded arm pump and deliver on comfort.

Performance

Handlebar grips are a deeply personal preference, and never has the market been so saturated with so much choice. I’m no different, with a preference for lo-profile designs with high grip levels, having suffered on some bikes with arm pump.

Fitting the grips, I appreciated the deep 3mm bolts – it’s pretty easy to round off 2.5mm bolts (well, for me, at least) and they provided a secure grip on the bars.  I could immediately feel the initial squish of the palm pattern, feeling familiar – a bit like the old Spectrum 48K computer keys (if you’re old enough to know what that is) when I fingered an individual cell. My fingers easily locked into place into the crossed diamond pattern underneath. They are very tactile grips.

Straight away, I noticed that they were a bit on the thick side for my hand size. I take a size medium glove and compared to the ODI Ruffian at 30mm diameter and the Renthal Ultratacky grips at 30.5mm – both of which have a low-profile design, the Vanquish certainly felt a bit chunky for me.

Riding them on repeated runs, I didn’t experience any arm pump or soreness in my palms. I was worried the 32.75mm diameter would reduce my ability to get a relaxed amount of connection to my bars, and this would induce overgripping and arm pump. I would say that, yes, I didn’t feel as connected, and I did have to grip that bit harder, but the D3O ability to actuate a greater level of vibration-dampening came into play for sure. 

In wet weather, the deep pattern offered lots of grip – especially for the fingers in the deep recessed underside of the grip. But I can’t see these being a mainstay on my current bike purely based on thickness for my hand size. There is no denying the comfort levels and shock absorption on offer, and these will suit bigger hands and those that ride hard. 

Verdict

The Vanquish Lock-On grip will suit those who like to ride hard and need the extra cushioning. The claimed vibration-dampening seems to work, and there’s no denying the deep levels of comfort and connection you can get – especially if you have bigger hands. They may also appeal to heavier and e-bike riders too.

Tech specs: ODI Vanquish Lock-On grips

• Price: $44.95 / £34.12 /€40.96
• Materials: D3O Grip Compound
• Dimensions: 32.75mm diameter, 135mm length
• Weight: 118 grams

Hot on the heels of its latest Hightower and Bronson trail bikes, Santa Cruz has just revealed the Vala – a brand new mid-travel (160/150mm), full-power electric mountain bike weighing an impressive 21.6kg / 47.6lb for the large framed model.

Powering the Vala is with Bosch's latest Gen 5 Performance CX motor which is lighter, quieter, and has a more responsive feeling than before. The motor comes with a non-removable 600Wh battery – which may surprise some as there are plenty of higher-capacity options available. The new bike replaces the Heckler in Santa Cruz's e-MTB range and will sit alongside the lighter-weight Fazua-powered Heckler SL released last year.

Somewhat surprisingly, Santa Cruz decided against using its in-house VPP (Virtual Pivot Point) suspension design and opted for a four-bar setup instead. The Vala also comes with a mullet-wheeled setup (29in front, 27.5in rear) only. I visited Santa Cruz's HQ to get some time on the Vala a few days before the bike's launch.

Design and geometry

The Vala gets its name because the team at Santa Cruz thought it sounded cool and they liked the vague Norse associations. Like basically everything that comes out of the Californian brand's stable, the bike itself looks seriously cool too. Even without the brand's trademark VPP suspension, the Vala still gives off a definite 'Santa Cruzness' with its clean lines, glossy coat, and in-laid headtube badge.

In its most recent form, as seen on the latest Bronson and Hightower bikes, Santa Cruz's VPP suspension design houses the linkage and shock as low as possible in the frame to give a more active performance while pedaling and braking. Unlike the Heckler SL with its much smaller Fazua drive, the larger dimensions of a full-power motor meant the design team couldn't achieve the results they wanted with VPP, so they opted for a four-bar suspension setup with a vertical shock position instead.

On the lower shock mount is a flip-chip that allows you to choose between two suspension progression options – 26 or 29 percent. Similarly, on the rear of the rocker is a pair of flippable chips that allow riders to alter the geometry by 0.3 degrees on the head tube and 4mm at the BB.

Geometry-wise, the Vala is almost identical to the Bronson with a 460mm / 456mm reach (Hi / Lo, medium frame), a 64.2 / 63.9-degree head tube angle, an effective seat tube angle of 77.5 / 77.2 degrees, and a 440mm chainstay length (medium frame, length is frame size dependant).

Santa Cruz says the reason that the Vala is only available as a mixed-wheel mullet is that a smaller rear wheel counteracts the extra weight placed on the front of the bike by having a battery in the downtube.

Motor system and components

The Vala is powered by Bosch's recently unveiled 85Nm Performance CX Gen 5 motor and a 600Wh battery. Bosch says the new drive unit is 100g or so lighter than the Gen 4 model and is more robust. I can confirm that it's much quieter in operation with no rattle and the feel of the power to your cranks is more controlled too. Essentially the best e-MTB motor system just got better.

Motor controls are happily kept as minimalist as possible with Bosch's Bluetooth Mini Remote (hurrah, no wires) on the bars and its System Controller set into the top tube – which displays the power level and remaining battery life.

Battery-wise, there were of course higher power options available to Santa Cruz, but it felt the 600Wh hit the sweet spot between weight and capacity for the Vala – the next size up (800Wh) would add an extra kilo (2.2lb) in weight to the bike. If you're concerned the battery might not provide enough ride time for you, the Vala is compatible with Bosch's bolt-on 250Wh Powermore range extender.

All the Vala options come with a 160mm fork and 150mm of rear travel. The XO AXS RSV model I was testing sported a Fox 38 Factory fork and Float X Factory shock – both with the latest Grip X2 dampers.

The wheels were similarly fancy with Santa Cruz’s in-house Reserve 30 IHD carbon rims on DT Swiss 350 hubs. They're shod with Schwalbe’s new Magic Mary Radials.

Brakes and gears both come from SRAM with the massively powerful Maven Silvers with 200m hubs front and rear, and as you'll have guessed from the model name of the bike, wireless XO AXS T-Type Transmission and the latest Rocker Shifter.

Performance

My visit to test the Vala was over in a flash and I only got four hours or so on it over two rides. While my time on the bike may have been short, I was seriously impressed with what Santa Cruz has put together.

Along with fellow riders (including Jackson Goldstone and Steve Peat), we headed out from Santa Cruz's factory into the surrounding hills. Once into the woods away from traffic noise, I was struck by how quiet the latest Bosch motor really is. There's no motor rattle and even its electronic whine seemed quieter. The power delivery has definitely improved too with a much more responsive feel and plenty of hammer on tap as soon as I hit the pedals harder.

The trails themselves were as dry as it gets, even for California. Dust billowed everywhere – which made seeing exactly what was in front of you tricky when following another rider. We rode undulating trails as well as steeper, more technical enduro runs.

It was clear from the onset that the Vala is a well-balanced bike that's nicely poised for all manner of trail riding. Even though Santa Cruz didn't hit us with a brainwashing session until after the first ride, the design team's work on keeping the suspension as active as possible was really noticeable. This was most apparent when grabbing the brakes down steep sections with repeated hefty hits, as the reduced kickback helped me negotiate these parts of the trail more quickly.

The Vala felt seriously nimble for a full-power bike too, which was undoubtedly aided by the mid-size battery, but Santa Cruz seems to have done something clever with the weight distribution too. This feeling was reinforced when I returned home and jumped on a very similar bike in terms of overall weight, suspension and battery size, which didn't feel quite as agile.

As for the available ride time I could get out of the 600Wh battery, I reckon I could pull out around four hours if I stayed away from Turbo mode. I'm not the heaviest at 69kg and we were riding in conditions where there was zero mud to suck at our tires, but my longest ride on the Vala was 2 hours 45 minutes with a distance of 40km and 1,100m of climbing. I was careful with the battery to begin with, but once confident I would have plenty of charge to finish the ride, I toggled between eMTB and Turbo modes. At the end, there were still two orange bars left on the charge indicator – which is 30 to 21% according to Bosch.

Verdict

Despite fairly limited time on the Vala, I was left in little doubt that this is a seriously impressive e-MTB. The handling is extremely well balanced and the suspension platform is properly sorted too. Adding Bosch's excellent new motor to the mix makes for a properly heady electric brew.

If you can afford the bike, the only potential downsides are that the battery can't be removed for charging or switching over, and the default 600Wh option may prove to be a barrier for some.

Tech specs: Santa Cruz Vala XO AXS RSV

• Frame: CC carbon, 150mm travel
• Fork: Fox 38 Factory, Grip X2 damper, 160mm travel (44mm offset)
• Shock: Fox Float X Factory (205x60mm)
• Motor: Bosch Performance CX (Gen 5) 85Nm
• Battery: Bosch Powertube 600Wh (250Wh Powermore range extender compatible)
• Control unit: Bosch Mini Remote and System Controller
• Wheels: Reserve 30 IHD rims on DT Swiss 350 hubs, 29in front, 27.5in rear
• Tires: Schwalbe Magic Mary 29x2.5in, Trail Radial, Ultra Soft front, Schwalbe Magic Mary 27.5x2.5in, Gravity Radial, Ultra Soft rear
• Drivetrain: SRAM XO Eagle 160mm crank, SRAM XO Eagle T-Type mech, 10-52t cassette
• Brakes: SRAM Maven Silver, four-piston, SRAM HS2 200mm rotors f/r
• Stem: Burgtec Enduro 42mm
• Bars: Santa Cruz 35 Carbon 800mm
• Dropper: OneUp V3, 180mm MD, 210mm LG 31.6mm
• Saddle: WTB Silverado Medium Fusion CroMo SL
• Sizes: SM, MD, LG, XL, XXL
• Weight: 21.6kg / 47.6lb (size LG)
• Pricing: $11,499 / £9,999 / €11,699

Fizik has a vast range of saddle offerings including some of the best mountain bike saddles for comfort. The Tempo Aliante has been in the Fizik saddle lineup for over two decades and has recently seen a revamp with a slightly updated shape and materials. 

Promoted as an all-day perch that prioritizes rider comfort, the Aliante R5 is targeted at endurance riders and sits within Fizik’s road saddle range. However, the Aliante also appears on Fizik’s website when searching for the best gravel saddles, so we hit the dirt and tested the Aliante R5 on some of our favorite trails to see if the all-day comfort claim stands up.

Design and specification

The Aliante R5 is a great-looking saddle, with a finely textured upper that seamlessly blends into the carbon-reinforced nylon shell. The shell has been co-moulded with flexible material at the tips of the wings, where your inner thighs naturally sit against the saddle. The idea is that the flexible material allows the saddle to move and conform to your legs as you pedal, which Fizik describe as ‘Wingflex’. The shell sits on round 7mm S-Alloy rails which have been painted black and printed with usual fore-aft measurements.

Core to the Aliante saddle range is the distinct wave profile when viewed from the side, sometimes referred to as a scooped shape. The distinctive shape is designed to maximise comfort, support and pressure relief when combined with the large ergonomic cut-out that extends right to the tip of the nose. Dual-density foam has been used to provide firmer support under the Ischial (sit) bones with softer foam used on the nose for optimal comfort in every riding position. 

When viewed from above the rear of the Aliante R5 tapers to a rounded point, and two large Fizik logos adorn the sit area.

Performance

I’ve been testing the Aliante on my mile-munching gravel/all-road test bike, which I tend to use for long-distance rides exploring the many bridleways and rural back roads in my local area. The wave profile dictates that the Aliante R5 is the kind of saddle that you sit ‘in’ rather than ‘on’ and it took me a few attempts to get the tilt dialed in to be comfortable. 

My initial thoughts were very positive. I felt well supported by the wave profile, particularly when the going was easy and the trails not too lumpy. However, when riding in a more attacking position in the drops, with my hips rotated forward, I couldn’t get comfortable and found myself constantly adjusting position. My suspicion is this is related to the central cut-out, which is very large and goes very nearly to the tip of the saddle. The pressure relief benefits of cut-outs are well documented, but on the Aliante, the edges of the cut-out seem quite harsh and could be much more rounded. I think it’s these edges I could feel when rotated forward in the saddle.

On more challenging off-road terrain, the Aliante R5 also struggled. The padding isn’t particularly thick, and the wave profile results in a locked-in feel that doesn’t lend itself to quick forward or backward weight adjustments. As a final test, I mounted the Aliante R5 on my XC mountain bike, and promptly took it off after one ride! Whether it’s the minimal padding or central cut-out shape, I really couldn’t get comfortable when things got lumpy and challenging.

To finish on a positive note, the Aliante R5 is still looking fresh and scuff-free after 3 months of gravel riding, and the textured upper material which I thought might cling to dirt, cleans up well.

Verdict

Saddle fit and comfort are subjective to each rider, but from my time spent aboard the Aliante R5, I would say it suits a more upright riding position and the smoother end of the gravel spectrum. If this sounds like you and your type of riding, then the Aliante R5 could be a good option. If your riding position is a bit more aggressive and you like to push on the pedals and explore how far off-road the best gravel bikes can take you, then the Aliante R5 probably isn’t for you.

Tech specs: Fizik Tempo Aliante R5 saddle

• Price: $109.99 / £109.99 / €109.99
• Weight: 230g (145mm version)
• Widths: 145mm, 155mm
• Length: 277mm
• Rails: 7 x 7mm

Crankbrothers is renowned for producing some of the best mountain bike multi-tools in the business and offers a multitude of trail-side tools to get you out of trouble. The F16 is the range-topper in the F-series, which all use an elegant, brushed metal sleeve to house a fold-out multi-tool at its core. The F16 includes a dinky but very usable chain tool as well as the now essential tire plugging apparatus. 

Design and build

The F16 consists of a traditional multi-tool that slides snuggly into a brushed metal sleeve and is magnetically held in place. The folding multi-tool features all the necessary tools to tackle most problems you may encounter on the trail, including 2, 2.5, 3, 4, 5, 6, and 8mm hex keys, a T25 Torx tool plus Phillips and flat head screwdrivers. At the other end of the sleeve, also magnetically held in place, is a very dinky chain-tool, which when removed can also be used as a spoke key with sizes #0, 1, 2 and 3 built into the body as well as a valve core remover. 

On the side of the sleeve, there’s a slide-off plastic compartment that houses a tire plug tool with three sticky plug strips provided. There’s also dedicated space for a set of quick links inside the compartment. 

The brushed metal sleeve features a bottle opener on the back and can be used to hold the chain tool when removing chain pins or provide additional leverage when using the multi-tool.

The individual elements of the tool all slide and magnetically snap together to make a relatively compact tool kit, measuring 86mm x 40mm x 25mm that weighs in at 186g.

Performance

The F16 with its brushed metal sleeve, feels and looks like a very premium product. The multi-tool slides into the sleeve in any direction, but there’s definitely an optimum orientation. By design or otherwise, the multi-tool slides into the sleeve much easier when inserting the end that includes the 8mm hex. It isn’t a big problem if you insert it the other way around, it just takes a bit more effort to remove it and is a bit of faff with gloves on.

All the fold-out tools fit snuggly into their corresponding bolt heads and it never felt like I was likely to damage a bolt head in use. The multi-tool is quite small at only 61mm in length, so it’s useful that the sleeve can be used as a handle extension when a bit more leverage is required.

It’s been years since I’ve broken a chain out on the trail, but it does happen. The dinky little chain tool found on the F16 is a great piece of kit; by leaving it attached to the sleeve, you have a great handle to hold the tool whilst using the multi-tools 4mm hex key to tighten the pin extractor. The chain tool has been designed as a pin removal tool only, so suitable quick links will also be needed to re-attach your chain.

The tubeless tool is a forked design that works with the sticky ‘bacon’ strip plugs and the shank of the fork has been knurled to roughen up the puncture edges before inserting the strip.

Verdict

Crankbrothers has a long track record of making quality trail-side tools and other premium MTB components. The F16 is a reassuringly solid and a high-quality bit of kit, and at $59.99 / £59.99 it needs to be. It’s a bit on the large and heavy side, and for a lighter option, I would recommend the Canyon Fix 3-in-1 multi-tool.

I also found it a bit angular and pointy if carried in a pocket. If thrown into a hip-pack or backpack this obviously isn’t a problem, and I found it useful to have everything you need in one place, rather than fishing around for separate tools. The F16 should get you out of trouble in most trail-side bike fix scenarios.

Tech specs: Crankbrothers F16 multi-tool

• Price:  $59.99 / £59.99
• Tools: 2, 2.5, 3, 4, 5, 6, and 8mm Hex keys, T25 Torx tool, Phillips screwdriver, flat head screwdriver, quick-link storage, bottle opener, tubeless repair tool, chain tool, #0,1,2,3 spoke wrenches, valve core remover
• Size: 86mm x 40mm x 25mm
• Weight: 186g 

Ciovita’s Opera short sleeve jersey is described as a Trail Tee, which would make you think it would challenge as one of the best mountain bike jerseys, though with its close cut and subtle style, I think it could be more suitable as a gravel apparel option instead. You'd be forgiven for thinking they were an Italian brand, but they are based in Cape Town, South Africa, which has some of the best gravel bike riding on the planet, so how does their latest Trail Tee hold up?

Features

The Opera Trail Tee is an understated affair in Charcoal, which is mainly black with grey panels. That's the only option in short sleeves for men, though it's available in Sage, Navy Blue, or Black in Long sleeve versions and a fetching Coral or Cyan (Light Blue) in a female cut. Fit is described as race, though I think its description is a bit confusing, as trail and race are very different things. I'd say it's a looser gravel race fit. Close-fitting, but not skinsuit tight, and thus avoiding making anyone with over 10% body fat look ridiculous.

The neck features a shallow V-neck, with a small inset of material at the front that helped prevent it from gaping or flapping too much when lent forward riding. It also has an elongated rear that gives plenty of coverage and reasonably long but just about right-length short sleeves that suited me well. Those blessed with big biceps might find it a bit snug, though.

As you'd expect for a jersey designed in the heat of South Africa, it is a very well-ventilated piece of kit made up of large panels of mesh material in different weaves in Black combined with a lovely-feeling Italian Melange Nylon Lycra in a subtle Charcoal. Sadly, the need for extra ventilation has been lacking in the Northern Hemisphere so far this year, but on the odd occasion the sun has made an appearance, the Opera Trail Tee has excelled.

There is only one pocket in the rear, but this is zipped and big enough for a phone, small wallet, multi-tool, or similar. Though I like more storage generally, I doubt the light-feeling material would support lots of pockets and extra weight, and I'd rather have one good pocket than three baggy ones. There's also a useful sunglass wipe just on the inside at the front of the jersey. It's reassuringly thick and has remained soft and genuinely usable on lenses despite lots of washing and use in Yorkshire's finest ‘Gravel’ conditions.

All of Ciovita’s kit is made in its Cape Town factory and is mainly available to order from its website, though it is expanding into retail shops. The site has plenty of examples of Ciovita helping the local community, though there are no mentions of using recycled or organic natural materials, which is a bit disappointing in this day and age.

Performance

I opted to go for a medium, which worked well for my 175cm height and 83kg build. The fit was close and borderline too tight for what I consider a trail jersey, though for gravel, it was pretty much perfect. I find a lot of the latest high-end road-based garments focus too much on being aero and pay little attention to how most average riders look in them. Not so here. It retained the look of a performance top without making me look like a packing accident in a meat factory.

I tended to wear it on warmer days and would pair it with a gilet for temperatures between 8 and 12 degrees. I found the looser-cut sleeves very comfy, generally, though they don't work as well as a tighter jersey when paired with arm warmers. The material tends to flap on top of them, which isn't an issue in terms of function but does look and feel a little odd.

I've had the jersey on test for some time, and it has seen plenty of wet rides, as well as warmer dry rides. It has been washed many times and still looks box fresh with no fraying of seams and none of the fading or graying you sometimes get with darker garments. I also find it stays smelling fresh, which isn't something you always find without some form of Merino or natural wool in the mix, and it dries quickly, too, so it works well for multi-day rides and adventures.

It's well priced, too, I think at $50 / £39 / €45, which puts it in the mid-range category, though I'd happily pay a little more for the use of recycled or natural materials in the mix.

Verdict

I was a little confused when I first got the Trail Tee to test. It was good for XC rides but just felt too tight-fitting for trail riding, where I prefer a looser cut. However, it made more sense to me once I paired it with some Lycra shorts and used it for gravel.

I really liked the fit. It was loose enough to be almost flattering but not so baggy that it would be annoying at a reasonable speed. The subtle styling was definitely a bonus for me, too, though more color options would be nice.

My only criticism is its lack of green or eco credentials, either in production methods or the materials used, which seems at odds with most other brands on the market currently. That aside, it's a great jersey that I enjoy wearing whenever the weather is good enough.

For more information, check out Ciovita.com.

Tech specs: Ciovita Men's Opera Short Sleeve Trail Tee

• Price: $50 / £39 / €45
• Colors: Charcoal/Black
• Materials: Italian Melangue Lycra
• Blend: 50% Nylon, 32% Polyester, 18% Elastane
• Sizes: Pro fit, S, M, L, XL, XXL

We have featured products from the innovative Dutch brand ERE Research before, like its Tenaci GA40 gravel wheels, but never one of its saddles. Like the wheels, there is more to the saddle than meets the eye, with interesting technical features. At first glance, the lightweight, short-bodied, but well-padded saddle ticks many boxes, but how does it compare to the best gravel bike saddles?

Unusually, the Tenaci TT saddle is sold as a unisex saddle. ERE says that extensive ongoing research with the Stanford University of Medicine has shown them that there is no standard for people's pelvic regions and that riders just need suitable comfort solutions regardless of their chromosomes.

Features

The Tenaci TT is their answer for gravel riders who want more comfort across rougher terrain. It uses many of the same features they use on their road range to save a few grams but with a thicker padded top section. The TT I had on test uses titanium rails and a split PA12 carbon fiber base material with a large pressure-relieving cutout, which not only keeps the weight down but adds more flexibility and comfort than a cheaper plastic hull. The TT is the mid-range option, which comes in at £115 / €136, with a lower priced alloy railed T version costing £82 / €97 and a range-topping full carbon version called the CT at £199 / €195

It comes in two widths: the medium version I had on test, which is 145mm wide, and the larger 157mm size. Measuring your sit bones here is crucial and will make a big difference in finding the right saddle. Both are 240mm long, which is relatively short. This trend is popular on road bikes as it lets riders ride with a wider hip angle and, therefore, in a lower, more aero position. This is less crucial off-road, but handily, it works well with the steeper seat angles you'll find on XC and trail bikes and helps keep your weight in the correct position on steep gravel climbs.

Alongside its flexible hull and extra padding, the Tenaci TT has what they refer to as a Comfort Trigger to help riders fine-tune the amount the saddle flexes under their weight. The trigger is a red lever found at the front of the saddle with three fixed settings. It adjusts the amount of tension the rails are under by 10nm and offers up to 10mm of saddle flex adjustment. It's not something I've seen on other modern saddles, but it works similarly to the original Brooks leather saddle that had a simple threaded bolt mechanism that enabled you to adjust the saddle rail tension, though it was far more industrial and heavy than ERE’s interpretation.

Performance

Saddles can be hard to review, as saddle shape is a very personal preference. It's always worth trying a few different shapes if you can, and also keep in mind that your choice of shorts and chamois can also make a big difference in comfort. I've always been fond of longer, narrow-ish saddles with minimal padding for gravel and road duties, and although I have tried short saddles from other brands in the past, I never really got on with them for various reasons.

Not so here I'm happy to report. Fitting was as straightforward as you would expect, and for my first few rides, I rode with the saddle in the middle of the rails and completely level to the ground as I thought it would be a good neutral position to start from. I experimented with moving back and forward slightly, as well as dipping the nose a touch, but found the most comfortable position was just slightly forward of my original central position, which was completely flat.

Whether I was in the drops, sat upright on climbs, or even in as close to an aero tuck as possible on the FSA Pro Wing AGX bars I have been using, I found the saddle comfortable in an unremarkably boring way. By that, I mean I barely noticed it was there most of the time, which is as high praise as I think you can give a saddle. I found it most comfortable when using shorts with larger seat pads like the Ciovita Cargo bib shorts, but it wasn't exactly uncomfortable using slimmer pads either from brands like Mavic, Santini, and Castelli.

I was also worried the padding might be too much, as I've spent the best part of 25 years riding hard and narrow saddles and have found excess padding in the past to be less comfortable, especially over longer rides, as the foam material compresses over time. The padding used here is relatively firm, which does a great job of balancing shock absorption but without deforming too much under pressure, which can lead to discomfort as it puts pressure on areas of delicate tissue and remained comfortable and supportive for me.

The Comfort Trigger offers three clicks of adjustment and is noticeable going from the fully open to fully closed settings, though if I'm honest, after a couple of rides, I rarely changed it. I found I really liked the middle position, as it offered the ideal amount of hull flex for me, and it's not something I felt I needed to change mid-ride. Having said that, having the ability to tune the feel is a useful feature, but mainly in the early stages of getting comfortable with it.

Verdict

I was very impressed with the ERE Research Tenaci TT. I'm always a bit wary when trying new saddles, as they can be a personal preference and make or break a ride if they aren't right for you, so I was pleasantly surprised by how well I got on with it.

As I said earlier, I think it's hard to judge a saddle for other riders, but with two widths and the Comfort Trigger, it offers more adjustment than most. I found it worked well for me for everything from XC blasts to the best bikepacking adventures and it played nicely with multiple bib short brands too with no awkward pressure points or chaffing which is all you can ask of a saddle.

Tech specs: ERE Research Tenaci TT saddle

• Price: $n/a / £115 / €136
• Sizes: M (240 x 145mm) and Large (240mm x 157mm)
• Weight: 209g 
• Color: Black

The best mountain bike pants are more prevalent out on the trails than they ever have been, and with the mercury dropping you may be thinking of ditching your shorts for pants. You may already be a hardcore pant aficionado and may have room for one more pair, whatever your reason, a good pair of MTB pants should always form part of your riding wardrobe. 

The DHaRCO Gravity pants share the same materials and some of the same great design details as the DHaRCO Mens Gravity Short I reviewed recently. Aimed at a wide range of MTB riding style from trail to enduro and downhill too. The gravity pant uses 4-way stretch water, and resistant stretch materials which are available in a wide range of eye-popping colors and designs.

Design and specifications

With its water-resistant coating, the DHaRCO pants are suitable for all-year riding and also a blue sign-approved fabric which is kinder to the environment. 

They are a standard fit – but not super skinny. The cut is articulated to provide optimum levels of comfort and movement and room for pads. Subtle graphics - on this model at least, in the form of small printed logo graphics and some zip detailing make for a good-looking pair of pants.

The same three pockets as the gravity short feature here too. With the main zippered pocket to the right hip and a smaller front thigh pocket. There is also an additional rear pocket for a small item. Closure is a triple lock of zip fly, with a velcro tab under two press studs and you can adjust fit at the hip via velcro tabs. Available in S-XXL sizing.

Performance

Even though they are a ‘standard’ fit I’d describe them as fitted – which I like. I'm not a fan of flappy, overly loose or long pants and these measured up really well. My size small needed a little cinching in with the Velcro tabs at the waist, and with my inseam of 30(ish) inches, the length was great, sitting just above my shoes, which is a rarity for a shorter bloke like me to find. 

The material offered up a comfortable amount of stretch for pedalling comfort when wearing my go-to Fox Enduro knee pads and padded and protective undershorts. They also fit well in the right places for maximum comfort when pedalling; at the thigh, calf and around the bum. 

These pants are constructed from more panels than a lot of pants I’ve tried in the past, in part to make up the articulated knee panels, and you get a double layer of material at the front of the knee section to add durability. With flatlock stitching throughout they provide bags of comfort.

The water-resistant treatment did its job when splashing through smaller puddles and in light or short bursts of rain, although prolonged wet weather trail riding saw them wet through at the bum eventually – not that much of a problem during the warmer drier months. 

They also breathe well too, and I didn’t get to the point of overheating on the warmer days I rode in them. They certainly will struggle come winter to fend off really bad conditions, although I have the feeling they could be great for those crisp dry cold weather trail riding days, but time will tell. The pockets are fine for holding a phone, and a few smaller items which stay close to the body, but I needed to keep that to a small multi-tool and snack.

Verdict

The price point is good for an MTB pant that can be worn for the majority of the year. The fit is excellent, and they are comfortable to pedal in and work equally well on longer rides or bikepark sessions in warm or changing weather. They feel durable enough, and although I’ve never crashed in them I think will take some abuse. Of course, being DHaRCO you could if you like go wild with the color choice to spice things up! 

Tech specs: DHaRCO Mens Gravity pants 

• Price: $156 / £135 / €149.99
• Material: Nylon and Spandex blend
• Colors: Nine color options
• Sizes: S to XXL

Manitou has been making suspension forks since 1990 – only one year less than RockShox and ten years more than Fox. But can its latest Mattoc Pro compete with the best mountain bike forks in all-round trail performance? If you want a light, distinctive-looking fork with lots of easy adjustment and you don’t mind a bit of axle faff our freerange Test Editor, Guy Kesteven, reckons the answer is definitely yes.

Design and build

No, I haven’t fitted the Mattoc backward, Manitou has been using a reverse arch design for about twenty years as it says it yields the best stiffness-to-weight ratio possible. Interestingly, the computers at Fox said the same when they gave AI programs free rein to design the arch of the latest 32 Step Cast ultralight marathon fork and 32 Taper Cast gravel fork too.

It certainly has a distinctive look, and the contrast of a high polish crown on the Pro version of the Mattoc takes the stage further. It’s matched by silver graphics which I think really works too. Crisp machining of the anodized fork top adjusters means the whole fork has a high-class feel and the flush-fit plastic cable clamp is really sleek. Or there’s a zip-tie slot on the arch to take the hose behind the crown if you’d rather route it that way.

Aesthetics aside, the Mattoc uses internally tapered 34mm stanchions with a unique ‘Hexlock’ thru-axle design. This uses a captured bolt in the offside leg to pull a Hex ended 15mm axle into place and again it’s an updated version of a hex theme Manitou has been using for years. Manitou also pioneered and stuck to the post mount style brake mount that everyone else has now reverted back to, in this case sizing it as a direct fit for a 160mm rotor. 

The sealed MC2 damper cartridge is basically a downsized version of the system you’ll find in Manitou’s Dorado downhill and Mezzer Enduro forks. This gives four high and 10 low-speed compression settings in a similar ‘high speed first’ circuit flow to RockShox Charger 3 / 3.1 dampers. It also has 20 clicks of rebound damping range via the adjuster at the base of the leg. As well as the DIY adjustable damping, there’s a preset hydraulic bottom-out damper managing the last 30mm of the stroke. You can pressure relieve the fork by removing two small bolts on the lowers if it overheats on hot and hectic or big altitude difference days.  

The air spring is also Dorado-derived with self-balancing positive and negative main springs. On the Pro, these are topped with a separately pressurized IRT (Infinite Rate Tune) spring for easy adjustment of the air spring rate, while Comp and Expert versions use a more conventional spacer system. Spacers also control the travel of the Mattoc, letting you set it up from 110 to 150mm of travel. While spare spacers are supplied, the slotted lock ring tool mentioned in the instructions isn’t. You can use a normal cassette lock ring tool if you compress the air shaft. Otherwise, it’s a simple procedure that just needs some 3 or 5wt shock to replace any lost when removing the lowers. 

You can also get the Mattoc in 27.5in with two different (37 and 44mm) offsets or a single 44mm offset in 29er which is how I tested it.

Weight with steerer cut to 190mm is 1760g, which undercuts both RockShox Pike Ultimate Charger 3.1 and Fox 34 Factory by around 100g and is 35g heavier than the Ohlins RXF34 m.2. It’s supplied with an optional, 290mm long bolt-on, soft plastic fender which adds 40g if used.

Performance

I’ll always thank Manitou for sticking to the post mount brake standard when every other brand was pushing the spacer washer alignment misery of ‘Universal Standard’ brake mounts too. I admire them for sticking with its signature rear arch even though it means most aftermarket fenders won’t fit if you find the official stubby guard too short. 

Using a red dial for the compression and a blue one for rebound – when everyone else runs the opposite protocol – hurts my head a little though. The captured tighten/release bolt and hex head of the axle system are harder to use than other bolt-through systems too. That’s because you can’t thread the axle in with one hand while holding the fork/bike with the other. You have to slide the axle in while turning the capture bolt on the other side, which generally means some sort of knee-grabbing or shoulder-balancing carry-on to steady the bike and wheel.

Balancing the IRT spring chamber pressure (which you set first) against the main chamber pressure to control the later stages of travel isn’t totally straightforward either. That’s because a lower IRT pressure means the main spring equalises earlier which affects mid mid-stroke feel, while a higher IRT pressure only really affects the end-stroke. You also have to factor in the additional end-stroke compression resistance created by the HBO (Hydraulic Bottom Out, not US TV company) damper. That can all make setting up the Mattoc Pro a more tongue-out, occasional buffering scenario than single-fill RockShox, Fox, Marzocchi, and Cane Creek designs, but if you’ve used Ohlins forks before it’s a similar process. 

The good news is that Manitou’s suggested pressures and damper settings are a good starting point for most riders so there’s no rush to start tweaking. I was really impressed with the fluidity and supple sensitivity of the fork from new too, especially as many forks now need ten or more hours to start smoothing out. Once I started playing around the triple chamber air spring also let me subtly adjust all phases of the fork travel from linear to supportive without sacrificing the high grip sensitivity.

Once you’ve worked out how their Venn’s overlap, the high and low-speed compression adjustments give a very wide range of potential feel outcomes from free range to highly damped and efficient. Obviously what feels best for you will depend on your environment, preference, and riding style, but I found a relatively lively feel suited to the similarly alive, compliant feel of the 34mm chassis. 

Even then I was a reasonable way into both rebound (10 clicks) and compression damper (two clicks HSC, four clicks LSC) ranges. That confirmed there’s plenty of adjustment headroom for lighter or less aggressive riders who’ll often have to run other forks full open. Or even have them modded with different oil or altered circuitry to get a usable damper range. However, if I wanted a more accurate and locked-down feel each click – particularly of HSC – makes a tangible difference. So if I wanted to make the Mattoc feel more like a Pike/Lyrik or a Fox 36 in terms of structural accuracy on ‘bigger’ trails, then a click of the red HSC dial and a reach around to the rebound for a couple more clicks of rebound was all it took.

Despite Manitou's early eagerness to move experience with two test forks confirms they don’t get slack or sloppy several months down the line. That suggests internal tolerances and QC are as accurate as the external aesthetics so they should give a long and happy life. It’s worth noting that spares are likely to be harder to get hold of than RockShox or Fox/Marzocchi forks though, and you’ll be more limited in terms of specialist servicing options. Since the Wiggle/Chain Reaction collapse, there’s currently no distributor for Manitou in the UK either – which could complicate matters.

Verdict

There’s no escaping that the conventional setup approach and easy spares/servicing availability of Fox and RockShox make them the sensible fork choice for most people. If you’re prepared to tell the sheeple to flock off though, Manitou’s Mattoc Pro is an excellent alternative choice. 

It’s a naturally sensitive, responsive high traction/comfort fork from the box and far down the daily driver line as well. The triple chamber air spring and multi-phase dampers allow a very broad, but also potentially subtle range of tuning for different rider weights and preferences. It’s lighter than the RockShox Pike and Fox 34 while splitting the difference between them in terms of tracking accuracy. That low weight makes the ability to easily reduce travel to XC/downcountry strokes more worthwhile and a great choice for variable travel bikes like Trek’s Top Fuel.

The overlapping Venn circles of nuanced air spring/damper adjustments and fiddly axle mean it’ll find a happier and more fruitful life with habitual tweakers rather than plug-and-play fans though. Lack of current support in the UK is a potential issue too, although that does mean there are some real bargains to be found in the post-Wiggle/CRC wreckage.

Tech specs: Manitou’s Mattoc Pro

• Price: $1,049.99 / £1,323.99 / €1,260.00
• Sizes: 110 - 150mm travel
• Height: 502 - 562mm
• Options: 27.5 with 37 or 44mm offset, 29in with 44mm offset
• Weight: 1761g (steerer cut to 190mm) 

Muc-Off first launched their pink bike cleaner way back in 1994, and over that 30 years, they have refined the formulation and have defined the way we clean our bikes. Though the cleaner itself has had various updates over the years, and the classic one-liter trigger spray bottle has bar some color and graphic changes, remained the same as it has always been, and though still available, there is now a new, much more environmentally friendly Bottle for Life version.

Design and specifications

To reduce plastic use, the one-liter bottle is made from aluminum and supplied with a silicone base that is said to be food-grade, though I'm not sure how important that is unless you need to use it to make an emergency espresso in the workshop. It comes supplied with Muc-Off’s Punk powder, and each packet makes a liter of the famous pink cleaner. They have gone the extra mile in the name of being eco-friendly, using packaging from compostable materials and even printing on the packaging using vegetable inks. However, I don't think their claim of being the world's first plastic-free cleaner is entirely correct, having tested Schwalbe's Natural Bike Soap previously.

The Bottle for Life is available in two options, either with two or four extra packs of Punk powder. However, if you don't need the full cleaning power of those of us living in muddier parts of the world, then nothing stops you from making a more diluted version that will last longer. Cost is marginally cheaper than buying four single bottles, with the Bottle for Life costing £45 / €55.99 / $54.99 compared to a single plastic bottle coming in at £12 / €17.99 / $16.99, so for the same four liters of cleaner that would be £48 / €71.96 / $67.96, so in total, it's slightly cheaper, though not as cheap as some of the bulk buy options Muc-Off offers.

Performance

Muc-Off, over the years, has refined its Nanotech bike cleaner to be an effective, safe product, and this is no different here. Simply spray your bike with water, followed by the cleaner, and spray it off. I personally prefer to spray as much dirt and muck off as possible with water before using the cleaner, then follow up with a good scrub with a soft brush. This way, you are less likely to scratch the frame or parts when cleaning, and you are left with a much better finish with fewer streaks and grubby marks.

Much like the standard ready mixed version, this formulation is safe on paint and anodized finishes with no fading or damage, even when left on the frame to dry out totally. Mixing was straightforward: simply pour the powdered formula into the bottle and top it with water. It does foam up a bit when filling, so I put my days of working behind the bar as a student to good use and poured water in at a roughly 45-degree angle, much like you would when pouring a Guinness, which kept foaming and overspilling to a minimum.

The bottle and trigger work well, with the trigger offering two spray options. One is a concentrated spray, the other more of a foaming spray, and both worked well, with the latter doing a great job of covering the bike. It's also compatible with its own pressure washer, it simply screws into the lance head and makes covering your bike and cleaning even more straightforward. The silicone base was a handy addition, ensuring it stays upright in your workshop and protects it from damage. Perfect if you like to take it with you when riding to get your kit clean before putting it back in your car or van.

Verdict

This clever update to a well-loved classic has really improved its eco credentials and made it much easier to store and transport. It's not the cheapest, but it does work very well, and the punk powder top-ups are easy to store and take up much less room in your workshop or toolbox than individual bottles would.

So, all in all, a clever update with minimal downsides makes it a win for me.

Tech specs: Muc-Off Bottle for Life cleaner 

• Price: $54.99 / £45 / €55.99 
• Spray bottle: Recyclable alloy bottle, nontoxic silicone base
• Sachets: recycled, compostable materials and vegetable-based inks
• Size: 1 litre

Panaracer launched its first GravelKing tire ten years ago, before gravel was really a thing in most riders' minds. Since then Panaracer has added more and more GravelKing variants to keep pace with the explosion and diversification of drop bar off-road riding and maintain its presence in the best gravel tire ratings. The new X1, X1R, and X1+ are totally new tires though and a summer of riding in all conditions on solo and tandem bikes has proved they’re excellent performers at a good price.

Design and build

The new GravelKings are based on new 120tpi casings which Panaracer calls TuffTex. There are different variants for each tire but details are a bit vague beyond that. The lightest X1R tires use a ‘more supple’ version (I’m guessing that means without protection), X1 tires use a bead-to-bead puncture protection layer, while the X1+ uses a ‘double strength’ TuffTex+ casing. All the versions are sold in 35, 40, and 45mm, but insider intel suggests you’ll have to wait for a 50mm version next year. They’re available in brown or black wall but the X1R tires are more of a cream wall so you can’t mix R and standard or + casings without it looking a bit odd. The same carcass types are used to revamp the existing GravelKing SK, Semi Slick, and Slick designs too, but the X1 is an all-new moulding.

The center tread is continual across the crown so it seems like the gaps are inset into the rubber, rather than it being knobs raised up from the base. The diagonal intermediate and shoulder blocks are more widely spaced and conventional in design. The tires are made in Japan and the tread itself looks a lot like Japanese lettering from some angles. However, Panaracer ‘Global Go To Guy’ Jeff Zell assured us it was functional rather than phonetic in any Asian way when he sneaked us a peak at the new tires back at the Core show in spring.

Performance

The supple casing feel is obvious as soon as you pull the tires out of their recycled cardboard packaging. The feel and color reminded me a lot of the legendarily fluid rolling Rene Herse tires, which isn’t that surprising as Panaracer actually manufactures those too. The ‘BeadLock TLR’ edges are a snug fit onto the Hope, Zipp, and Reserve rims I tested them on throughout the summer. They always went on without too much persuasion and then pumped up easily with just a track pump though and they’re hooked and hookless rim compatible. A couple of punctures on the R’s when racing at Gralloch and a low-pressure-related burp getting giddy at the Dirty Reiver concerned me at first. Their low weight also worried me in terms of durability, but they’ve been as good as gold ever since. I’ve properly hammered the 45C X1s bikepacking in Wales and even on my gravel tandem too so they’ve certainly seen plenty of rock-to-rim action.

What’s stood out throughout testing though is how fast and supple they always feel. While I’m often underwhelmed with how 45c tires feel in terms of extra smoothness even at low pressures, the X1s still felt really good, keeping vibrations low and the vibe high even after long rocky days off-road. The X1R is particularly floated and light – both physically and psychologically – too. That properly put a spring and a sprint in the step of my Santa Cruz Stigmata long-term test bike when I fitted them and made me reset my standards for smoothness even against handmade ‘open tub’ designs from Challenge.

Despite the easy rolling speed of the inverted tread being close to a full slick, there’s still enough working edge in the design to brake and drive pretty hard in most conditions. The supple nature of the carcass means they don’t block as easily as I expected in the mud either and it also improves grip via more consistent ground connection. As you’d expect the more open outer tread gives more bite, but as the knobs are pretty small it’s definitely a predictable slider rather than an on/off snapper. Once you’re used to that though it opens up all sorts of amusing sideways misbehavior through fast and loose turns, particularly on a bike as progressive and stable as the Stig.

The new Zero Slip Grip Gravel rubber formulation has proved an impressive balance of traction and durability too, with no ripping, tearing, or obvious rub down even with hundreds of km on the test clock. That boosts already good value pricing too, although it’s worth noting the R and + versions are around 20 percent more expensive than the ‘basic’ X1

Verdict

A lot tougher than you’d expect for their very light, responsive weight and a lot more trustworthy in terms of traction than you’d expect for their fast-rolling speed. And all with a beautifully buoyant and floated ride feel, particularly in the X1R version.

Secure and predictable right through the pressure range and relatively easy to fit on hooked or hookless rims too. Add good durability even in heavy use to an already decent price and the X1 trio and their other TuffTex friends have already become firm favourites for dirty drop bar action.

Tech specs: Panaracer GravelKing X1 and X1R

• Price: X1 $64.99, £54.99, €63.99 X1 R and + $79.99, £64.99, €74.99
• Sizes: 700 x 35, 40, and 45c
• Options: X1, X1R and X1+
• Weight: X1-R 40c 464g, X1 TLR 45c 

Although carbon fiber is great for making bike components, it’s no secret that it's a bad time for the environment. Its toxic production process, large amounts of energy,  and labor-intensive manufacturing, combined with the fact that it becomes a material dead-end once the carbon product is no longer usable, is problematic. 

To combat this, CSS Composites has developed a thermoplastic composite material called FusionFiber. Instead of using epoxy or resins to bond the carbon fiber together, FusionFiber uses heat and pressure to bond dry nylon-impregnated carbon fiber sheets. The FusionFiber process reduces the toxic ingredients required for manufacturing, lowers energy demands, and simplifies the production process. Additionally, when a FusionFiber product reaches the end of its life it is said to be 100 percent recyclable too.

CSS Composites has been producing FusionFiber rims for the likes of Revel, Chris King, and Evil for several years, however, it now sells its US-made FusionFiber rims under the Forge+Bond moniker, which has a growing range of mountain bike wheels equipped with this carbon-alternative thermoplastic composite material.

Design and specifications

"Compliance" is the buzzword of the moment for mountain bike wheelsets, and Forge+Bond claims that the FusionFiber material and Radial Crossply layup improve durability and offer better vibration dampening than traditional carbon. Unlike other compliant wheelsets, which use varying rim widths and spoke counts to tune compliance, both the front and rear 30 AM rims have a 30mm inner diameter with a 4mm sidewall. Rear wheels take the brunt of bad landings and poor line choices, so the rear rim is reinforced to handle extra stresses, weighing 50g more than the front rim (480g). Both rims feature Forge+Bond’s NXS design, which removes excess material from the rim between the spokes, giving the rims a gentle wave shape. The rims don’t require any finishing out of the mold, so the subtle texture of the FusionFiber layup gives them an attractive finish.

The rims are laced to the hubs with 28 J-bend Sapim CX-Ray bladed spokes. I have the Industry 9 Hydra Classic build of the 30 AM on test, which features 690 points of engagement for a snappy pedal response. If the Hydra hubs aren’t your cup of tea, Forge+Bond offers the option to spec DT240 or Project321 G3 Classic hubs, or you can save a little money with Industry 9’s 1/1 hub set. All hubs come in XD and Microspline freehub options, although the Project321 and Industry 9 1/1 hubs only come with 6-bolt disc mounts.

My Industry 9 Hydra Classic-equipped 30 AM wheels weigh 815g at the front and 1011g at the rear. With a combined total weight of 1,826g (including valves), they are on par with many enduro/all-mountain spec wheels. Even with the cost-saving 1/1 hubs, the 30 AM wheelset still commands a premium price tag. For riders looking for an environmentally conscious alternative to carbon at a more competitive price, Forge+Bond’s Shift AM wheelset uses the same FusionFiber rims but specs Bitex hubs to lower the price even further ($1,250).

The 30 AM wheels come taped and equipped with insert-friendly slotted valves, ready to be fitted with your tire setup of choice. The included valve caps have an integrated valve core tool, which is a nice touch. Fitting the tires was a fuss-free process, and the Continental Kryptotal Trail tires happily popped onto the rim for an airtight seal.

Performance

Out on the trail, the Forge+Bond 30 AM gives a direct ride feel that offers plenty of confidence to bury these wheels hard into rough sections and drive them through catch berms. Tracking is excellent during these high-load situations, making precise line choices possible.

I didn’t find the 30 AMs to be jarring, although there are certainly more compliant wheels out there. There’s noticeable feedback in terms of trail communication, and they won’t dance around glancing blows, straight line pinball lines, or tenaciously grip off-cambers in the way that soft wheelsets will flatter riding skills. While they won’t squirm out of the way of impacts, they still offer something in the way of a damped feeling to dull impacts and vibrations.

The Industry 9 hubs’ instant pickup and the 30 AM’s tight lacing give the wheels plenty of off-the-line pep and a poppy feel that makes them ride far more akin to a trail wheel than a robust all-mountain wheelset.

The 30 AMs have required zero attention after a shralp-filled summer in the Scottish Tweed Valley. They have remained straight and true, and the Industry 9 hubs are still spinning smoothly. The rims have picked up a couple of scuffs and scrapes from loose rocks and general wear and tear, but overall, they still look great with almost 500km of hard riding under their belt.

The purpose of this review was to find out how the Forge+Bond wheels perform out on the trail, not to conduct an investigative feature to determine whether Forge+Bond’s environmental claims are true. It would be amiss not to comment on Forge+Bond’s sustainability, and although I can’t personally verify Forge+Bond’s environmental credentials, the FusionFiber claims regarding reducing energy, chemicals, and manufacturing waste are compelling.

It’s still early days for the carbon fiber alternative, and it’s worth noting the recycling process isn’t as simple as sending a broken rim back to be turned into a new one. Recycled FusionFiber rims can’t be made into more rims; instead, CSS Composites crunches down the long-strand material into short-strand material to be reshaped into compression-molded parts.

Currently, the only FusionFiber second-life product available is some Forge+Bond tire levers, although I reckon there are plenty of other components—such as brake levers, saddle shells, and bottle cages, to name a few—that could be made from recycled FusionFiber. Before you ask, broken FusionFiber tire levers could theoretically be made into more tire levers, as the short-strand material is infinitely re-moldable.

Verdict

Compliance is important, but it’s a balancing act. Too much, and a wheelset can feel sluggish under power, but too little will see you rattling down the trail. A lot comes down to personal preference, and those looking for a stiff wheelset that isn’t punishing will get along well with the responsive and lively ride feel of Forge+Bond’s 30 AM wheelset. They feel direct and precise and suit riders who like to place tires and gain traction by loading up the wheels when riding, rather than pointing and shooting through the chaos. The 30 AM wheelset is versatile too, light and sprightly enough to be run as a fit-and-forget trail wheelset without sacrificing the durability needed when taking on enduro duties.

The sustainability storyline is an interesting side note, although being an early adopter of a material that claims to solve some of carbon’s environmental guilt – on top of the Utah-based manufacturing – is reflected in the high price. Luckily, the performance is up there with similarly premium traditional carbon options from the likes of Reserve or Reynolds, so if you are spending this sort of cash, you’re not sacrificing ride quality by choosing the more environmentally friendly option.

Tech specs: Forge+Bond 30 AM wheelset

• Price $2,199 / £578 / €685
• Sizes: 29in
• Hub options: Project321 G3, DT Swiss DT240, Industry 9 Hydra Boost (tested), Industry 9 1/1Boost
• Freehub options: XD (tested), Microspline
• Rotor options: 6 bolt, Centerlock (tested)
• Rim material: FusionFiber
• External rim width: 34mm
• Internal rim width: 38mm
• Spokes: Sapim CX-Ray, 28 front and rear
• Weight set: 1826g (29in, XD, Centerlock)

A reliable and accurate torque wrench is a must-have tool for the home bike mechanic. There are many options on the market but few suitable for bikes have digital displays for the most accurate readings. Taiwanese tool and accessory brand Topeak make two different digital models, I've been testing the smaller, 1/4-inch drive option – the D-Torque Wrench. With an RRP higher than most conventional models, is this digital option worth the extra investment, and is it one of the best bike torque wrenches available?

Design and specification

The Topeak D-Torque Wrench comes in a zipped neoprene-like soft case with a hard foam insert and eight bits plus a 50mm bit holder. The wrench itself is 8.5 inches (21.6cm) long with a 1/4in drive and a reversible ratchet. Its torque range is 1 to 20Nm which is more than most wrenches of this size.

The handle has a non-slip section which is only long enough to be held with the forefingers and thumb – but it reduces the risk of over-torquing with a full caveman grip.

A 0.6 x 0.2 inch (16 x 6mm) LCD screen shows the level of torque you're currently using. Next to it are up and down buttons that allow you to preselect the torque setting you want – an audible beep lets you know when you hit it.

If you need to use other measurements of force besides Nm, another button on the D-Torque allows you to cycle between Nm, in/lb, ft/lb, kg/cm. Torque accuracy is a claimed +/- 3%, which is far more accurate than non-digital models.

As for its power source, the digital wrench requires an AAA battery which is included.

Performance

I've been putting the Topeak D-Torque Wrench to use for several months now and with its super accurate measurements and small wrench head, it is a very handy piece of kit.

The wrench feels solid and well-made, while the ratchet has a satisfying sound. There's no bit release button on the ratchet head, but the bits are firmly held in place magnetically.

Being able to see torque readings up to two decimal places on the LCD screen is really handy. The torque selection function works very well and you can be super precise, though the 'beep' when you hit your required Nm is not the loudest so you need to pay attention.

Another potential issue is that the LCD screen is pretty small and isn't backlit. I could read it fine in normal light conditions, but it is trickier in lower light. If you have eyesight problems, you may struggle.

The included bits cover the vast majority of MTB uses that you'd use a smaller wrench for – there's no 8mm bit for pedals for example, but pedals should be tightened to around 40Nm, which is beyond the capabilities of this and other small wrenches. Torx-wise, you only get a T25 bit with the wrench, so depending on the bikes you work on, you might need to shell out for other bits such as T10, T15, and T20.

Verdict

If you want a super accurate 1/4in torque wrench, the digital Topeak D-Torque is hard to beat. The warning beep when you hit your preset torque is fairly faint though and it's a shame the LCD screen isn't backlit to make it easier to read.

The price is many times higher than an analog wrench though, so whether it's worth the extra investment for a higher degree of accuracy is up to you.

Tech specs: Topeak D-Torque Wrench

• Price: $269.95 / £229.99 / €229.95
• Torque range: 1 to 20Nm
• Claimed accuracy: +/- 3%
• Selectable torque units: Nm, in/lb, ft/lb, kg/cm
• Included bits: 2, 2.5, 3, 4, 5, 6mm Hex/Allen, T25 Torx, Phillips #2
• Wrench drive size: 1/4in
• LCD screen size: 0.6 x 0.2 inch (16 x 6mm)
• Overall size: 216 x 21 x 21mm / 8.5 x 0.8 x 0.8 inches
• Power source: 1x AAA battery
• Weight: 171g including battery

Hot on the mixed wheel heels of the Santa Cruz Bronson relaunch comes the release of the latest twin 29er Hightower, an MTB that’s always been one of our favorite all round mountain bikes. Despite a lot of shared chassis, geometry and tech between the two bikes they deliver a surprisingly different ride. I hit some of my favorite wild trails to explore exactly what it could do and it felt like I’d never ridden them better.

Design and geometry

The new Hightower front end is the same as the Bronson. That means the shock is now inset into the scooped-out downtube belly. The lower linkage (also the same as the Bronson) is moved slightly down and forward in relation to the bottom bracket too. This reduces anti-squat – the amount the suspension pulls back on the pedals as it compresses – but not as much as on the Bronson. Rear wheel travel bumps up to 150mm from 145mm and it’s coil shock compatible – although all complete bikes and frames come with a Fox Float X air shock. 

The lifetime warrantied frame gets tailgate and underbelly armor and big rubber flap chain quieteners on the top and underside of the rear stays. The collet pivots for the suspension linkages are still user-serviceable with lifetime warranty on replacement parts and a grease gun injection port for relaxing between strip downs. The Glovebox internal storage hatch gets a new latch and top-spec CC frames have wireless-only control holes. The cheaper C bikes and frames are wired gear compatible though and have all the same frame features and two color options of the CC bikes. C frames are around 200g heavier than CC bikes which at 3.7kg are around 180g heavier than the previous V3 Hightower frame.

As you'd expect, there are geometry changes over the previous bike too, with a 0.6 degree slacker 63.9 degree head angle, a degree steeper effective seat angle at 77.9 and 6mm longer reach on the large I tested. Size proportionate rear center lengths are 2mm longer too. Interestingly, that’s still 3mm shorter than those on the Bronson, despite that bike having a smaller 27.5in rear wheel. Otherwise, geometry is identical to the Bronson apart from a lower effective BB drop at the rear wheel.

Components and build

Apart from the different-sized rear wheel swapping to a MaxxGrip Minion DHF front tire and 180mm rotor for the Maven front brake from a MaxxGrip Assegai tire and 200mm front brake rotor are the only spec changes from Bronson. The XO AXS RSV is a sweet spot balance between top-level Fox Factory suspension (36 Grip X2 fork up to 160mm from 150mm and Float X rear shock) and all-metal SRAM XO transmission. Burgtec stem holds a Santa Cruz carbon bar, with a solidly reliable OneUp V3 dropper doing the office chair thing. Fans of super long seat post strokes should note it’s ‘only’ 180mm on the large frame, although XL and XXL get 210mm of raise/drop.   EXO+ tires give extra protection and low-pressure stability and Reserve HD carbon rims are the stiffer, stronger option for only a few grams more than the SL. They get a proper, 'you kill 'em, we’ll rebuild them' lifetime warranty too which is reassuring when you’re charging headlong into the random rocks of Ilkley Moor.

Ride, handling and performance

That’s not the only thing on your side when you’re flat out in sketchy situations. 10mm more fork travel and the slacker head immediately made me happier to straight-line sections. Taking out the ring leader rocks head on, rather than getting tangled up trying to find gaps. With less pull back through the pedals and 5mm more travel, the rear end of the V4 is noticeably smoother than V3 in terms of foot feel. Santa Cruz hasn’t totally pushed out the back end though and 120 percent anti-squat at the sag point is still high for a contemporary trail/enduro bike. It creates a rearward initial axle path that sucks up slap hits better than a single pivot or four-bar set-up that gives a more upward rear wheel trajectory. The bigger back wheel reduces frontal impacts and drops into holes less than a 27.5in rear wheel too. As a result, it carries speed noticeably better through chunk than Bronson which also has a 10 percent lower anti-squat figure on average.

The broad tubes of the front end and heavily damped new Grip X2 fork make the front end laser accurate and stiff so you can really make the most of that sticky front tire and slacker steering. The relatively slim lower linkage helps the rear end twist and conform to the trail for impressive off-camber and cornering ‘auto traction’. There’s more flow and grip in the suspension than Hightower V3 when pedaling too, so you’re less likely to get bumped and jacked trying to get the power down in the saddle. There’s never sense that the shock throws away its travel though, preferring to sit accurately in the mid-stroke ready to push through berms and carve turns with a supported, heels down, head up hunter vibe rather than crushing underneath you and losing its shape and poise.

Straight from the car park it was clear that Hightower’s ability to hustle under power is also still very much there. Specifically there’s still a direct connection from your muscle fibres to the blocks of the Minion DHR tires. That not only gives excellent feedback for when you can max out torque or tempo it to clear techy sections. It also feels responsive and positive rather than soft and wallowy when you press the pedals, encouraging stand up cranking. The efficient, stable feel meant I never bothered to use the ‘firm’ lever on the shock and I left the low speed compression on the shock fully open to let it breathe. I did run high speed compression halfway closed to better match the fork, but the more ‘lifted’ rather than ‘sinking’ feel of the rear end naturally balances the bike well anyway. Reducing the front rotor size on the monster SRAM Maven brakes reduces their ‘stick through the spokes’ grab and keeps the Hightower more settled in steep, loose or otherwise sketchy situations. Exactly the same moments you’ll be glad you’ve got a Maxxgrip front tire that’s predictable and sturdy enough to run at teen pressures.

While that sticky compound front tire definitely adds drag, the easier roll of the 29er rear wheel is very evident when it comes to overall speed. Although the frame is a kilo heavier than the Specialized Stumpjumper Pro with similar travel and spec, the complete build is only 500g heavier. That’s close enough for the mechanical advantage of more anti-squat to close the gap on climbs and the Hightower was always as keen as I was to get to the top rather than slugging along like a sulky teenager. The steeper seat angle sets up a great position for steep, techy climbs too, helping me clean sections that were more trials than trail and leaving softer feeling bikes like Canyon’s Spectral struggling in its wake. The extra feedback through feet and front end does make it less forgiving and more fatiguing over time though so it’s better suited to aggressive pilots than apathetic passengers.

Verdict

While this category of bike is increasingly under threat from so-called ‘SL’ e-MTBs, there’s still a lot of pedal-powered competition in the trail/enduro space. Compared to Canyon's Spectral and the Specialized Stumpjumper, you’ve only got 0.3 degree of geometry adjust and conventional shock tuning compared to the ultra adjustable geo and Genie shock Specialized too. Both Specialized and particularly Canyon are significantly better value for similar spec levels as well. The Hightower V4 is £800 less than the equivalent V3 when it came out, however, and comes in a lot cheaper than the Yeti SB140 and Pivot Switchblade we tested recently considering neither have carbon wheels or internal storage.

Where Hightower V4 really wins though is bringing its attacking character to every part of the hill in an outstandingly balanced and enabling way. The suspension and geometry changes make it ready to rally the toughest enduro descents properly hard without losing control or confidence. There’s still enough pedal kick and effort return to make a very rewarding hustler on rise and fall trails though and it’s a tenacious and efficient climber too. Add in an excellent warranty package, a ton of easy, extended life details and an unmistakeable sense of premium quality in everything from frame feel to the new internal storage latch, and the Hightower is definitely still right up there as an awesome, aspirational all-rounder I’d be delighted to run as my only ride for bigger, techier trails.

Test conditions

• Surface: Loam, hard pack, rocks, roots
• Trails: Moorland singletrack, Enduro descents and off-piste play trails
• Weather: Warm and mostly dry trails

Tech specs: Santa Cruz Hightower 4 XO AXS RSV

• Discipline: Trail/enduro
• Price: $8,999 / £8,799 
• Head angle: 63.9/64.2º
• Frame material: CC carbon fiber
• Fork: Fox 36 Factory GripX2 160mm travel
• Shock: Fox Float X Factory 150mm travel
• Size: S, M, L (tested), XL, XXL 
• Weight: 14.61kg
• Wheel size: 29in
• Chainset: SRAM XO with DUB bottom bracket. 
• Rear mech: SRAM Eagle AXS XO, T-Type
• Shifter: SRAM Eagle AXS XO
• Cassette: SRAM Eagle XO CS-1275 12-speed 10-52T
• Brakes: SRAM Maven hydraulic disc with 180/180mm rotors 
• Tires: Maxxis DHF MaxxGrip EXO+ 29 x 2.5in front and Maxxis DHRII MaxxTerra 29 x 2.4in rear
• Wheels: Reserve 30iHD carbon rims with Industry Nine 1/1 hubs
• Bars: Santa Cruz Carbon 800 x 35mm riser
• Stem: Burgtec Enduro 42 x 35mm 
• Grips: Roval SL
• Seat post: Roval Control SL carbon rigid
• Saddle: Body Geometry S-Works Power Carbon

It's not often that you'd consider buying four pairs of gloves at once, but that's what you get in the Dissent 133 Ultimate Cycling Glove Pack. I’ve often used an extra inner with my deep winter gloves, and last year I’d also enjoyed superlight waterproof overmitts, so the chance to try a set that was specifically designed to fit together was attractive.

Dissent 133 is a brand from The Rider Firm, of the Hunt Wheels stable, and like the parent product, the gloves set is a good idea strongly marketed. For £109 you get a waterproof/windproof outer (£55 individually), a showerproof/windproof outer (£30), a knitted Cordura inner (£20) and a silk liner (£10). And a nice box. The idea is that you can mix and match them – including using the outers by themselves – in any conditions from 15C / 60F and bright, to -5C / 23F and stormy. 

They have no off-road features – they’re aimed at road and gravel riders. I used them happily on my MTB, but mostly on drop bars for gravel riding, commuting and road rides.

I think finding gloves that fit amazingly is a personal thing and hard at the best of times. And even some of my favorites are a compromise between hand size and finger length. Dissent 133 had their work cut out in designing outer gloves that are spacious enough to take inners, and yet viable as solo gloves, and they just about achieved it. The inners are a bit more generic but they do all work well together.

Design and specifications

HDryLite Gloves – weighing 46g for a small, these single-layer gloves get their heavy-duty waterproofing from a seamless bonded membrane and water-shedding nanoparticles on the outside. 

They’re not shy of marketing at Dissent 133, and you could be forgiven for expecting a space-age miracle that never wets out. That’s not quite true, but they are light and tactile. The wrist closure has an easy-to-grab loop and strong Velcro strips. The back of the hand has a big pleat and it all looks as if it’s been inspired by a corset, which is unusual, but each to their own. 

The Showerlite Windproof Gloves have a similar style and wrist fastening, but a more conventional fabric outer with a DWR coating, and an inner membrane that’s windproof and showerproof. The fabric is lighter with a little more stretch, and the glove weighs 25g. On our samples, the palm patterns were much stickier than on the HDryLite Gloves. 

The first inner glove is the Cordura Touchfit Thermal layer. It’s a simple knitted nylon/polyester glove with silicone palm and finger grips, and a cuff that’s long enough to fit over a watch.

The final piece of the puzzle is the 100% silk liner, at 11g, simple, snug and relatively short cuffed.

Performance

The main thing I appreciated about the two outer gloves was the lack of bulk for the amount of weather protection they gave. Using the HDryLite glove without an inner liner was surprisingly warm and yet dexterous and free-feeling, even below 7C / 45F or so, when I’d normally be cold in an insulated glove. I suspect the full windproofing, a bit of thickness to the fabric, and also a decent amount of finger-wiggling space all helped here. 

The HDryLite’s waterproofing was impressive, even in biblical deluges. After longer periods or in warmer weather they did eventually get a little damp on the inside but I’m pretty sure that was a breathability question.

The Showerlite gloves also hit a nice sweet spot for me. Even though their water resistance was minimal, they were great by themselves, really light and dexterous, when it was just too cool for a knitted glove.

I wasn’t so convinced by the inner gloves, particularly the Cordura one which felt like a poor man’s DeFeet Duraglove, with a looser knit that was more prone to snagging, and oddly short fingers compared to the rest of the glove set. The silk liner was generic but fine, with a snug fit and good value at only £10 if you were to buy it separately.

The layering concept is definitely a win. Not just for those of us who aren’t tough enough to be bold and start cold on a ride, and want to peel off a layer when we warm up. But also if you want to dry out gloves on the go, as on a multi-day trip. Thick thermal gloves are magnificent… until they get wet on the inside, as they do when you take your hands in and out of them in the rain. Then they start to cling to your hands and they never dry out. If you can take the inner out, you’ve got a fighting chance.

I didn’t find the Velcro as bad as some other reviewers have done, though it’s true that the aggressive face is the part that is often not fully covered and can catch on the cuffs of your clothes. It’s also true that if you need to use bare hands from time to time, then it’s more of a faff to remove an inner and an outer than just one thicker glove.

Verdict

The name Dissent 133 comes from the average number of days it rains in the UK each year, and a refusal to avoid riding on them. The idea of a mix and match set works well, although if you’ve already got gloves you like, you might not want to buy the whole pack, especially as the inner gloves aren’t particularly special. (You can also buy the gloves as separate pairs.)

For me, the unlined waterproof outer was the standout, giving full storm waterproofing but unlike a typical (insulated) winter glove, leaving you to decide how much warmth to add inside it.

Tech specs: Dissent 133 Ultimate Cycling Glove Pack

• Price:  £109 / €132.20 / $143.03
• Color: Black
• Sizes: XS-XL
• HDryLite Gloves: 92% polyamid, 8% elastane. Inc Hydry membrane, Schoeller outer, reflective fingertips, silicone palm grips
• Showerlite Windproof Gloves: 100% polyester, Inc reflective fingertips, silicone palm grips
• Cordura Touchfit Thermal Gloves: 71% Cordura nylon, 29% Coolmax polyester
• Silk Liner Gloves: 100% silk

Fox might have been a bit slow with the release of its first electric dropper post; after all, SRAM launched its first wireless dropper over five years ago. However, Fox claims the Transfer Neo is the fastest-actuating wireless dropper ever, with an almost instantaneous 26-millisecond response time. Alongside the quick-fire trigger action, the Transfer Neo offers fast actuation, tunability, and the signature Kashima Gold stanchions, elevating it to be one of the best dropper posts out there – if you can afford it.

Design and Specifications 

A lot of the Transfer Neo’s architecture is similar to the 2025 Fox Transfer. The low-profile seat clamp reduces stack height and the air pressure-adjusted return gives riders options to tune the dropper. Inside, metal-backed Ekanol bushings, new static sealing, and separate air and oil chambers help keep dirt out and reduce servicing requirements.

The Transfer Neo comes in three seat tube diameters—30.9mm, 31.6mm, and 34.9mm—and five lengths, with 25mm increments between 100mm and 200mm. However, the travel is not adjustable. While the Transfer Neo is one of the longer electronic dropper posts, offering a 200mm drop, it doesn't match its cable-actuated cousin's 240mm option.

Efforts have been made to lower the stack height of the clamp and collar, but the Transfer Neo may not be ideal for those seeking maximum drop with limited insertion length. The insertion length for my 175mm, 31.6mm post is 290mm, which is slightly longer than the RockShox Reverb AXS (170mm) at 268mm or the Crankbrothers Highline 7 (170mm) at 287mm, which I previously used. Additionally, there is no travel adjustment to fine-tune the length for the perfect slam.

What sets the Transfer Neo apart from other electronic dropper posts is Fox's decision to mount the wireless controller and battery on the collar of the post, rather than under the seat. Although this positioning may not appear as sleek, it offers several advantages. First, it provides more clearance and maintains the ISO-recommended 6mm of space between the tire and the battery when the suspension bottoms out, reducing the risk of dislodging the battery during big compressions. Second, it allows Fox to utilize its low-stack seat clamp, enabling more drop in a smaller package. Inside the post, a coreless 7V motor with Fox-customized steel planetary gears drives the seatpost into its extended position. To protect the electronics and battery from rear-wheel spray, the Transfer Neo has an IPX7 waterproof rating (protection against immersion in water up to 1 meter for 30 minutes).

The battery securely clips into place, and its life is estimated to last between 30 to 40 hours, though Fox notes that this depends on the frequency of dropper post actuation. The battery takes approximately 1.25 to 1.5 hours to charge using the supplied charging cradle and USB-A to USB-C cable. The battery is specific to the Transfer Neo, but Fox has stated that it will be compatible with future Neo products, though the specifics remain unclear.

Claimed weights range from 528g for the 30.9mm diameter 100mm post up to 800g for the 34.9mm diameter 200mm post. My 175mm, 31.6mm test sample weighs a confirmed 696g for the post (including the battery) and 62g for the lever.

Fox’s electronic shifter has a similar shape to the cable version and features a small lever with a textured rubber finish on the paddle for grip. The compact, flat shape and short throw allow it to hug the underside of your brake lever, keeping it out of the way to prevent damage and reduce potential knee strikes. The shifter uses a CR2032 battery and is expected to last for around a year. If the battery runs out, the dropper can still be moved up and down by holding the button on the control unit.

The shifter can be mounted using a standard 22.2mm split band, Matchmaker, or I-Spec EV clamp options, all of which are included in the box. The remote has a slotted interface, allowing for side-to-side adjustment to fine-tune the lever position with the mount.

Communication between the shifter and dropper uses Fox’s proprietary Neo wireless protocol. Fox claims Neo is "over 100x faster than Bluetooth and 20x faster than our closest competitor," which gives the Transfer Neo a reaction time of just 26 milliseconds. Does communication between a dropper post and lever need to be that fast? Probably not, but it's impressive nonetheless.

As with all electronic goodies these days, there is a companion app to go alongside the Transfer Neo. The app guides you through the pairing process, which doesn’t require more than a couple of button presses to pair the post with the remote lever. Once everything is linked, the app keeps track of battery levels, firmware versions, and service interval notifications, so you don’t need to keep count of the 1,000 actuations between recommended dust wiper cleaning or the 8,000 actuations between full factory services. Servicing can also be booked with the Fox Service Center directly through the app.

The app also offers the option to activate a travel mode to prevent the dropper from shaking awake and draining its battery in transit and a bike park mode which disables the dropper to avoid any surprise ejecto-seat activations. 

Without cables, fitting the Transfer Neo is simply a case of sliding the post into the frame, bolting a saddle on, and attaching the shifter to the bars. The two-bolt seat clamp makes it easy to adjust saddle tilt, and although it doesn’t have measurements printed on the post, the vertical Transfer graphic provides some reference to saddle height

Performance

Although Fox made a big deal about the ultra-fast actuation speed, out on the trail, it doesn’t make any discernable difference. To drop the saddle down for a descent, the limiting factor is the reaction speed of my butt and how fast I can squat, not the dropper's communication time. At the bottom of the trail, I’ve never been so desperate to sit down that I needed a dropper post capable of reacting in the literal blink of an eye.

While the dropper action is very smooth, what makes the Transfer Neo so exquisite to use is the lever. However, the communication between the lever and post makes the transfer Neo fast on paper, the short throw, smooth lever action, and clear click translate to the tactile feeling of instantaneous action when riding. Even the lightest cable lever is still physically pulling a cable through over a meter of housing, once your thumb gets a taste of the good life, it’s hard to go back.

Out of the box, the Transfer Neo blasts back to full extension, however, if you want a less aggressive return this can be adjusted by changing the air spring's pressure with a standard shock pump. There is a Schrader valve under the saddle clamp, and pressures can be adjusted up to 325psi. The process is a bit fiddly, you need to remove the saddle to access the valve and unscrew the shock pump to test the pressures, but it's nice to be able to dial down the return speed back a little.

The Transfer Neo pricing is pretty insane, particularly in the UK. We balked at the price of the RockShox Reverb AXS when it was released, at the time it cost twice as much as Magura’s Veyron post but the Transfer Neo is roughly twice the price of a Reverb. It's wild that at $859 / £1,129 / €1,319, the Transfer Neo is the same price as many of the best budget mountain bikes, some of which are specced with dropper posts although admittedly not wireless, Kashima-coated ones.

It’s early days though, there are hints of more Neo products in the pipeline (the app already has the menu to pair a Neo shock) which could unlock extra Transfer Neo features as the Neo infrastructure grows around it. Even then, there would have to be some pretty spectacular features added to justify the price.

 Verdict

Although the new Fox Transfer Neo is probably one of the best dropper posts available, the reality is it doesn’t do anything unique compared to other dropper posts. Much like electronic shifting, you don’t need an electronic dropper post, but once you use one, it's hard to go back. The Fox Transfer Neo impresses with its super-smooth, almost instantaneous actuation; however, it's the lever feel that makes the Transfer Neo feel special. The excellent ergonomics of the short-throw lever require no effort to actuate, giving precise control when riding and accentuating the overall experience.

There is no getting away from the astronomical price, which will make the Transfer Neo the reserve of those who can afford it. For most riders, the benefits offered by conductors rather than cables won’t be enough to justify the extra outlay over an analog Transfer, which still offers the tunable return speed, low-profile saddle clamp, and the lovely Kashima finish without the bulky control unit and battery charging needs.

Tech specs: Fox Transfer Neo dropper post

• Price: $859 USD / $1,149 CAD / £1,129 / €1,319
• Travel: 100mm, 125mm, 150mm, 175mm, and 200mm
• Sizes: 30.9mm, 31.6mm, 34.9mm
• Weight: Dropper post 696g (175mm, 31.6, including battery), lever 62g

For Australian surf-inspired brand DHaRCO, its Gravity shorts are quite sedate compared to the rest of its eye-searingly lairy range. Aimed at trail riders, they come in a range of muted color tones and a wide range of sizes from S to XXXL with a focus on performance, but they are pretty spendy. With so many choices in the best trail shorts category can DHaRCO's Gravity Short gain as good a rep as its downhill clothing?

Design and specifications

Best described as mid-weight, the DHaRCO shorts are constructed from its own special blend of Nylon and Spandex which is purported to be temperature-regulating. The fabric is Blue Sign approved too which is less damaging for the environment as fewer chemicals and water are used in their production. The fabric has a good four-way stretch and has some built-in water resistance. 

They’re a regular fit, with a slightly tapered leg and a good length that sits off the knee with plenty of room for knee pads. A rear yoke adds a bit more stretch room and also houses a small zippered pocket, which is big enough to stash a small item. Closure is taken care of by a zip fly, two press studs and a small Velcro tab. Adjustment is at the side externally via two Velcro tabs. You also get two zippered pockets to the front. DHaRCO has sneaked in a little slice of Aloha into the inner waistband in the form of an island-style print graphic.

Performance

These shorts certainly stay firmly in place once secured and adjusted via the Velcro side tabs. They do feel pretty substantial when first slipped on owing to the mid-weight material and waist adjusters. My size Small, 30-inch waist fitted well with the waistband sitting quite high, but that didn't feel too intrusive or uncomfortable. The length is good and they fit easily over lo-profile pads and my protective and padded short liner.

I’ve worn them in hot weather and was surprised how well the material handled moisture movement as I didn’t overheat – something I was worried about. I could fit my iPhone in the back pocket – but it is a smaller model, so that pocket may be better used for carrying a card or cash. The side pocket is fine for housing a bigger phone although I wouldn't use the front-facing pocket for anything more than a lens wipe. 

They are good solid and robust shorts that shrug off trail debris when smashing through puddles and can handle light showers. They should be able to take a crash and survive and the muted colourways mean that they can easily be matched to any outfit.

Verdict

A good option for a tough mid-weight short that will see you through the seasons. I like the eco-credentials and fit and they are certainly comfortable enough for all-day epics or thowing some shapes at the bikepark.

Tech specs: DHaRCO Mens Gravity Short

• Price: $107 / £90 / €99.99
• Material: Nylon and Spandex blend
• Colors: Loam / Black / Gorilla Green / Slate
• Sizes: S to XXL

Tifosi offers a huge range of sunglasses and its Rail XC Clarion Fototec are a slightly smaller version of the original Tifosi Rail Sunglasses that I reviewed and highly rated last year. Despite the ‘XC’ moniker the Rail XC is promoted as suitable for all types of riding and I’ve been extensively testing them on XC, Gravel and Road rides throughout the summer. 

I’ve been using Tifosi’s adaptive Clarion Fototec Lens that starts very lightly tinted and darkens in sunlight to a smoked tint. With the summer weather becoming more and more unpredictable an adaptive lens could be just the ticket when it comes to selecting the best mountain bike sunglasses.

Design and specifications

The Rails XC Clarion Fototec are available in two color ways, the blue mirrored lens with crystal clear arms that we have on test and a red tinted mirror lens with black arms. The arms are made from Grilamid TR-90 thermoplastic which feels reassuringly tough, and the end of the arms have a metal core which allows the arm tips to be easily shaped to your head. The metal core is encased in transparent plastic and is hardly visible underneath the hydrophilic rubber sleeves, a material that’s designed to offer more grip the more you sweat. The same metal core and hydrophilic rubber has been used for the nose piece to offer similar adjustments. 

The Clarion Fototec lens is made from shatterproof polycarbonate with Photochromatic particles that darken when exposed to light. In low light, the Fototec lens allows 46% light transmission and is only slightly tinted. When exposed to full sun, the lens tint darkens to allow 13% light transmission. In all conditions, the lens provides full UVA and UVB protection.

The lenses measure 131mm from arm to arm and are 52.6mm at their deepest, which is 6.3mm shallower than the original Rails. The rimless design keeps the weight down to a svelte 30g on my scales which puts them on a par with similar MTB sunglasses like the Adidas SP0075 at 29g and the SunGod Airas at 31g.

A hard case and microfibre cleaning bag is supplied to keep the Rail XC’s in tip-top condition.

Performance

My one small gripe with the slightly larger Tifosi Rail was the large lens format tended to knock against the brow of the helmet in chunky terrain. The Rail XC's with slightly reduced lens size have negated this problem and have been great to use throughout the summer. 

I’m a big fan of the crystal-clear arms which complement the blue-tinted Fototec lens. Once adjusted to fit my head, which is a simple case of bending the tips of the arms to the desired shape, the Rail XC’s were used for most of my riding over the summer, from 8-hour road rides in the French Alps to local mountain bike loops in the woods. The Rail XC's have impressed me throughout. They’ve stayed put in some seriously chunky terrain and I’ve not experienced any fogging issues. Even after 8 hours of continuous use, they were still comfortable with no pressure points. The Rails XC’s have played nicely with a wide range of the best mountain bike helmets and also lightweight roadie offerings too.

I’ve found the adaptive lens tint to work well throughout our poor excuse for a summer. Not knowing when the sun is going to appear would normally make lens choice a bit of a gamble, but the Fototec lens has coped admirably with unpredictable light conditions. The full sun tint (13% light transmission) doesn’t seem overly dark and the transition to a low light tint (46% light transmission) is what I would describe as subtle and undetectable when wearing. 

When on the trail the Fototec lens does a good job with regards to contrast and definition, allowing you to read the trail with confidence and hold your speed. The relatively slow reaction time to adapt to changing light conditions is the only thing stopping me awarding full marks. If you ride in full sun and then drop into a deeply wooded section of trail, the Fototec Lens could struggle to adapt quickly enough. I didn’t experience this throughout testing as proper sunshine has been hard to find, and my local riding spots aren’t particularly densely wooded. Still, the slow reaction time does worry me slightly.

Verdict

The Rail XC's have become my default riding sunglasses over the summer, and I’ve put in some serious test miles wearing them. They offer great coverage and are super comfortable and stable in use. The slightly smaller lens compared to the ‘Rail’ will suit a smaller head size and worked well for my average (medium) sized head. 

The slightly slow reaction time for the lens to change tint may be an issue if you’re riding in and out of dense woodland, but other than that, I have nothing to complain about.

Tech specs:  Tifosi Rail XC Clarion Fototec sunglasses

• Price: $79.95 / £109.99
• Lens type:  Fototec
• Colors: Crystal Clear, Satin Vapour
• Weight: 30g

By now you may well be familiar with the Australian brand DHaRCHO, as it seems you can’t plant your eyeball anywhere without seeing a pro athlete plastered in it.  The UK’s Tom Isted loves to rock the brightest gear out there and the Commencal/Muc-Off DH team isn't shy of a podium or two.

Although its name suggests that this jersey is for downhill and enduro racing, I rarely race but it certainly cuts it out on the trails and adds a much needed injection of color and fun in a sea of black-clad riders.

It’s a slim-fitting MTB jersey cut a bit longer so you can tuck it in – if that's your look. No pockets or features just a simple clean cut with killer styling. Made from four-way stretch quick dry lightweight 100% recyled polyester.

Design and specifications

Let's dive into the graphics as they are pretty out there. The race jersey is available in short and long-sleeve versions. I chose the Chili Peppers colorway as it matches some other kit - yes really! But if you feel brave enough you can opt for the Ice-T signature edition from Tom Isted if Slopestyle is your thing, or emulate downhill Meatro Amaury Pierron with his signature model which I’ll just rename Snow Leopard. Supernova is pretty awesome too if you're brave enough, and if you’re not Fade to Black is a more sedate color fade.

Made from 100% recycled fabric in a blend of polyester and spandex, what you get is a gossamer thin lightweight and super stretchy jersey with high moisture-wicking properties. Although DHaRCHO states that this jersey isn’t as durable as its standard jersey as it’s built for speed and lightness.

Performance

The jersey is slinky for want of a better word with the material feeling so nice next to my skin. The slim fit is quite a flattering cut and I like the longer length with a slightly dropped rear which looks good not tucked in. The styling feels really casual and that appeals to me and all the graphics use sublimation printing. 

There are no bells or whistles with this jersey. All focus is centred on its lightweight high-wicking performance, and it does it well. Admittedly it didn't take long for me to snag it on brambles to my utter annoyance. It does certainly wick sweat quickly. On uplift days after a few runs when I’d worked up a sweat, the quick drying properties dried the jersey out quickly saving me from a bit of wind chill. One thing is for a given, I certainly stood out from the crowd, so if you favor a bit of individuality or just like it loud go lairy with this jersey. Of course, if you do race enduro or downhill, this jersey will perform really well, especially in hot weather.

Verdict

You’ll certainly stand out in a crowd wearing this jersey. It’s super comfy to wear and is perfect for a bit of extra sun protection in warm weather without overheating. It's unlikely to survive your next big crash though, which is something to keep in mind considering the price tag

Tech specs: DHaRCO Mens Race jersey

• Price: $82 / £77 / €84
• Colors: Chili Pepper / Ice T / Fade to Black / Cookies and Cream / Supernova / Odyssey / Amaury Pieeron Signature Edition
• Sizes: S to XXL

Race Face’s Aeffect R aluminum wheelset is designed to take on the punishment of enduro riding to the ever-increasing demands of the modern trail bike, balancing performance and the price tag. 

The Aeffect R wheels feature some of the tech you get in its higher-end models with cool-looking asymmetric rims with a 4.5mm offset spoke bed and 30mm inner width rims that are tubeless-ready and come pre-installed with tubeless valves. All of this points to a stiff and strong wheelset ready to take on the rigors of today’s trail and enduro riding.

At its center, durable Trace hubs feature sealed cartridge bearings with 10 degrees or engagement and a steel axle. The rear hub is compatible with HG, Microspline and XD driver freehub bodies and both front and rear rims come laced with 28 j-bend spokes. There’s an additional set of five spare spokes and a spoke tension key. Everything points to burly-on-a-budget. Sitting below Race Face's aluminum Atlas and Turbine models, the Aeffect Rs come in at $599.98/ £578 / €685 for my 650b (27.5in) set on test – see our budget MTB wheels guide for more bargain hoops. To find out how they measured up to the best trail wheels, I dropped into some rowdy trails.

Design and specifications

These wheels look pretty premium, only let down slightly by the graphics, which are stickers rather than etched. This does lessen the look a little and means they could end up looking shabby after some hard riding or iffy bike storage.

The rims are made from 6069 alloy and are asymmetric with a 4.5mm offset spoke bed and 30mm internal rim width. The thinking is that by drilling the spoke holes out of line, a more uniform tension can be achieved adding to an overall stiffer feeling wheel. This rim profile does mean that tubeless valves require an offset rubber wedge to seat them properly, luckily the wheels come pre-installed with tubeless valves so we’re all good.

Available in Boost (148mm) and Super-Boost (157mm for the rear), the oversized Trace hubs certainly look pretty tough and Race Face has gone for durability and ease of maintenance. Compatible with HG, Microspline and SD Driver freehub bodies cater for everybody. Large cartridge bearings, steel axles and 10 degrees of engagement point at durability and cost-saving, so it will be interesting to see what slower tech sections feel like on these wheels. 28 double-butted Sapim J-bend spokes bind everything together.

My 650b wheels weighed in at 895 grams for the front and 1,057 grams for the rear. 

Performance

The Affect R wheels and my Specialized Stumpjumper soon became fast friends. They’re easy wheels to like. I like the price point and at sub $600 / £600, they won’t break the bank. They are super easy to maintain – a godsend to someone like me who would rather spend time in the saddle than in the workshop. I’m happy to report the graphics are still looking pretty good after a summer of tough riding and and they are easy to ride. Maybe a strange statement, but I was worried that they would be too stiff.

The initial setup was a breeze. Using a good glug of Peaty's Holeshot Biofibre Tubeless Tire Sealant and my trusty Bontrager TLR Flash charger floor pump, I seated my tires first time with that satisfying ping onto the rims for proper seating.

I spent a frenzied summer testing these wheels. Jumping in at the deep end hitting up the most rooty and rocky trails I could find at my local spots, then heading to various trail centers to hit berms and drops, all whilst dealing with the changeable summer conditions. 

The Aeffect R wheels meld a good balance of lateral stiffness and vertical compliance – which I was concerned about as I don’t like overly stiff wheels. Hitting berms at speed, they certainly felt stiff and controlled, setting me up on precision lines for the next hit. Putting the power down out of corners they felt composed and offered up a little snap.

Straight-lining through roots and rock sections didn’t feel overly harsh, I can’t say they felt faster than other wheels I’ve ridden, but they certainly provide a comfortable compliant ride and rather than pinballing off of rocks, I felt in control and I didn’t need to think about them. That said, riding some attention-seeking off-camber stuff, I noticed how well they held a tight-tracked line.

The Trace rear hub uses a four-pawl freehub design and offers 36 points of engagement with 10 degrees of pick-up. I found it ample for tackling technical climbs and never felt under-gunned wishing for a faster pickup. Halfway through the testing period, I changed drivetrains so swapped from a HG to Microspine freehub body. It literally took seconds to swap as everything can be done tool-free which is a boon for someone like me.

These wheels have taken some abuse, seen a lot of trail miles and have proven their mettle in all manner of situations. They will certainly suit riders who like to push hard and are after a competitively-priced wheelset with great looks.

Verdict

There’s a lot to like about the Affect R wheels. A decent price point makes them an attractive package. Add to that good looks, durability and a nice balance of compliance to stiffness. And they are easy to maintain for even the most ham-fisted of home mechanics too.

Tech specs: Race Face Affect R 30mm Wheelset 27.5

• Price set: $599.98/ £578 / €685
• Sizes: 27.5in (tested), 29in
• Material: Aluminium 6069
• External rim width: 34mm
• Internal rim width: 30mm
• Spoke count: 28mm Sapim
• Spoke head type: J-bend
• Spoke lacing: 3x
• Spoke offset: 4.5mm
• Weight set: 1,920g
• Extras: Five spare spokes, spoke tension tool

Continental gave its gravity tire range a long-overdue refresh, and over the last couple of years, the collection of five new Continental tires has quickly established itself as some of the best mountain bike tires available. The most popular tire in Continental's new gravity tire range is the Kryptotal, which is designed for mixed conditions. The burlier, softer compound versions of the Kryptotal are receiving all the attention, being ridden by Pivot Factory Racing and the Atherton Continental team, including during Charlie Hatton’s 2023 World Championship-winning run. However, there is a third option.

Alongside the Supersoft downhill and Soft enduro casings is the Trail version, which features an Endurance compound and trail-specific casing to increase rolling speed, reduce wear, and shave off a few grams. I fitted them to my Cotic SolarisMax and have been riding singletrack and trail centers to evaluate their performance.

Design and construction

Continental’s Kryptotal is a mixed-condition tire featuring the same front and rear specific tread patterns that are used on the World Champs winning Kryptotal downhill tire. Up front, the center tread features alternating rows of two and three blocks with ramped blocks and small siping cuts in the tread to aid deformation and add another edge for grip. The rear uses a series of pronounced knobs that give the tread a wider spacing for improved mud clearing and straight-line traction. Both tires use the same aggressive shoulder tread, which also has siping on every knob.

The Endurance compound is a firmer version of Continental’s Black Chili MTB compound. Unlike other tire brands that offer their tire range in a pick-and-mix combination of compounds and carcasses, Continental only offers the Kryptotal Trail with this Endurance compound.

The Kryptotal Trail tire is the thinnest in the range using a two-layer 60tpi carcass with a third 60tpi strip positioned under the tread. While the Enduro and Downhill tires get an Apex Layer on the bead, the Trail tire relies on a section of cross-woven fabric to bolster protection for the sidewall. There is also a chafer textile around the bead where the tire meets the rim to add protection.

Although there is only a singular option of carcass and compound, the Kryptotal Trail comes in either a 2.4in or a 2.6in width for both 27.5in and 29er wheel sizes. All the tires are also E25-rated, so they're suitable for use on an e-MTB. I have the Kryptotal Trail Endurance in a 29x2.4in front and rear, with my review samples weighing in at 1,084g for the front and 1,045g for the rear.

Setup was a straightforward process, requiring no wrestling to get on the rim and quickly popping onto the rim to create an airtight seal. Once in place, the bead is properly locked in which is great when schralping turns, but it requires a little more effort to unseat if you need to pop an inner tube in to get you home.

Performance

Endurance-themed tires usually fill me with a little dread, especially if the trails get remotely damp, but I found the Kryptotal Trails performed far better than most firmer-rated compound options. Traction feels more mechanical than reliant on a tacky formulation to create a connection to the ground, so although grip levels are decent on firm surfaces, the tire benefits from having something to bite into. It doesn't need much, though, and turning feels predictable across most mixed conditions, with a consistent level of traction as you lean through the corner.

Wet rocks and roots are challenging for any tire, even if they have the softest rubber, but the Endurance compound didn’t feel as if it was going to unceremoniously dump me on my side at the first touch of an off-camber wet root or rock. In muddy conditions, it clears pretty well, leaving the tread free to dig into the next bit of trail. Very loose, dry conditions can become a bit slidey, but if these are conditions you frequently ride in, then you will be better served by Continental’s Argotal tire.

That boosts confidence and allows you to fully leverage the predictable tread pattern. While the front takes care of cornering, the more squared-off rear tread pattern does a good job of hooking up when the anchors are dropped. Again, a softer compound will offer better performance, but the tread itself does an impressive job of scrubbing speed.

While the pronounced tread pattern certainly boosts traction, I had initial reservations about rolling speed. I stand corrected as the ramps on the knobs allow the tires to roll along with surprisingly little effort. It's not XC tire fast, but if you want to inject a little more speed without losing an aggressive tread profile, the Kryptotal is a great option. That rolling speed means this trail tire fires along man-made flow trails, whether you are railing the berms or cutting through soft, sneaky inside lines.

Even though these are specifically trail tires, I found them to be pretty tough as well. I ran these tires on my Cotic SolarisMax long-termer, and they held up well despite some unforgiving short-travel hardtail runs down rocky enduro trails. I suffered a couple of punctures during testing, but these all occurred on trails that were technically beyond the remit of the tire.

While it makes sense for most riders to pair the Endurance compound with the trail casing, some more selective riders may need to make a compromise to get their preferred tire setup from Continental. Trail riders looking to bolster grip up front will need to opt for the enduro-rated tire, which sacrifices a little compliance due to the thicker sidewalls and adds roughly 85g. Enduro and lightweight e-MTB riders who want to inject a little extra rolling speed have the option to roll the dice with the thinner Trail sidewalls, as an Endurance compound with an Enduro carcass isn’t available, or choose the faster-rolling enduro casing Xynotal and sacrifice some braking traction.

Verdict

Overall, I was very impressed by the Kryptotal Trail tires. They roll quickly considering the pronounced tread, offer an impressive amount of grip, and have proven to be long-lasting and durable as well. If you want maximum grip, the Enduro versions will be a better option for a minimal weight penalty. I was happy with the amount of traction available in all conditions, the predictability of the Kryptotal Trail tires gave me the confidence to commit to sections of trail that would otherwise make me nervous on hard-compound tires. The harder compound provides a welcome injection of rolling speed, and the thinner sidewalls are noticeably more compliant and comfortable than the other Kryptotal versions I have ridden.

The front and rear combo complement each other as a pair. However, if I were specifically riding very steep trails, I suspect a Kryptotal Rear on both wheels would also be a great combo for bolstering braking. The restricted compound and carcass range mean mixing and matching is more limited. However, if you aren’t hard on tires or ride somewhere that isn’t too rocky, I would be willing to risk it on the rear of an enduro bike to inject a little more speed and save some weight.

Tech specs: Continental Kryptotal Trail tire 

• Price: £65.95 / £65.95 
• Weight: Front 1084g (2.4in, 29in), Rear 1045g (2.4in, 29in)
• Sizes: 29 x 2.4, 27.5 x 2.4, 29 x 2.6, 27.5 x 2.6
• Colors: Black

Last year on a wet Trans Cambrian bikepacking trip, thanks to Guy Kesteven's review of the 7Mesh Thunder Pants, my world was gently rocked by how a high-performance pair of waterproof trousers could be genuinely pleasant to leave on all day. 

This year, my favorite ‘it doesn’t have to be this way’ discovery has been Gore Wear’s Endure Gore-Tex Shorts. I’d previously accepted that a wet gritty chamois just came with the territory in damp-weather mountain biking (ie all but the height of summer in the UK). And that you’d only take full waterproof pants if the weather was unspeakably filthy. 

But Gore Wear’s fully waterproof shorts looked as if they could bridge the gap beautifully – either that, or be head-scratchingly incomplete, like an umbrella with a third cut off it.

Design and specifications

The first thing you notice is that while the shorts are long, they’re also very light – 119g for a medium size. 

They’re made of Gore’s Paclite Plus – a thin, unlined waterproof, and breathable fabric (which they call 2.5 layer). And to resist the grinding paste that inevitably builds up between shorts and saddle on a wet MTB ride, they have a large reinforced seat area, which should keep them going for years. This is the main change over their predecessor, the C5 Paclite Trail Shorts.

The waistband is stretchy, deep and comfortable, with no fly, a tie cord on the inside front and a grippy coating on the inside; and the cut is raised at the back. With a 30in waist I was between a small and a medium; I found the medium snug enough around the waist and easy to get on and off, though I expect a small would have been fine too – there was plenty of room in the leg, even over baggy shorts.

There’s a phone-sized zipped waterproof pocket on the right thigh, reflective logos on the legs and little reflective strips on the rear hems, but apart from that, no vents or other features – it’s a ‘less is more’ product.

Performance

The good news is that less really is more in this case. At barely the weight of a couple of gels, it was a no-brainer to sling the Endure Shorts in the pack if the weather looked ambiguous, and apart from the limited pocketing, it was no compromise to wear them instead of normal MTB shorts for a whole ride.

They were at their best in two scenarios:

One was general wet mountain biking or gravel. Without a big rear mudguard, endless puddles and even wet grass normally soaks your shorts through with gritty gunk, and the Endure Shorts kept this in check. If you’d driven somewhere, at the end of a ride you could peel off the shorts and drive home in your still-clean bibs if you wanted (although your lower legs might be thick with mud).

The other was to take the edge off bad weather, a bit like our roadie pals do with a gilet. When it comes in cold and wet, obviously a jacket comes first and makes the most difference, but the waterproof shorts made a surprising extra difference to the feeling of being cosy and being able to stay out for hours, rather than counting down the minutes to a warm shower as your comfort levels dwindle. I also found them good for commuting, particularly when it involved a ride and then standing around at a wet station.

All of this was without the faff, restriction and pack weight of full-length overtrousers. Because they were shorts there were no tight spots around the knees, and I found them pretty quiet, though that did vary with what I wore them over. 

The combination of high-end Gore-Tex Paclite Plus and venting through the leg cuffs meant they didn’t noticeably overheat, and the waterproofing stayed good even though like almost all waterproof clothing it was hard to keep the beading active even with diligent washing (machine wash only when the stink is too much to bear). Not too loose and not too tight, there was room for knee pads and I thought they looked pretty good too, in an understated, clean lines kind of way.

Verdict

While they’re not built for potential hypothermia days, Gore Wear’s Endure Gore-Tex Shorts are a pleasingly versatile and unobtrusive companion in grotty weather and on wet trails. They’re a luxury for sure, but chances are you’d find them going into your pack a lot more than you might have imagined.

Tech Specs: Gore Wear Endure Gore-Tex Shorts

• Price: £143.99 / €159.95 / $180
• Color: Black
• Weight: 119g (size medium)
• Sizes: S-XXL (unisex)
• Key materials: Gore-Tex Paclite Plus (Polyamide)

Racing Ray is one of the newer additions to the Schwalbe XC Race tire family, joining the gene pool as a front-specific sibling to the legendary Racing Ralph which has been one of the best XC tires for decades. The Racing Ralph has also received a recent update, and the Ray and Ralph work superbly together as a front/rear pairing in a surprisingly wide range of conditions.

But how does it compare to other options in the Schwalbe lineup and competitors from other brands? We’ve been testing it ourselves and working with some seriously fast National MTB Champions for over a year to find out and the results have been impressive.

Design and build

In pursuit of maximum speed, I tested the Super Race carcass version of the Racing Ray. This uses a 60tpi polyamide material triple layered on the sides, and double on the top with a thin ‘Raceguard’ anti-puncture layer under the center tread. There are short ‘chafer’ strips around the lower edge to provide extra pinch flat and leak protection too.

As a result, Racing Ray is around 150g heavier than a truly stripped-down tire like the S-Works version of Specialized’s Fast Trak. At 57mm across, my ‘2.35in’ sample actually measures 2.24in so it’s definitely in the Maxxis claimed widths category, but what it loses on the scales it wins in terms of survivability. 

Racing Ray comes in Addix Speedgrip (blue stripe) or the Addix Speed (red stripe) compound. Again in the interests of sheer speed, I went for the latter, but I can’t tell you any more in terms of exact composition as Schwalbe keeps that information to themselves.

Performance

There’s enough stress going on pre-race without worrying if your tires are going to play nicely when it comes to setup, so it’s a big relief that Schwalbe’s race rubber never gave me any bother. Even the Super Race carcass has enough structure to hold its shape (and sealant) rather than flopping around and it popped cleanly and obediently onto every rim (Hunt/Proven, Zipp, Reserve, E-Thirteen) type I tried.

While we’re talking pressures, there are no vices in terms of a sudden fold or flop point as you lower the psi. Yes it definitely gets more squirmy/ground hugging as you drop through the teens, and more pert and pingy as you increase through the twenties but it’s a predictable progression that’s easy to manage.

Whatever pressure you decide on though, I guarantee that the Super Race carcass will feel like you’re running several psi less in terms of supple, ground molding, speed massaging performance. Over the past year, the several sets of Super Race tires we’ve been running have shown an awesome ‘Tai Chi’ ability to flow and flux around what we expected to be killer blows from rocks etc without splitting or even burping. We’ve even broken a carbon rim under them without actually puncturing the tire. The only thing that’s upset them has been running inserts in a set of blackwall Rocket Ron tires where the internal friction created stress marks in the carcass on the outside.

Speaking of Rocket Ron, its larger, wider-spaced knobs mean that it’s still my go-to fit and forget fast all-rounder for year-round use. That’s most noticeable when turning in hard where Ron will bite earlier and more solidly, while Ray can sometimes slide or slur the same situation. The thinner side paddles will also slip earlier when braking or driving. 

However, if it’s mainly dry/loose or I’m willing to go slightly easier on wet roots/rocks/ corners in return for less rolling resistance, then Ray is the clear winner. Given that I’ve tested both Ray and Ron in the same compound and carcass, it’s clear that it comes from a combination of the more continual centreline tread and the shaping of the intermediate side knobs. That adds a clear overall advantage over other brands when tested across a wide range of surfaces too (even if some are comparable in specific scenarios). I can say that with confidence too as it’s the go-to front tire of previous National MTB Marathon Champion (and current bronze medal holder), Amy Henchoz. And so far, every similar tire I’ve done a head-to-head run down with her on (even when switching wheels between her Intense and whatever I was riding) has proved considerably slower in terms of rolling speed. A lot of them have been much less trustworthy/consistent in terms of grip too, either because of harder compounds, stiffer carcasses or both. As a result, it not only rolls faster but you can carry more speed through technical sections and it feels gloriously alive and eager to get a shift on, without being slippery, slappy or sloppy when pushed hard.

Verdict

Smaller knobs and centreline tread mean Racing Ray needs a more subtle pilot than Rocket Ron, particularly in wetter conditions. It’s got a definite edge in terms of rolling speed though and still grips remarkably well in a broad range of surfaces and scenarios. It’s the combination of that grip with ‘as fast as most rear only semi-slicks’ rolling speed that makes Ray a genuine Race – or just fast recreational use – champion. The high price is partially mitigated by impressive durability in terms of impacts/pointy things and mileage too.

Tech specs: Schwalbe Racing Ray Addix Speed Super Race

• Price: $98 / £68.99 / €68.90
• Sizes: 26 x 2.25in, 27.5 x 2.25in, 29 x 2.1, 2.25in or 2.35in (tested)
• Options: Super Race and Super Ground carcass, Addix Speed or Addix SpeedGrip compound, Transparent or Black walls
• Weight: 747g

Schwalbe’s Racing Ralph has been one of the best XC race tires and a byword for back wheel speed for decades and the latest version adds a ton of carcass and compound tech to a new tread. So is Ralph still winning when it comes to Racing and cross-country riding?

The V2.0 Ralph launches alongside the new front-specific Schwalbe Racing Ray tire which means Ralph has a superbly capable partner that work perfectly together as a front/rear MTB tire combo.

Design and build

Like most of Schwalbe’s speed tires, Racing Ralph comes in three versions. Basic Performance and then two different premium constructions. Fully ‘Snakeskin’ wrap-protected Super Ground and Super Race which just gets a slim central anti puncture strip and a short reinforcing curtain where the tire meets the rim. Interestingly, the two constructions are very similar in weight, with Super Ground actually being lighter in some versions, but the Super Trail is the most supple and therefore the fastest so we went with that for the test. At a hair over 750g, it’s heavy in terms of a race tire though, adding over 160g compared to Specialized’s Renegade rubber.

Schwalbe also raised some eyebrows among racers when they ditched the long (and fast) running semi-slick design of the ‘classic’ Racing Ralph in favor of a small, closely packed paddle tread with overlapping, relatively tall side tread ‘lozenges’. Again, I went for the fastest ‘Speed’ compound in Schwalbe’s Addict range which comes with an offset red stripe for easy recognition and correct rotation alignment. 

As to the exact composition of the rubber, Schwalbe’s MTB product manager Robert Mennen told us: “Whether we’re using a mono or multiple compound in a tire will be one of our trade secrets. With ADDIX, mono/dual/triple is one tool among many but it’s no longer in the foreground as it was a few years ago.”

Performance

Schwalbe was one of the first tire brands to really make tubeless work. Accurate sizing and enough carcass structure to stop it writhing around like an eel when presented to the wheel meant Ralph popped onto every rim we tried with no drama.

It’s very predictable and vice-free in the way it changes the feel with pressure too. The lower you go the softer, smoother and grippier it feels, the higher the more ‘high energy’ and skippy it feels. Whatever pressure you run it will feel more elastic and floated than you’d expect though as the Super Race carcass is so supple it flows and wraps spectacularly well over trail trauma. It treads a great balance between feeling lively, springy and alive to boost the speed/pedal response sensation without the sliding around on marbles or hysterical rebound vibe a lot of race rubber suffers from. While reinforcing is minimal, the supple triple-ply side, double-ply top carcass also does a remarkable job of dodging rock and other impact damage.

My test team even broke a carbon rim while using the Racing Ralph without the tire being harmed. While you can definitely feel the extra weight when accelerating, that suppleness and whatever Schwalbe has done with the Addix Speed rubber makes it a very fast-rolling tire. Not as insanely quick as the early feedback from racer mates on the new Rick XC tire, but fast enough to keep pace with much slicker, sketchier tread. Unsurprisingly the paddles add noticeably more braking and driving grip in softer and looser conditions. The consistent grip over onto the edges makes them more predictable leaning into turns, riding off camber sections or carving across ruts. While it’s listed as the dedicated rear partner of the Racing Ray front tire, both of these attributes make it a useful front-end option for faster, drier 'kitty litter’ conditions.

Whichever end you’re using it, those perpendicular tread lozenges don’t offer a huge amount of sideways bite though so expect it to slide – but not snap out – relatively early when pushed hard through turns. Using a broad insert can rub the carcass up the wrong way too and as you can see from the pictures those thin paddles soon start to get torn up. That’s not created any holes or rips in the base rubber though so presumably it’ll just wear down to more of a semi-slick over time.

Verdict

The latest Racing Ralph is a super supple, easy-speed tire that’s extremely impressive year-round on the rear and a potential summer front choice too. While weight watchers won’t like the grams it adds on the scales, they’re only apparent when accelerating and repaid in impressive toughness and control in rougher conditions. The traction and flow of the Ralph means you’re likely to carry higher speeds through tech sections and turns too, reducing the impact of that extra weight. While the tread gets tatty relatively quick it’s likely to remain usable right down to the nub which helps mitigate the high price. In other words if you asked me what rear tire I’d default to for racing and fast recreational cross-country riding all year round, my answer would be Racing Ralph.

Tech specs: Schwalbe Racing Ralph Addix Speed Super Race

• Price: $98 / £68.99 / €68.90
• Sizes: 26 x 2.25in, 27.5 x 2.25in, 29 x 2.1, 2.25in or 2.35in (tested)
• Options: Super Race and Super Ground carcass, Addix Speed or Addix SpeedGrip compound, Transparent or Black walls
• Weight: 752g 

Ah, summer. Time to ditch the riding trousers, slip on a short-sleeved jersey and head into the hills for endless dry and dusty trails. Well, it’s an unfortunate truism that needing to carry a lightweight weatherproof jacket – even in the summer months, is a necessity. I always pack a windproof jacket, unless I’m 100 percent convinced that the Met Office have the report nailed, and we all know how that sometimes turns out…

Rapha’s Trail Lightweight jacket could be your perfect partner. A highly breathable lightweight windproof and water-resistant jacket for use in changeable conditions. It packs up in its own pocket or can be stashed on your bikes frame using a small strap.

There are lots of choices on the market so it will be interesting to see if the Rapha tag justifies the cost and delivers on performance amongst best windproof jackets out there.

Design and specifications

This windproof jacket is made from breathable lightweight Ripstop nylon fabric which gets a DWR treatment to shrug off light showers. Designed for maximum movement out on the trails, Rapha describe it as a regular or standard fit, it’s roomy enough for layering in cooler weather but not too loose to hold a great silhouette over just a jersey. It’s cut straight at the waist, without the need for a dropped rear, which gives it a nice casual look off the bike and there’s a small elasticated pull toggle to cinch it in, if the weather turns nasty. With good length arms the cuffs have a simple elasticated hem and the hood is also elasticated with a small formed peak and elasticated pull toggle at the back to tailor fit. It’s not a helmet compatible hood, rather designed to wear under your helmet.

The whole jacket can pack down into the chest pocket for easily storage and it also features a small strap that allows you to strap it onto your bikes frame which is a really neat feature. 

Performance

I’ve always been a massive fan of windproof jackets. I really hate overheating whilst riding and would rather suffer a soaking than overheat for the entirety of a ride. In the summer months when the winds up and I know I’ll be gaining elevation or exposure I always pack a windproof though. I’ve been wearing the Trail Lightweight jacket since Rapha first launched their mountain bike line in 2021, and I love it. Yes, I do like the fact that it sports a subtle Rapha logo. But for me it’s all about performance, and it doesn’t hurt that it looks great too.

I’ve worn this jacket all-year round. With layers in the winter – if I know I won’t get soaked and of course into spring with its showers and packed for emergencies during the summer months too.  

It’s really comfortable, and does a sterling job of windblocking and batting off light showers. The close fit means it’s not at all flappy when the wind really tried its hardest whereas some jackets can sound like a broken tent flapping around in a storm! Testing it in some ‘proper’ rain, it did wet-out, but that took an impressibly long time – something that’s to be expected of a wind-proof rather than waterproof jacket. This jacket is especially good in warm and wet changeable conditions where I didn’t experience the dreaded ‘over-cooked’ feeling when cranking up climbs.

Having the ability to either stash it in my hip pack or strap it to my bike is awesome. It fitted all my bikes, from my gravel bike to my trail and enduro rigs with fatter tubing. It didn't get in the way when pedaling and if it did get caked in crud whilst strapped to the bike washed up really well. The strap can be removed from the loop inside the pocket if not needed, but it doesn’t feel bulky if left in. 

I’ll admit I’ve never worn the hood under my helmet just hoicked it up to a point over my trail helmet on those mid-ride faff stops, which does make it tight to the chin so a helmet-compatible hood would be a bonus. For such lightweight material, it’s pretty tough, shrugging off any interference from bramble attacks so far – which I’m amazed by as I’ve shredded a lovely RAB jacket in the past at this time of the year, but a big crash would destroy it. That’s said I’ve been brave enough to wear it many times to Bikepark Wales on the toughest of trails and it’s survived.

Verdict

OK, so it’s quite pricey, and only gets knocked down by half a star because you can get great performance for less. But the styling, performance and construction is right up there and with its proven longevity should see you through the seasons.

Tech specs: Rapha Trail Lightweight jacket

• Price: $188 / £145 / €175
• Sizes: XS / S / M / L / XL / XXL
• Colors: Off-White / Black / Ultramarine / Navy / Brown
• Materials: 100% Nylon Ripstop
• Weight: 158g (M tested)
• Rival products: Specialized Trail Wind jacket, Fox Ranger Wind jacket

Fox unveiled its original laced Union Flat shoes last year and followed up with a canvas version and the BOA-equipped model. I was impressed with the originals and gave them 4.5 stars out of 5 in my Fox Union Flat review, rating them as some of the best mountain biking flat shoes you can buy. So could replacing the laces with a BOA fastening system improve the already excellent shoes? I've been testing the Fox Union BOA Flat shoes over the past six months to find out.

Design and specification

Aside from the twin BOA dials that have replaced the laces of the original shoes, the Union BOA Flats are almost identical to the laced versions. They have the same impressively grippy Ultrac sole, the same midsole, and very similar one-piece uppers. Like the laced model, they're made with fully synthetic materials too.

There are a couple of small differences though – you get tune-able arch support with two inserts of different thicknesses that sit beneath the insole. Also, the toe area has been tweaked with fewer ventilation holes and a bit more reinforcement on the crank side.

The BOA-equipped Union Flats are slightly heavier than the laced versions (426g vs 412 per shoe), but only the most miserly gram counters will care. At 852g per pair in a size 44, the Union BOA Flats are heavier than other leading flat MTB shoes though. Five Ten Freerider Pros weigh 748g and Specialized's 2FO Roost Canvas comes in at 728g, both are also size 44.

Performance

I've been riding in the Union BOA Flats for the past six months in all kinds of weather and trail conditions. Like the original versions, pedal grip proved to be excellent no matter how bad the conditions got, and walking grip was pretty good too.

There's a big difference in how the shoes feel compared to the laced versions though. The twin BOA fastenings allow you to cinch up the uppers tighter around your feet, while a smaller opening above the tongue means there's more material wrapped around your feet too. The result is a much stiffer and more secure feel that's more akin to a clipless shoe than a regular flat pedal model. A tighter fitting upper means there's less give in the sole, this gives a stiffer pedaling feel than the laced version but reduces pedal feedback a touch too.

Doing away with water-absorbing laces, having a slimmer opening in the shoe, and fewer ventilation holes on the crank sides mean better protection against splashes and spray. After riding wet trails, my feet are noticeably drier in the BOA Flats compared to the laced versions and other similar rivals.

After many months of testing, the BOA Flats are still in decent shape. There's less creasing behind the toe box compared to the laced model, and the soles have not cut up too much. Yes, there are cuts and knicks from pedal pins, but there's no sign of holes in high wear areas as yet.

The only real downside of the BOAs is that the stiffer feel means they are not quite as comfortable as the laced shoes. Also, when walking in the BOA Flats there was some chafing around my ankles from the tighter fit. This may not affect everyone, but I didn't have this issue with the lace-up Unions Flats.

Verdict

In terms of performance, the Fox Union BOA Flats are right up there with the top-rated flat pedal shoes around. Grip is excellent, they provide a good pedaling platform without overly dulling feel, and they keep the elements at bay better than most regular shoes. When it comes to the price though, the BOA wires add a hefty chunk to the RRP as the shoes cost a third more than the lace-up versions. They're pricey compared to most of the competition too.

Those prepared to shell out will be getting an excellent pair of flat pedal shoes, and handily, you can usually find the Union BOA Flats at a discounted price.

Tech specs: Fox Union BOA Flat

• Price: $224.95 / £209.99 / €229
• Sizing: 37 to 47 EU
• Weight: 852g (size 44 EU tested)
• Colors: Gray, Black, Vintage White
• Materials: TPU, EVA, rubber

Well-respected Scottish brand Endura has a veritable stable of mountain bike shorts to suit every discipline, from downhill to cross-country (such as the long-established Hummvee), and with some shorts in three-quarter-length options, too. These SingleTrack Lites certainly tick all the boxes I’m looking for in a pair of summer trail shorts, and are pretty much the same spec as the men’s version. Check out our best mountain bike shorts guide for more.

Design & specifications

These shorts are made from a four-way stretch fabric with a DWR finish that has a slight rustle when you handle it, but this isn’t noticeable when riding. The broad waistband fastens securely with double press-studs and adjusts via external Velcro tabs that are well-positioned so they don’t snag on your jersey. The rear is lined with a soft wicking mesh material and has a wide silicone gripper too. As with most Endura baggies, these are Clickfast-compatible with Endura’s padded liner shorts. The two front and one back pocket demonstrate the thought that’s gone into the design of these shorts: they are all usefully large, their zips have a fabric garage at both ends for a tidy, snag-free finish, plus there’s a toggle on the rear zip so you can grab it easily. Another small but significant detail is the interior hanging loop.

I was immediately struck by the quality of these shorts’ construction: lots of attention to detail and extremely well finished, with neat stitching and no loose threads. Their design is equally good, with some great features. In addition, the ST Lites are offered in two lengths, standard and short. The inseam on my size medium standard length pair measures 13.5in/35cm and extends over my knee when standing, while the short length has an 8cm shorter inseam. The leg hems are bonded, rather than stitched, for a smooth, seamless look, and have a scalloped edge at the outside seam where the two panels of material join, a nice aesthetic touch. For ventilation there are four rows of perforations down the outside thigh.

Performance

These shorts felt comfortable as soon as I pulled them on, with the wide waistband sitting nicely below the belly button so you don’t get a sweaty waist. Also, the fit is good so I didn’t need to tighten the Velcro tabs much at all – often waists come up way too big with women’s shorts. Likewise, the cut is slim but not tight through the legs, so there’s no excess material to flap around. The standard length is plenty long enough to prevent any gap between the legs and knee pads, and the fabric and smooth bonded hems glide over pads when pedaling. The leg opening at the hem is wide enough to accommodate pretty chunky pads, too.

The material is super-stretchy throughout so feels totally unrestrictive, and the waist stays in place when you’re pedaling, aided by the fabric panel across the lower back. Being mostly nylon, the material should brush off scrapes and tumbles, although it did snag a little on sharp thorns. The environmentally-friendly DWR was extremely effective when new, water rolling off like off Teflon, but after a few washes less so. However, this isn’t an issue as the SingleTrack Lites are so quick-drying, and in warm weather it’s no drama getting wet for a short while.

Lastly, regarding the pockets, I wasn’t sure if the front pocket placement would be OK for carrying a phone, but because it extends to the outside of the leg it actually works well and doesn’t interfere with pedaling at all, and my phone is quite chunky.

Talking of heat, there are enough perforations down the leg to feel like they’re having some effect (although the top ones can be blocked by the pocket if full), plus the wide hems let air flow up inside the legs, very noticeably when you’re not wearing pads. This said, it’s a pity there aren’t perforations on the inner thigh as well, like the men’s shorts have. For ultimate breathability, though, I’d like to see perforations along the entire length of the one-piece crotch panel (as with Troy Lee Designs’ Luxe shorts and some Gore shorts). The inner, rather than outer, thigh is where you really benefit from more ventilation and it’s super-effective on TLD’s Luxe.

Verdict

The SingleTrack Lites boast a great design, flattering fit and top-quality construction – they’re very comfy to ride in and look good, too. It’s a bonus having the choice of lengths to suit your preference/body type, plus even though they’re marketed as a summer short, I’d wear mine well into the shoulder seasons too. They’re reasonably priced compared to other brands too.

Tech specs: Endura SingleTrack Lite shorts

• Price:  $119.99  /  £89.99
• Sizes: XXS-XL, standard and short lengths
• Weight: 212g (M, standard length)
• Colors: Pomegranate (reviewed), Berry, Harvest, Black,
• Materials: Nylon 85%, elastane 15%

POC’s Ventral has been a long-standing cornerstone of the Swedish protection brand’s cycling helmet range. Over the years POC has diversified the Ventral from being a semi-aero helmet and released the svelte Lite and breezier Air versions, there is also a slightly odd Tempus edition designed specifically for riding in the rain.

For riders who aren’t on the hunt for marginal aero or weight gains, the added ventilation combined with POC and MIPS safety credentials means the Air version of the Ventral is the best option for those looking for a versatile gravel bike helmet from POC. 

Design and aesthetics

The Ventral sports the ubiquitous yellow MIPS sticker on the outside, however looking inside the helmet you won’t find the internal cage structure that you would expect inside an MIPS-equipped helmet. Instead, the Ventral Air MIPS uses MIPS’ Integra system that replaces the standard helmet padding with silicone padding mounted on a smooth in-mold PC (polycarbonate) layer within the helmet. The pads' slip plane action and ability to slide on the PC layer reduce rotational motions that can cause concussions during impact. The MIPS Integra pads are positioned around the brow and extend across the top of the head, whereas at the rear there are four thinner standard foam pads. It's held in place by velcro and can be removed easily for washing.

With the Air edition being presented as the most ventilated Ventral, it’s not surprising that it’s packed with vents. Eight large forward-facing intakes feed into five internal channels across the head and exit out the six rear vents. Two vents on the top and two on each side of the helmet create further escape options for any heat build-up.

The helmet is constructed using an EPS liner that's fully wrapped with a unibody shell to stop the EPS from being damaged, it's all very neatly put together as well with no gaps or overlaps. The front vents have been designed to store sunglasses and feature high-friction pads to grip the arms. Getting eyewear in and out of the vents while on the move is easy and the helmet holds almost all my sunglasses securely even when riding on rough gravel. The only ones I have found that don’t play nicely are the POC’s Devour's although the unconventional adjustable legs don’t like being stored in most other helmets I have used.  

At the rear, there’s a 360-degree fit system with three vertical positions and a rotating dial for accurately adjusting the fit. The helmet strap uses an adjustable plastic Y-junction to neatly route the straps around the ear and it’s fastened with a standard buckle closure under the chin, both of which are adjustable.

For the adventurous solo riders among us, POC also makes a version of the Ventral Air MIPS with an NFC Medical ID. This allows rescuers to use an NFC-equipped smartphone to access important medical information about you in the case of an emergency.

The Ventral Air MIPS comes in S (50-56cm), M (54-59cm), and L (56-61cm) sizes, not all heads are shaped the same so POC also has a Wide Fit version too. I have a medium Ventral Air in its standard fit on test which weighs 257g. POC offers the Ventral Air MIPS in a wide selection of 12 colorways, my test sample is the Okenite Off-White Matt, plus there's the pink EF Education-EasyPost ED and gold Amani ED special edition versions.

Performance

POC helmets have always suited my head shape and the Ventral Air MIPS provides the comfortable fit I would expect. With the cradle in its lowest position, the rear dial is easy to adjust and gives an accurate and secure fitment around my head. The positioning of the straps around the ear is perfect and they sit close to the face to avoid flapping when riding quickly. The Y-junction position can be adjusted by feeding the strap through the guide if needed, although it's a fiddly process. While we are on the subjective aspects of a helmet, I have long held the opinion that the POC Ventral series is the best-looking helmet around, although all heads are different so your experience may vary. 

Although it's not the lightest helmet out there, the Ventral Air MIPS easily falls into the category of being unnoticeable when worn and it was as comfortable on a quick lunch spin as it was on an all-day epic. 

Ventilation is impressive and while it has not been the warmest summer, on the occasional hot day or during big climbs I have yet to feel the need to loosen the helmet in an attempt to reduce heat build-up. The wide vents still do an impressive job of gulping in the air even at slow speeds and the straight-cut channels across the head give an unobstructed exit route. The channels also extend forward to ensure there is airflow across the brow to keep sweat build-up to a minimum. With the MIPS Integra integrated into the padding POC’s channeling is left unimpeded, further maximizing the airflow benefits.

Although I have never felt discomfort from a traditional MIPS line personally, I have heard plenty of reports from riders that aren’t graced with my voluptuous head of hair that says otherwise. As the Integra MIPS system removes the inner plastic liner these issues should be resolved while still offering rotational force absorption benefits. It also means there are no squeaks, creaks, or wobbles while riding, which is something I have experienced with some MIPS-equipped helmets. Other than a couple of yellow stickers, the Integra system goes completely undetectable while using the helmet which is exactly what you want.

Verdict

For me, the Ventral Air MIPS ticks all the boxes when looking for a performance helmet for drop bar and XC riding. A secure fit, excellent ventilation, and low weight ensure comfort while riding. The detailed design and clean construction show that a lot of care has gone into producing the helmet too. I’m a big fan of the bold POC aesthetic and there are loads of color options to suit any rider's wardrobe theme. While the theory behind the MIPS rotational protection has always made sense to me it has not always been perfectly implemented, that said the Integra system is the best version of MIPS I have used and goes completely unnoticed when riding.

This combo of Swedish design and MIPS safety tech comes at a steep £230 price tag, firmly placing the Ventral Air MIPS in the premium helmet category. This will leave some riders pondering whether it's worth the outlay over POC’s own Omne series. After all, the Omne Lite is also very comfortable and is marginally lighter, however, a noticeable improvement in ventilation, added rotational safety features, and secure sunglasses storage is enough to justify the extra outlay for the Ventral Air MIPS. 

Tech specs: POC Ventral Air MIPS helmet

• Price: $260 / £230 / €260
• Weight: 257g (size Medium tested)
• Sizes: S, M, L
• Colors: Fluorescent Orange AVIP, Himalayan Salt Matt, Hydrogen White, White Matt, Lead Blue Matt, Okenite Off-White Matt, Adventure Yellow Matt, Prismane Red Matt, Sapphire Purple Matt, Lemon Calcite Matt, Uranium Black, Uranium Black Matt

With over 325 years in business, Husqvarna is one of the longest-running brands of any kind and has over a century of experience in the world of motorbikes. But does all that heritage and history mean they can compete with some of the best electric mountain bikes out there? 

They are part of the Pierer group, which is also home to the GasGas e-MTB range as well as KTM motorcycles, all with a long history of making two wheels go fast off-road, so I was excited to see how the MC5 stacked up. Husqvarna’s full-suspension bikes are split into two ranges. The Hard Cross or HC range, which are 180/170mm travel e-enduro bikes, and the Mountain Cross or MC range, which are trail bikes with 150mm of travel front and rear and in keeping with the moto theme, both utilize a mullet setup with smaller rear wheels.

Design and features

I had the Mountain Cross 5 on test, which shares a carbon frame with its lower-priced version, the MC4, and the range-topping MC6. It's a striking-looking frame, with an oversized downtube holding its 720wh battery and a neatly designed frame strut that holds the rear linkage charging point and is pierced by the rear shock. Straightaway, this bike stands out in a sea of four-bar linkage full suspension e-MTBs and cleverly manages to translate a lot of Husqvarna's well-established design language from their other products. 

Starting at the front, it features a large headtube badge that neatly doubles up as ventilation for the battery. You may think that's overkill on an e-MTB, but it's worth bearing in mind that temperature extremes can significantly affect battery life and operation. On the side of the headtube are two sections that look like frame protectors, but they are purely aesthetic as the forks aren't high enough to touch them, and the headset already has a built-in bump stop to stop the fork spinning around in the event of a crash. The headset is an Acros model with all cables routed through it. Headset routed cables are widely known to be a mechanic's nightmare, but I will get onto that later.

Husqvarna does a good job of packaging such a large battery into the frame, which is helped by having the Shimano EP801 motor rotated upwards, giving them more room to keep the downtube in a more traditional position. This is matched by a parallel cross member that goes from the top tube to just above the motor, pierced by the shock, neatly hiding the charging point and creating a unique-looking front triangle. Considering that a four-bar suspension e-MTB frame is one of the most common setups available, the designers have done a great job of making it look different from competitors and somehow still keep the look of other non-bicycle Husqvarna products.

The battery is a Core 720wh unit with a neat rubberized cap on both ends to keep rattle and movement to a minimum and is easily removable by undoing the latch situated at the bottom of the downtube. This then has a connecting wire that hooks the battery up to the motor. It's a very well-executed setup, with no dirt ingress or issues throughout testing. I've used similar setups on other bikes with Shimano motors and non-Shimano batteries that have been prone to cutting out when the connection gets dirty or corroded or from flex, causing the cable to dislodge, but there are no such issues here, which was reassuring.

The smaller 27.5 rear wheel is mounted to a familiar-looking four-bar Horst link setup with carbon seat and chainstays, a substantial-looking alloy linkage, and a clevice-mounted rear shock mount. By having the pivot on the chainstay in front of the rear drop out, a Horst setup gives a very active back end that's less bothered by braking and pedaling forces that bode well for grip and handling. The design also makes packaging an electric motor and rear shock into a frame much more straightforward, too. There's a reason it's probably the most popular suspension layout.

The top tube is low-slung with plenty of clearance, but annoyingly, it has a tall seat tube section above the top tube, which limits the ability to size up if you are short of leg but prefer a longer reach. I opted for the Large version, which only has a 150mm drop unbranded seatpost, which is short by current standards. It worked fine, but having a shorter frame section and a longer drop seatpost would make sizing up easier.

The MC5 I had on test comes in a lovely two-tone light and dark blue with neat Fluro yellow highlights. It's a great-looking paint scheme and has turned plenty of heads on the trail. Though, like most matte finishes, I expect it'll look tired more quickly than an easily cleaned gloss finish.

Geometry

The Mountain Cross platform has been around for a couple of years now, and it shows in the geo, which on paper is a little behind the latest options with its 65.5-degree head angle and 76.9-degree seat angle (On the Large frame size). For reference, the latest Santa Cruz Heckler SL with a similar MX wheel setup and travel has a 64-degree head tube and 77.5 seat angle, which is more in keeping with the current crop of e-MTB trail bikes. It's a similar story with sizing with stack and reach figures of 646 and 476mm respectively, for my size large. It's not crazy short, but it's slightly behind current trends. At 5'9in / 172cm tall, I would usually go for a medium, but that only had a reach of 450mm, which would have been too short for me. As mentioned earlier, sizing up isn't straightforward due to the tall seat tower and relatively short dropper, so keep this in mind.

The MC range offers four sizes, from small to XL, and all run the mixed-wheel MX setup with the same head angle. They also share the same chainstay length across the range of 445mm, which was fine on the large I rode but not ideal on the small or XL sizes as it will affect the bike's rear center measurement on those bikes, again another nod to a slightly dated set up. The bikes will ride differently with the same chainstay length but different wheelbase lengths across the range. Many brands now offer size-specific stays to try and get all bike sizes to ride similarly.

Components, pricing, and build

At $7,787 / £5,199 / €5,899, the MC5 is the second in the range hierarchy. For a bike with a large 720wh battery and a Shimano EP801 motor, its spec is competitive and largely well thought out. Fox handles suspension duties with a Float 36 Performance Line fork with the simpler and older, but perfectly adequate, Grip damper and a Float DPS performance rear shock. 

Wheels are the surprisingly responsive and robust Newmen Evolution SL E.G setup, with their 35mm inner width hookless alloy rims laced to their branded hubs. Info on the hubs is hard to come by, but they ran perfectly through testing and had more than reasonable pickup. However, I often find the freewheel on the majority of e-MTB motors has slower pickup than most hubs, which muddies the waters somewhat. Despite a few battle scars from the loose rocks on my local Peak District trails, they remained tight and straight with no damage to the rim, which brings me to one of the few chinks in the MC5’s armor – its tires. 

It is specced with Schwalbe’s Nobby Nic Evo tires front and rear in the Super trail casing and Addix speed grip compound in a 2.6 width on the rear and a 2.4 with the Addix soft compound up front. The tires themselves are fine and would be more than adequate on a budget non-e-MTB, but on a bike weighing 24.3kgs and a very capable suspension, it needs a beefier rubber spec, something like the Tacky chan or Wicked Will in a gravity or supergravity casing would be far more suitable. They held air throughout testing but held back the bike's descending capabilities. If you ran them anything below 25psi, they would fold under hard cornering and, in most conditions, would offer OK grip, but when they let go, they do so with little warning and very quickly – which is a shame as the plush suspension encourages you to push and have fun on the descents.

Gearing is dealt with by the solid and reliable SRAM GX rear mech and the e-MTB single shift at a time shifter, which perfectly shifted the GX chain over the 11-50t PG 1230 cassette, if a little slowly. Though being unable to shift up the cassette more than one sprocket at a time is slower than a regular shifter, it does bode well for drivetrain longevity, as shifting under the extra load of a motor-driven bike can quickly kill a standard drivetrain.

The adequate but unremarkable SRAM G2 brakes handle stopping duties. They use a four-pot caliper and 200mm rotors front and rear, and the classic SRAM lever feel of plenty of lever travel with the power and bite coming later in the lever pull. They had enough power, but much like the tires, they felt a little undergunned, given how capable the suspension felt. At the very least, a larger rotor up front would be advisable if you like to push hard on descents.

The finishing kit, including its 780mm wide handlebar with 20mm rise and 8-degree sweep, 50mm 31.8mm diameter stem, lock-on grips, and 31.8mm dropper post and saddle, are all own-brand Husqvarna items. Although underwhelming, all worked perfectly well. The stem is a bit longer than current trends, which aligns with the rest of the bike's geometry.

Ride, Handling and Performance

The first pedal stroke on any e-MTB usually brings a smile to your face, and it's no different here. The Shimano EP801 motor is an improvement over previous generations and retains its more natural feel, though it still has an annoying characteristic clunk when coasting. I'm a fan of the Japanese system in general – we have a guide on the differences between the EP801 and the Bosch Performance Line CX motor for you to check out if you wish.

The full-power motor produces 85Nm of torque and has a 600Wh peak power output, and after the latest free update, Shimano has added the handy overrun option referred to as Extended Assist Carryover, which is super handy on technical climbing sections as it keeps the power on briefly after pedaling to help you clear obstacles. Modes are switched using the SC-EN600 L shifter mounted on the left-hand side, which is connected to its matching color LCD screen. It is a neat system, though the cable routing is a little messier than its Bosch cousins. Having said that, Shimano uses the same cables as its popular Di2 system, and they aren't hard-wired into the units, so replacements are easy to come by and quickly changed should they get damaged in a crash.

Setting up the bike was straightforward enough, though dropping the stem as low as I would have liked was challenging due to the cable routing that goes through the stem. The cons of the system have been reported many times, but in this case, the angle of the cables meant I couldn't slam the stem as planned, as after sizing up to get the reach I was after I had planned on running the stem low to help with front end grip. Bar that, it was a standard affair of setting the sag, fine-tuning the controls to my preferences, pumping up the tires, and ensuring I had charged the battery before heading out on the trail.

Once on the trail, the quality of the suspension design shines through. The back end is super active with tonnes of grip and feel. Such a setup would feel like riding through treacle on a standard bike, but with the added electric assistance, it is a seriously fun bike to ride. There's enough support to push through corners and find grip, but it likes to stick to the ground compared to other poppier setups. You could get a more supportive setup by adding some shock tokens, but to be honest, I like a more linear planted feel on an e-MTB, as it helps the rear dig into find traction on tech climbs. This, combined with the faster reaction speed of the 27.5 MX rear wheel, means the MC5 excels well on the ups despite its high 24.3kg weight.

Much like its numbers on paper suggest, it has a slightly dated feel, though that didn't make it any less fun. Its longer-than-fashionable 50mm stem and shorter 780mm bars felt perfectly adequate, and my position, though high at the front, made for a fun and playful ride, which, to be honest, is what I look for in an e-MTB. Powered bikes, for me, are about those stolen hour sunset rides or sneaky lunch rides where you want to smash as much trail time fun in as you can in a short time, and for that, the MC5 fits the bill nicely.

On really steep stuff, the high weight, average brakes, and limited tires made themselves felt, but for less testing trails with plenty of corners, the MX setup and plush suspension made for an intoxicating ride, but one that would have been improved by using something like the Shokz openfit earphones, as the combined noise from the cable routing and the EP801 motor was annoyingly distracting. The headset developed a loud creak after a few rides that was muted somewhat with liberal use of Teflon grease, but the rattle I couldn't cure. I suspect it was the cable housing rattling in the headtube, which, given the mainframes' large tube profiles, echoes and sounds louder than it might do on traditional frames, but that combined with the motor rattle when freewheeling was an unwelcome distraction on a bike that rode well when you let off the brakes and let it go.

With a rotor upgrade and more suitable rubber, the Husqvarna MC5 would be a much more compelling option, but the rattle and noise would eventually drive me crazy, I think, which is a real shame as there is a really well-finished fun bike with a sensible, usable spec trying to get out.

Verdict

The MC5 feels like it's due for an update. It's a fun bike that's great for stealing trail time, but it needs a few upgrades to really make the most of the very good suspension setup. It is sadly let down by its headset cable routing, which isn't just a nuisance for bearing replacement down the line but also limits adjustability and develops noise far too easily for me.

I did enjoy riding the Husqvarna, it's a head-turning bike that, deep down, is a real laugh to ride, but sadly let down by niggling issues, and in a competitive market space, it makes it a hard bike to love.

Test conditions

• Surface: Local Peak District grit rock, sand, rooty loam-filled woodland, and more mud than I would have liked.
• Trails: Natural Enduro courses, moorland singletrack, red and black grade trail center runs, and off-piste play trails
• Weather: Plenty of wet and inclement rides but also lots of dry (ish) trail rides, too

Tech Specs Husqvarna MC 5

• Discipline: Trail, All Mountain
• Price: $7,877 / £5,199 / €5,899
• Head angle: 65.5 degrees
• Frame material: Carbon Fiber
• Size: XS, S, M, L (tested), XL
• Weight: 24.3kg/ 53.57lbs (size Large actual)
• Wheel size: 29in front, 27.5in rear
• Fork: FOX Float 36 GRIP E-optimized 150mm travel
• Cranks: Shimano FC-EM900
• Rear mech: SRAM GX Eagle 12-s
• Shifter: SRAM GX Eagle single click
• Cassette: SRAM Eagle PG-1230 12-speed 10-50T
• Brakes: SRAM G2 R 4-piston hydraulic disc brakes with 200/200mm rotors
• Tires: Schwalbe Nobby Nic Super trail casing Addix soft 29x2.4in front and Schwalbe Nobby Nic Trail casing 27.5 x2.6in rear
• Wheels: Newmen Evolution SL E.G
• Bars: Husqvarna alloy 780 x 20mm
• Stem: Husqvarna alloy 50mm 31.8 diameter
• Grips: Husqvarna lock-on
• Seat post: Husqvarna 31.8 150 mm travel
• Saddle: Husqvarna MTB

While they produce some of the best gravel tires, WTB hasn’t introduced a properly fast XC tire into their range since the Ranger. The new Macro skips old-school skinny options and jumps straight into the fat, usefully tough but super fast 2.4in category. The result is a great rubber option for the rear and a fast one for the front in drier conditions too. Grip is binary, not progressive though.

Design

While the Macro is an all-new tire, the tread pattern is basically a much smaller, much flatter version of WTB’s well-proven Trail Boss. To be exact the central knobs are only 1mm tall even when brand new, with the intermediate knobs at 2mm and 3mm at the shoulder. The sipes in the miniature blocks (maybe the Macro name refers to the lens needed to see them) are also centralized slots rather than full cut-through slots. 

These sit on a very rounded ‘SG Protection’ carcass with puncture reinforcing up the sides of the triple-ply weave. This comes in an all-black (tested) or tan wall format, but only in a 29 x 2.4in size. Apparently, there’s still enough depth in the tread to use a Tritec triple compound with a hard base, medium center tread and softer shoulders too. 

While it's not part of the tire design, WTB deserves a pat on the planet-friendly back for switching to plastic-free packaging on all their new tires.

Performance

Focusing on fit, the Macro gets off to a good start with an easy pop onto both wheels we tried it on. At 2.36in/60mm on a 30mm internal rim at 20psi it’s closer to the stated size than most tires in this category, especially Maxxis. Unlike some tires - particularly Vittoria - feel is progressive and predictable at different pressures. By that, I mean that the lower you go, the softer and grippier it feels and the more it squashes and squirms under cornering load. It’s a consistent change though rather than there being a sudden psi point at which it folds and leaves you riding the rim and eating dirt. The carcass feels damped without feeling dull, so there’s no weird spring or drift that makes loose conditions more sketchy either. 

It’s an acceptable 760g average weight for its size and category and it’s not punctured or torn a sidewall. That’s a big improvement over our previous experience on ‘Light’ WTB carcasses. The ‘Fast Rolling’ Tritec compound doesn’t feel as plasticky as most race tyres either so while there’s very little mechanical grip it finds friction grip on a wide range of surfaces. The easy roll-in of the rounded shape means you can push harder than you might expect on consistent turns too.

Inevitably that means it doesn’t roll as super fast as the tread would suggest so you’ll be pedaling sooner in a pace line than riders on the fastest Schwalbe and new MaxxSpeed Maxxis. The carcass doesn’t have the obviously bright and lively feel of more sketchy ‘high energy’ Italian brands. Once the compound has let go, the minimal center and intermediate knobs don’t have the teeth to bite back in. The shoulder knobs are so far over that there's a big lean angle gap where there’s nothing holding you onto the trail but hope. That’s not so bad on the back where it just means some wild Speedway moments, but it can make staying on twisty singletrack a challenge if you’re running it on the front.

Verdict

WTB’s Macro tire is a useful entry to the fast but fat 2.4in XC category, with more grip than you’d expect on consistent, solid surfaces in both dry and wet weather. It responds progressively to pressure changes with no obvious vices running soft or hard. It’s been tough for its weight so far too.

Once it does lose traction – either through lean angle, loose/soft surfaces or sudden braking/pedal/turn loads – there’s very little chance you’ll get it back though. As a result it suits riders with subtle skill and guile, or those with less aggressive aspirations rather than smash and grab, sudden direction change merchants. Pricing is top end too and faster than average wear on shallow tread means it won’t last that long.

Tech specs: WTB Macro tire

• Price: $76.95 / £75.00
• Size: 29 x 2.4in
• Options: Black or Tan wall
• Weight: 760g (average from two tires)

Shimano launched its first gravel shoe in 2019 off the back of releasing its first gravel groupset. Fast forward to 2023, and it felt like déjà vu with Shimano announcing the latest RX801 gravel shoe shortly after the 12-speed update to its gravel groupset.

Shimano claims the RX801 enhances its best gravel bike shoe, offering improved breathability and an optimized fit. Much like the GRX groupset, the new RX801 isn’t a ground-up redesign, but rather an evolution of an already sorted product. Over the last four years, the original RX8 has been my favorite gravel shoes and I have covered thousands of gravel miles racing and adventuring in them. The original shoes weren’t without fault, so has Shimano perfected its gravel shoe with the updated RX801? 

Design and specifications

At first glance, it's tricky to spot the difference between the two generations of Shimano gravel shoes. The RX801 has the same single BOA wrap-around closure and toe box Velcro strap as the old shoe, although now it’s specced with a low-profile BOA Li2 dial, rather than the IP1. The dial features dual multi-directional tightening and loosening for fine-tuning and can be popped up to release tension quickly.

Look a little closer at the synthetic leather upper though and you will see subtle changes to the BOA’s cable routing. The long material guide on the side of the foot has been replaced with two smaller anchors and the wrap-over section on which the plastic guides are mounted is now in two sections. The RX801 upper is now constructed from three panels of material and increases the number of ventilation perforations along the inside, outside, and front of the foot too.

Inside the shoe, there’s a vented Silvadur antimicrobial-treated insole with swappable foam inserts for tunning arch support. Shimano has also removed a strip of elastic connecting the inner wrap-over section to the inside of the shoe allowing the RX801 to open wider making it easier to slip the shoes on.

The base of the shoe looks unchanged, featuring a stiff carbon composite sole and minimal TPU lugs to keep weight down. A TPU strip offers protection around the shoe's front edge and there’s a hard plastic heel cup to deflect bumps and scuffs. Unsurprisingly, Shimano has engineered its gravel shoes to work perfectly with Shimano’s SPD pedals and are said to pair perfectly with the latest Shimano M9100 XTR, I also tested them using a set of Shimano M8100 XT pedals and Favero Assioma Pro MX SPD with great results. Interestingly, while Shimano has added toe and heel vents to the cheaper RX6, there are no vents on the sole of the RX801. 

As far as I am aware, Shimano’s RX8s are the lightest gravel shoes on the market. Although the RX801s superseded these shoes, my review samples tip the scales at 578g (without cleats), 13g heavier than my old RX8s. Even though the RX801 hasn’t been able to shave any additional weight, they are still significantly lighter than all other gravel shoes.    

I have the standard fit shoe (EU36 to EU47 plus half sizes) but there is a Wide fit option (EU38 - EU48) for riders with paving slab feet. There’s also the RX8R model which features a knitted ankle cuff to stop any gravel going into your shoes, although it's never been a problem for me in the past.

The RX801s come in either a smoky Black or Silver fade (tested), or if you want to jazz up your gravel gear there is also a limited edition Tropical Leaves or Twilight option.

Performance

The RX801 is a fantastically comfortable shoe that balances a cosseting closure with an aggressive shape. The toe box of the RX801 has been widened to help cater for a more general range of feet, although the shoe still aggressively tapers towards the snug heel cup.

I find very few single BOA shoes can offer a properly secure fit, Shimano bucks the trend here and the wraparound layout provides a close even fit with no points of irritation or hot spots. The top wrap-over section on which the upper cable guides are mounted no longer has webbed fingers. Instead, the sections can independently move to better conform over the top of the foot and help accommodate a wider range of shapes.

The combination of the wrap-around closure and precise shaping held my feet in place without feeling restrictive and even during long days in the saddle I didn't feel the need to make any mid-ride adjustments. 

The RX801 gives a stable pedaling platform when used with the SPD system and the stiff sole feels very supportive when putting the power down without being fatiguingly stiff over rough trails. Step off the bike and the RX801s are far less assured. The minimal number of blocks, narrow lug patterns, and angled shapes can be precarious when trampling over uneven terrain and there isn't much tread for digging into slippery mud if you have been forced to dismount. 

The minimalist tread doesn't extend right to the front of the shoe either and, based on my experience with the original RX8, this could lead to accelerated wear on the rubber toe bumper resulting in the carbon sole becoming exposed and damaged. If your gravel rides frequently require rough portage I recommend the stiff but walkable Fizik Ferox Carbon, the super grippy Rapha Explore Powerweave, or Shimano’s broader lugged MTB-orientated XC7. 

Verdict

Beyond the eye-catching silver fade, there's little discernible difference between the RX801 and RX8. Look closer and it is evident that Shimano has made a load of changes when re-developing the shoe. Everything I loved about the original shoes lives on in the RX801s, combining perfect levels of stiffness, stability, and low weight (even if it is marginally heavier) to be unmatched when it comes to gravel-specific footwear. While Shimano hasn’t made any dramatic changes to the RX801's character, the new last shape is more forgiving with its slightly wider toe box and tweaked closure should give a better fit to more riders.

Despite the marginal gains in upper design and fit, the RX8s biggest weakness remains unaddressed. For gravel riders and racers who have no intention of walking, the narrow footprint and minimal tread won’t be an issue. Sometimes portaging is required and if you're frequently hoofing over unrideable sections or around trail blockages, the RX801 is not the shoe for the job. 

Tech specs: Shimano RX801 gravel shoe

• Price: $275 / £229.99 / €229
• Color:  Silver, Black, Tropical Leaves, Twilight
• Retention: Li2 BOA
• Uppers: Synthetic leathe 
• Outsole: Carbon sole 
• Weight: 578g  (size 43)
• Sizes: EU 36-47 (half sizes between EU39 and EU47),  Wide fit option EU38 - EU48

Given it’s crazy gravel adventure bike to hardcore XC/trail bike remit it’s no surprise there’s a lot of mixed messaging coming from Pace with the RC429. So is it “a unicorn that will ride-it-all” and “steel your heart”? A functional, competent, technologically advanced and effective 'sport tool’? Or both? I rode it down black runs in a conventional T-Pack hardtail build and across wild moors in a rigid fork, drop bar G-Pack build to find out.

Design and geometry

However you end up building an RC429, you’re starting with the same frame and there’s a lot going on here. 853 is the premium self hardening steel in the Reynolds range and Pace have been using it for years. That means you’re getting a carefully curated mix of relatively slim pipes building up the front end which is welded up by the brand 'Fort' in the Czech Republic. Again, someone Pace has a very long history of working with after supplying their race team with suspension forks in the 1990s. The A-framed back end is a similarly slim mix of steel tubes (Reynolds don’t do 853 stays) but ends in UDH dropouts which are still a rare sight on steel frames. Even without any excessive crimping or machined plates, there’s ample room for 29 x 2.6in tires in the back end too.

If you’re wanting practical fixtures, Pace has really gone all in too. All cables apart from the dropper posts and ports for dynamo lights are externally routed and the frame is covered in mounting bosses for racks and bottles/cargo mounts. If you go for the custom carbon fork option (made by the same company that produces the excellent RC295 full-suspension trail bike) you get more bag mounts and hidden dynamo wiring from hub to crown too. You can get the frame and fork in three different colour options too

While most brands trying to span the gap from gravel to trail with one frame have been conservative with geometry, Pace has gone full send here too. With a 130mm fork in the head angle is at 65 degrees but even in rigid mode it’s 66.5. The seat angle changes from 75-76.5, while reach changes from 473 to 477mm depending on the fork length. At an average of 70mm, bottom bracket drop is absolutely slammed too.

Components and build

I tested the RC429 in two very different builds – the T Pack and the G Pack. The first was a conventional MTB trail build that centres around a 130mm travel RockShox Pike fork and a SRAM GX AXS T-Type Transmission that makes the most of the UDH hanger at the rear. While it comes with Hope or Hunt wheel options, I chucked on a set of Zipp 1Zero HiTop race wheels with Schwalbe XC tires that I was testing anyway. The second was a monster cross / gravel / MTB Frankenbike fever dream with rigid fork, super flared drop bars, a freaky seat pack compatible inverted dropper post from DT Swiss, and a Shimano GRX gravel group. I left the DT rim / Hope hub wheels alone, but did sneak some silly fast Continental Race King tires on to give it proper gravel speed potential.

Ride, handling and performance

Let’s start with the simple one. A look at the geometry will tell you that in T-Pack mode, the 429 is an aggressively low, slack forked tech trail tamer. Not as enduro trail focused as the even more aggressively angled, shorter rear end, longer fork RC529 or Stif’s Squatch. But slightly slacker and shorter than Cotic’s Solaris if you run both with a 120mm fork.

The really noticeable difference between the bikes is the frame feel though. While both Pace’s own 529 and the Cotic have a muscular ‘modern steel’ feel, the slim tubes of the RC429 combine with the long rear end to give a more softly sprung ‘classic steel’ vibe. Something Stif achieve with super flat seat stays on their Squatch too and both have the same bonus grip that comes from a compliant, ground moulding chassis. It’s also noticeably more comfortable for a given tire / pressure too which is obviously a fatigue saving gift if you’re wanting to make best use of all the bike packing features on epic adventures.

Inevitably that means less accuracy at the fork and bar tips when you’re really pushing hard, so it’s a bike you have to relax and work with rather than bullying through rock slots and ruts. As a result, while I enjoyed blasting it through my local technical singletrack with the bigger forks – and the bigger tires Pace normally spec would increase security – you could feel it reaching its comfortable limits and starting to writhe a bit if things got really gnarly. While I haven’t ridden it yet, that would suggest the 120mm fork ‘D-Pack’ downcountry build options are the most natural way to serve this bike up for fast, flat bar duty. On that efficiency note, despite all the extra bolts and dynamo holes etc., the frame is still a competitive weight for steel at 2.7kg (size large). That meant it only took fancy carbon race wheels to turn this otherwise all-metal machine into a sprightly and agile-feeling bike that loved to climb or spin out the miles in between the madder bits.

Having thoroughly enjoyed playing out (yes I chose that phrase carefully) on the T-Pack build, I couldn’t help feel apprehensive about testing the G-Pack drop bar version. Even my beloved Specialized Chisel long termer hadn’t survived an experimental move to a rigid fork with its character or capability intact. I was worried that the RC429 would feel similarly stunted in terms of speed through rougher, rooty or rocky sections and all that aggro geo would be utterly pointless as I tip-toed through technical bits. My tree clipping, high siding nightmare time testing the slack-angled Evil Chamois Hagar suggested that MTB angles and drop bar cockpits aren’t natural partners either.

There’s no doubt that fitting drop bars – even short reach ones with a similarly short stem – makes the RC429 a stretch compared to a normal gravel bike. It’s definitely far more interested in going straight rather than turning compared than a conventional drop bar machine. When I pressed down on the wide Pro bars to snap the Pace out of its stubbornness, it actually fell remarkably well-weighted. There was no hint of it standing up mid-turn, jack-knifing under or just shunting straight on. It just felt like an assuredly lazy trail bike without the complications of braking-related geometry change.

Despite (or maybe because of) the tree trunk-sized carbon legs, the fork is remarkably forgiving. Speaking to Adrian at Pace he said he’d deliberately designed and tuned its layup to mirror the feel of the frame rather than going for a heavier, stiffer fork that could take more weight (it’s limited to 3kg per leg) – and I reckon he’s nailed it. That meant initial worries about walloping into roots or rocks or sending it down moorland singletrack as hard as the silly geometry encouraged flipped into a giddy, big grin charge wherever possible. Needless to say, leaving conventional gravel bikes far behind added even more encouragement to playing drop bar enduro and it was only when I started abseiling wildly down a notorious rocky red route that began to really question my life choices. Obviously, there’s nothing stopping you from switching between a rigid fork and a suspension fork while sticking with drops (it’s the Epic MTB fashion right now, don’t you know) to split the difference either. Especially as the rigid fork has an MTB style post mount brake, rather than gravel style flat mount. That would still leave you with all the multi-hand position and aero advantages of the drop bar, but with no need to back off at all, even on that rowdy red run.

Verdict

Pace has been pushing the boundaries of off-road tech since the late 1980s (yes '80s) and clearly isn’t stopping yet. Ignoring the drop bar/rigid option, the RC429 is a great XC/DC/adventure MTB with a smooth flowing distance friendly vibe and the 24-hour bikepacking fixtures to match without the excess weight you’d expect. If you’re feeling aggro, it’s got the angles to tackle properly tech trails too, though the RC529 is the better bet if that’s your bread and butter. Despite all the fixtures and the futureproofing UDH it’s very good value for a European made steel frame too.

And that’s before you add the genuinely useful drop bar / rigid option. This is almost as fast as a pure gravel bike (it’s a little less aero and heavier too) on the road or non-tech surfaces, but has a far greater appetite for saving you from dumb stuff whether you’ve got into it deliberately or accidentally. To be totally honest, while they’re definitely Marmite, I’m a real fan of the way the RC429's radical looks separate it from the masses of off-roadie bikes out there, and provoke the stares and conversations to match.

Test conditions

• Surface: Everything from road to loam, roots, boulder drops and loose rock
• Trails:  Road, gravel, natural XC, moorland singletrack, black red and blue grade trails centre and off-piste play trails

Tech specs: Pace RC429 'T Pack' GX AXS T-Type

• Discipline: XC / Trail
• Price: $5,576 / £4,999
• Head angle: 67.5º
• Frame material: Reynolds 853 steel main tubes 
• Fork: RockShox Pike Ultimate, 130mm travel
• Size: S, M, M/L, L (tested), XL 
• Weight: 12.45kg (L actual)
• Wheel size: 29in
• Chainset: SRAM GX 165mm arms with DUB bottom bracket. 
• Rear mech: SRAM Eagle AXS GX, T-Type
• Shifter: SRAM Eagle AXS
• Cassette: SRAM Eagle XX SL CS-1275 12-speed 10-52T
• Brakes: Hope Tech E4 180/160mm rotors 
• Tires: Schwalbe Racing Ray and Racing Ralph 29x2.25in 
• Wheels: Zipp 1Zero HiTop
• Bars: Burgtec 30mm rise alloy 800mm width
• Stem: Hope Freeride 35 x 35mm
• Grips: Burgtec Bartender
• Seat post: BikeYoke Revive with reset Triggy lever
• Saddle: Burgtec Cloud Chromo

Tech specs: Pace RC429 'G Pack' GRX carbon fork

• Discipline: Gravel / adventure
• Price: $4.684 / £4,199
• Head angle: 67.5º
• Frame material: Reynolds 853 steel main tubes 
• Fork: Pace rigid carbon fork 
• Size: S, M, M/L, L (tested), XL 
• Weight: 11.56kg (L actual)
• Wheel size: 29in
• Chainset: Hope RX-EVO 170mm arms with Hope stainless bottom bracket. 
• Rear mech: Shimano GRX
• Shifter: Shimano GRX
• Cassette: Shimano GRX
• Brakes: Hope Tech E4 180/160mm rotors 
• Tires: Schwalbe Racing Ray and Racing Ralph 29x2.35in front and Specialized Renegade, Control 29x2.35in rear tires
• Wheels: DT Swiss XM421 rims on Hope Pro 5 hubs
• Bars: Pro Discover Flare 31.8 x 480mm
• Stem: PRO LT 60MM 
• Grips: Burgtec Bartender
• Seat post: DT Swiss D232
• Saddle: Burgtec Cloud Chromo

Full Speed Ahead, or FSA as they are usually referred to, has been making drop bars for many years now, and the Pro Wing Loop AGX aims to be one of the best gravel handlebars out there. With the gravel race scene growing year after year, it was inevitable that some of the road world's obsession with aerodynamics would start to play a part, but is a handlebar with a fixed alloy extender loop the right solution? 

Design and specifications

As one of the first brands to use the now almost standard compact or semi-compact bend on road bikes back in the early 2000s, it’s no surprise to see them use the shape here. These have an even shallower drop of 120mm over the more common 128 or 130mm. The drop refers to the measurement from the top section to the lower or dropped section and varies from brand to brand. A shallower drop means a less extreme transition from the lever hoods to the lower section, which is helpful on technical trails or fast descents when changing positions and ensures you have your hands off the bars for the shortest possible time.

As with most gravel bars, the drops are flared, bending outwards from the lever hood section. This gives you a wider position when in the drops, significantly increasing leverage and control and stopping your forearms from banging the top sections on rough sections. I would describe these as medium flare at 25 degrees and are available in 31.8mm diameter and three widths of 42, 44, or 46cm. The width is measured from the hoods section of the bar, unlike a traditional road bar that's measured from the center of the extended drop section. This gives a comparable measurement, making replacing your current bars easier. I had the 42cm version on test, and due to the flare, they actually measured 53cm at the bottom of the drops section.

All of that is pretty standard stuff. What really sets this set of bars apart is its U-shaped alloy section, which acts like a Tri or aero bar and offers an extra position for your hands. These are welded, so they offer no adjustment, but that does mean they won't slip, which can happen when using a bar designed for road use. The extended section starts horizontally but rises slightly two-thirds of the way down the bar to give a slightly raised position compared to the tops of the bar.

Cables are internally routed with a reasonably small entry and exit hole. However, as these are alloy and not carbon, there's no leftover plastic from the molding process inside, which made fitting cables a bit easier. At 382 grams in the 42cm version tested, it's not the lightest, but it isn't ridiculous when you compare it to a standard bar and additional tri-bar set-up. It's not particularly cheap either, but comparable in cost to additional clip-on tri bars, though not as flexible at $142.90 / £199 / €179.

Performance

Fitting was pretty straightforward. The Park Tool IR-1.3 made short work of feeding the hose and Di2 cables through on my Ribble Gravel Ti Pro setup. Positioning the lever hoods took me a little longer than usual, which had nothing to do with the bar's design; it was more me getting used to flared bars and angled levers after 25 years of having my levers in pretty much the same position on 42cm drop bars.

The tri-bar or extension on the AGX is the first thing you notice when fitting, and I must admit I was a little unsure at first. I've spent many an hour on a TT or Triathlon bike in the past, so I'm well used to the position, but they rely on a raised position relative to your normal bar and some form of armrest to support your forearm, none of which you get here. So those of you looking for a genuinely aero position will be better served to fit a short clip-on or ITU bar with padded armrests (ITU triathlon bars are shorter and work better in a traditional road or gravel seated position), but for most of us, I think these offer a very useable extra position.

Instead of considering these as aero bars, I thought of them more as central lever hood positions once I had gotten used to them. When you grip the extensions, your arms and body are in a very similar position to being on the lever hoods, but with your arms and hands more inboard towards the stem, which is a position I found really comfortable on longer smooth climbs and when cruising along the flat (whenever it was safe to do so of course). There will also be an aero benefit to that, but in all honesty, it would be too small to make a difference to most of us in all bar the most substantial headwinds.

The extra bar section also gives extra mounting possibilities when fitting a bar bag, though that, of course, depends on your bag. I used both a small Ciovita bag and a large AlpKit version that worked well, but something like the custom bag from Italian Moto brand Givi, which was on display at the recent Garda bike show, with its extra straps that mount to the extensions as well as the traditional bar mounting points, would be even better.

It's not super light, but it's reasonable, and it's less of an issue on a bar designed for bikepacking and not specifically for racing. For me, the energy-saving and comfort benefits of having more comfortable riding positions far outweigh a few grams over the course of a long ride. FSA makes no claims about flex or inbuilt comfort, and to me, it felt plenty stiff, even on the occasional sprint in the drops on fast group rides, there was no discernable flex. It's worth mentioning, too, that FSA makes the VAS stem, which uses an interchangeable elastomer insert to dampen vibrations should you want a bit more cushioning.

Verdict

The AGX Wing Pro offers a genuinely helpful extra position for long-distance riding, though it might not be the flat-back full aero position you would expect. If you're after a fully aero upgrade, then you would be better served with a standard tri-bar set-up, but those more concerned with comfort should definitely check out these innovative handlebars. Once I'd gotten used to having the extra position, I really missed it when I went back to bikes without them.

Tech specs: FSA Pro Wing AGX loop gravel handlebar review

• Price: $142.90 / £199 / €179 
• Weight: 382 grams
• Width: 420mm (tested), 440mm and 460mm
• Flare: 25 Degrees
• Sizes: 31.8mm only