Details

• 27.5″, mixed (tested) and 29″ available
• Boost (tested) and Super Boost spacing
• 6-bolt brake interface
• MS, XD (tested) and HG drivers available
• 28 hole front and rear
• 30mm rim width
• Straight pull double butted spokes
• Alloy nipples
• Front/rear specific rim profiles with 4mm offset
• 1895 grams claimed (29″) / 1850 grams (our scale, mixed setup with tubeless valves and tape)
• Lifetime warranty
• $799 USD

Starting with the rims, the new Turbines see a 4mm offset front and rear for a greatly improved bracing angle and more even tension between the drive and non-drive side. Both of these design choices improve the overall integrity of the wheel as a complete unit.

A new aspect of the rim’s profile is its wider rim wall. By making this part of the rim effectively more blunt, it essentially reduces the chances of having it cut through your tire and thus is less likely to pinch flat. It’s also thicker and therefore should be better at warding off dents and flat spots.

Another interesting design aspect to the new rims is that their front and rear specific design is aimed at improving ride quality. While both rims are 30mm wide, the front rim is 18mm deep and the rear is 20mm deep. The shallower front profile should assist in providing a more comfortable and compliant ride, whereas that is less of a concern out back and instead the greater concern is strength and rigidty, which are increased at the rear wheel due to the taller profile.

Central to the Turbine wheelset are Race Face’s burly Vault hubs, which have garnered a solid reputation over the years. An interesting design aspect to them – in addition to their massive size – is the fact that the main bearings are spaced very widely apart, thus improving their longevity and reducing the chance of rear axle failure. Compared to the popular DT Swiss 240 hub, the Vault’s main bearings have a stance that is roughly 10mm wider.

The Vault hubs are completely designed around straight pull spokes. 28 of them front and rear to be exact.

While the drive side flange is quite large on the rear hub, the opposite is true for the front hub, as shown above. It’s worth pointing out that both the front and rear hubs are tool free, so the end caps and driver bodies can all be removed by hand for a quick service.

With the driver body removed, you can see the 6 pawls revealed. Each pawl has two teeth for increased bite/contact and the layout is such that there are two opposing groups of three pawls with only one set engaged at a time. Also note the large labyrinth seal which is easily removable for service and access to the springs.

The steel drive ring has 60 teeth for blazing fast 3º engagement. Also note that the Vaults feature oversized 6902 Enduro bearings throughout.

On the trail

The Turbines arrive taped with valves installed and I found that installing tires and inflating them with a floor pump was a breeze. Right away I noticed and appreciated the speedy engagement. The hub bearings were smooth and the size of the hub shells are something to behold. Given that these wheels feature aluminum rims, they offered a very nice on-trail feel with a great balance of stiffness and compliance – especially given their low-ish 28 hole spoke count. While some aluminum wheelsets can feel a bit “dead” on trail compared to carbon fiber options, this was not the case. Rather, the ride quality was such that the Turbines are precisely the kind of wheelset that has me increasingly skeptical about the case for carbon wheelsets in general – particularly from a value perspective.

While it is a bit premature for a full long term review, I have had a handful of rides in reasonably rugged terrain and I’ve cased a handful of jumps without the Turbines flinching one bit. I’ve also run the tires well below my standard pressure and haven’t managed to flat my tires on them.  How well does the wider rim wall prevent flats? Much like the claim regarding the shallower front rim profile exhibiting a more gentle ride quality, it’s difficult to gauge on how well certain design aspects work in the real world, particularly when the differences measure within a few millimeters. In theory however, both of those things do make sense and the wheels exhibit an excellent ride quality. If I had to nit pick and look for any sort of shortcoming, I’d likely point to the straight pull spokes. Surely they may have helped Race Face achieve their goals for the Vault hubs from a design standpoint and they do have their merits and demerits. However, I personally find them annoying to deal with in a truing stand. All told however, 1,850 grams is quite light for an aluminum wheelset with such burly hubs, so that’s another positive.

Overall

As mentioned prior, it will take more time on the trails to make a broader assessment of the Turbines, but so far so good. Regarding where they stand from a value perspective, I think they are a great deal. $799 USD for a well thought out premium aluminum wheelset rolling on high end hubs boasting a realistic lifetime warranty is an absolute bargain. That they offer a ride quality that will likely have you second guessing the utility of carbon fiber wheels just makes them that much more convincing.

www.raceface.com

The post [First Ride] Race Face Turbine Wheelset appeared first on MTB-MAG.COM.

A good chunk of my time was spent on the bike as pictured above, which is with the 170mm travel bump and a coil rear shock. Prior to the above layout, I logged quite a few miles with the bike in its stock form with 160mm front and rear travel mated to a Fox DHX2 air rear shock. Needless to say the bike offers more options than a simple high/low flip chip might indicate on first glance…

Details Transition Patrol Carbon

• Mixed wheels – 29″ front / 27.5″ rear
• Carbon Fiber construction
• S – XL sizing (Large tested)
• 160mm front / rear travel – 170mm front / rear compatible
• Threaded bottom bracket
• Universal Derailleur Hanger
• Boost hub spacing
• $3,699 USD (frame only)
• Lifetime Warranty

The keen eyed amongst us might have noticed that the Patrol’s headtube doesn’t look quite like those on other Transition bikes. This is because it can accept a dual crown fork, adding to its freeride credentials. Before the TR11 came out, Nico Vink had been spotted on an aluminum Patrol with a dual crown Ohlins fork fairly regularly.

As standard on most Transition models, there is a flip chip in the lower shock eyelet that allows for .5º adjustment of head and seat tube angles, plus a 7mm difference in bottom bracket height.

The rear tire clearance is plentiful, with room for up to 2.6″ rubber.

While it can be a contentious topic, Transition remains firmly committed to keeping their rear brake line externally routed while the rear derailleur and dropper seatpost cables are tucked inside the frame. Personally, I like this approach as you don’t even see the hose from the drive side, so it still looks nice aesthetically. The most obvious benefit however is that this approach is a dream come true for mechanics and privateer racers as it simplifies maintenance.

Another nod to easy maintenance is a threaded bottom bracket, which is standard on every Transition.

The Patrol’s molded chainstay rubber did a fine job of keeping things quiet while also protecting the frame nicely.

As far as suspension is concerned, the Patrol has a rate of 24% progression. The curve is fairly linear throughout with a subtle ramp at the end and no gimmicks. That makes it well suited to either air or coil rear shocks. Props to Transition for keeping the average leverage rate fairly low as well.

The main downtube protection is a full rubber wrap that extends from the lower third down to the bottom bracket. Should you be inclined, you can snag a shuttle guard here.

Transition won’t let you stray too far from the pertinent information during the tuning process.

While Transition doesn’t offer internal downtube storage, the on-frame solution is still warmly welcomed. With a bolt on Wolftooth strap, I was able to easily fit a spare tube, tire boot, CO2 and head, plus a tire lever and a multi tool. The frame also clears a full size bottle cage with room to spare.

Lastly, the Patrol features SRAM’s Universal Derailleur Hanger, so not only is it easy to find spares, but it is future proofed and ready for SRAM’s new Eagle Transmission drivetrains.

Geometry Transition Patrol Carbon

With a slightly limited four size spread available, Transition did still manage to sneak in two different chainstay lengths that have 6mm separating the Small and Medium models from the Large and XL frames. I found that the 480mm reach (high setting) on my size Large was spot on for me at 6 feet tall, as it should be. Numbers like a 63.5º head angle and 78.1º effective seat angle indicate that this bike means business on the descents, but at the same time is very well capable of getting back up the hill.

On the trail

The Patrol model that’s closest in spec to what I tested is the GX model, which retails for $6,699 USD, but features Race Face wheels and TRP brakes as well as a a Fox Float X rear shock. Most everything else I rode was the same as stock, and if I’m honest I would actually prefer the TRP brakes over the Codes anyway. As I mentioned prior, the Large was a perfect fit and in fact, I wouldn’t change a single aspect of the Patrol’s geometry. As far as the layout is concerned, personally I am thoroughly sold on a mixed wheel setup as I think it just works well for my riding style. That said, I realize that it’s not for everyone…the Patrol could certainly hold its own between the tape at the occasional enduro race – especially with a 170mm travel bump – but there will be plenty of people who would understandably hold out for a straight 29″ setup if they spend quite a bit of time racing – especially on blind terrain. For that, the Spire would be the hot ticket…

Beginning with climbing, from a body position standpoint the Patrol is very upright and therefore was both comfortable and efficient on the more difficult uphill sections. This is largely due to its steeper 78.1º seat tube angle (high position). One thing of note is that while the bike’s effective seat tube angle is quite steep, so is its actual seat tube angle. Therefore longer legged riders won’t get put too far back toward the rear axle if they run a high saddle position. As a long legged rider I especially appreciated this. From a kinematic standpoint I found the Patrol Carbon also climbed very nicely as well, given how much travel it has. The rear suspension is very settled and composed without exhibiting much bobbing. In the stock 160mm setting with an air shock the bike was a bit more sprightly and efficient on the climbs, less so with the 170mm/coil option, but still impressive. On most long climbs I would lock out the rear suspension, but all in all the Patrol is efficient at getting you back up the hill.

Once pointed downhill, the Patrol is – in a single word – fun. It’s hard for me to put a finger on but every Transition I have tested has one thing in common: a great deal of pop. I’m not sure if it’s the carbon layup, the kinematics or some combination of the two but the Patrol – like the Sentinel, the Spur and the Spire – is freakishly boosty and loves to get in the air. I find that on jumps which I would typically have to yank to clear, just a little blip gets me well past the landing. This aspect being encoded into the bike’s DNA, as well as excellent geometry, low weight and a mullet format add up to deliver a bike that is simply a blast to ride.

As far as performance is concerned in the rough, the Patrol has a fair bit of anti-squat – which is partly responsible for its poppy nature – so it’s not really a gushy feeling plow machine. I do think the suspension is thought out well enough so that it has the magic combination that we’re all after: light and sensitive off the top, supportive yet compliant in the mid stroke and with a nice resistance to harsh bottom outs at the end stroke. Having ridden both air and coil shocks on the Patrol, I can say that unsurprisingly a coil will give you just a touch more traction and better performance in the successive mid sized hits compared to air, thus offsetting a great deal of the increased harshness/decreased rollover you’ll feel from the smaller 27.5″ rear wheel compared to a full 29″ bike. On that note I really do think the mullet layout is a defining characteristic of this bike. For the rider who enjoys loamers, steep terrain, late braking into catch berms and highly dynamic trails you’ll be in heaven as the back end of the bike is highly maneuverable and loves to get wild, while the front end of the bike is beyond capable in its ability to mow down tough terrain and navigate the steeps.

Overall

So where does the Patrol stand in the grand scheme of things? Well, if you haven’t picked up on it, I am extremely fond of this bike. It’s worth reiterating that for a frame that only has a singular flip chip it actually offers nearly endless possibilities for how you could set it up, from a sprightly all rounder to a dual crown freeride rig with air or coil shocks, travel bumps and adjustable headsets all being options at your disposal. With that in mind, the stock setup at 160mm travel front and rear places it nicely between the Sentinel and the Spire as a playfully utilitarian rig that will leave a smile on your face for the overwhelming majority of aggressive mountain bike riding out there.

When it comes to gauging value, I think that Transition offers excellent bang for the buck across the entirety of their lineup. The specific model that most closely resembles the frame I tested is an excellent bargain. In fact, if I was a standard paying consumer looking for a one-and done-bike I would choose that over everything else that’s on the market at present, and I wouldn’t even think twice about it. With that said, I think the stronger value lies in the complete bike as $3,699 is a little pricey for a frame. However, in this day and age with other boutique brands like Yeti charging $5,000 for a frame I can’t be too harsh about that price point. There is also the fact that Transition doesn’t exactly leave anyone hanging as they do offer this – and most models for that matter – in a more affordable aluminum option. Lastly, beyond the fact that a lifetime warranty is on offer, the support from Transition is simply fantastic. On this page you can find and purchase any small part you might need for the Patrol Carbon. All in all, the Patrol Carbon is one of the best all around mountain bikes on the market at the moment. Two thumbs way up!

www.transitionbikes.com

The post [Tested] Transition Patrol Carbon appeared first on MTB-MAG.COM.

Like most of my dream bikes, this Nomad is black, but if you look closely you’ll notice that I slapped a gloss RideWrap kit on the matte frame for a finish conversion. Anyhow, read on for details on the full build…

Details

• 170mm travel front and rear via VPP suspension
• Internal sleeved cable/hose routing
• Universal derailleur hanger
• Adjustable geometry via flip chip in lower shock link
• 29″ front / 27.5 rear wheel
• Glovebox internal storage
• 33 pounds without pedals

Starting up front, I opted for the recently updated RockShox ZEB Ultimate RC2 with 170mm of travel. On the surface the 2023 ZEB doesn’t look wildly different, but with an all new Charger 3 damper, bleed valves, an updated air spring and Buttercups, the sum of its parts make it a much improved fork.

One of the high points of the new Nomad is its internal storage via Glovebox. I’d be lying if I said that downtube storage isn’t a factor when it comes to choosing my bikes these days.

The Nomad has very ideal rear suspension kinematics – to me any way – with an ability to run coil or air rear shocks equally well. I went with the new RockShox Super Deluxe Ultimate, in part due to its externally adjustable hydraulic bottom out – a feature that I place high value on. That was paired to a 500# EXT spring to save quite a bit of weight (~200 grams). Lastly, I opted to swap out the stock lower shock hardware for a needle bearing setup from Real World Cycling. This is due to the high degree of rotation at the lower shock eyelet that’s inherent to the VPP suspension layout.

Up front, I decided to mix things up and instead of my usual OneUp bar and Industry Nine stem combo, I’m trying a couple of new bits from Chromag. Specifically a 38mm length Riza stem and Cutlass Fubar in a 35mm rise. I went with 31.8mm diameter to get a bit of extra compliance. So far, so good…

A nice tidy front end with just two brake hoses.

Magura was kind enough to provide a set of the latest MT7 brakes. On a past build I cobbled these together by ordering the Loic Bruni levers separately, but now Magura offers them as complete setup. Their power, modulation and lever feel is extraordinary. 203mm Storm rotors front and rear.

RockShox AXS seatpost remains my all time favorite. Pricey, yes, but no cables works wonders on the maintenance and aesthetic fronts.

I managed to get my hands on the slightly lighter CC version of the frame to keep the weight down a bit.

For the cockpit I opted for a SRAM Eagle AXS XO1 drivetrain with a 10-50T cassette and a 30T chainring. By forgoing a 52T, I am hoping to keep the chain length slightly shorter and thus quieter…We’ll see how it shakes out.

My original Cane Creek eeWings just keep on ticking, I have had these cranks on a half dozen or more bikes at this point. They’re simply incredible in terms of weight and stiffness…very much worth the investment in the long run.

For the Nomad’s wheelset I custom laced a set of crankbrothers Synthesis E11 carbon rims to a set of DT Swiss 240 hubs, I upgraded the star ratchet from 36T to 54T and added in Santa Cruz Reserve valves. Over the years I’ve tested many carbon fiber rims and to this day, the crankbrothers strike the best balance of stiffness to forgiveness, while still boasting excellent strength.

To save a bit of weight while still remaining comfortable, I went with WTB’s Silverado Carbon saddle. The contour and padding are great and I love the shape of the nose. At just 181 grams it’s featherweight for its size and level of comfort.

When I tested the new Hightower recently, I fell in love with Santa Cruz’s in house grips. They take a few rides to break in, but are super comfortable and extremely grippy in wet weather. They’re also on the thick, but not too thick side of things.

As far as rubber is concerned, I went with a pair of Michelin’s Wild Enduro Racing Line tires. These have a thicker casing than the standard white label offering from the French brand and feature the super tacky Magi-X compound both front and rear. A special thank you to Michelin for sending me a 27.5″ rear tire despite the fact that it isn’t available to the public yet…

Thomson seat clamp – after all, it’s a dream bike!

Last, but certainly not least, the tried and true Time Speciale 12 pedals. For me, nothing is better. Consistent feel, great support and incredible performance in bad conditions. Plus, if they’re like most Time pedals, they’ll last forever.

Thank you to everyone who helped play a part in getting this bike together. After my first couple of rides I can say it’s my favorite build to date!

The post [Dream Bike] Santa Cruz Nomad Version 6 appeared first on MTB-MAG.COM.

Video: Mindspark

Photos: Margus Riga

The post [Video] Caleb Holonko Owning the North Shore appeared first on MTB-MAG.COM.

iRiX is a composite of “Iris” the Greek goddess and personification of the rainbow, and the Roman numeral IX. We feel this name embodies the core DNA of Industry Nine. iRiX accompanies our A35 and A318 stems bringing riders top of the line, fully customizable cockpit upgrades. iRiX bearing cups, top covers and
top caps are machined, anodized and laser-etched using US-sourced 7075 aluminum in Asheville, NC USA. Available in every common modern size and 11 lustrous colors, there is an iRiX to complement any build.

Details

• 11 Colors available
• Matching 2.5, 5, 10, and 20mm headset spacers available
• EC, ZS, IS and Mix & match options
• Price – Single color: $160-$190 / Combo: $175-$205
• 440C Stainless steel bearings
• Lifetime warranty

Ease of service and promoting bearing life are the core design benchmarks we sought to accomplish when bringing iRiX to life.

Features such as split crown races and top cover compression rings allow for an easy tool free installation and removal. Two available top cover heights allow the rider to hone their perfect fit or aesthetic. The top covers also boast an integrated adjustable shim stacking function to dial in the ideal headtube clearance on IS applications. To keep the grit and grime at bay, the crown race and top cover employ removable and replaceable silicone lip seals to keep the sealed bearings contaminant-free. iRiX uses industry- leading 440c Stainless Steel bearings with a lifetime warranty to keep your turns as smooth as on day one.

To be expected with Industry Nine components, custom color selection allows the rider to individually pick the color of the lower cup, upper cup, top cover and top cap on EC and ZS models, and top cover and top cap on IS options.

Industry Nine is releasing our all-new iRiX headset on March 1st with the first in-person public showing at the Sedona Fat Tire Festival on March 3rd – 6th.

www.industrynine.com

The post Industry Nine’s New IRIX Headset appeared first on MTB-MAG.COM.

[Press Release] – While similar in appearance with its distinctive fully CNC machined design, the new 3rd generation ELEVENSIX (S-Series) packs significant performance updates.

New Damping Architecture

• Improved Low-Speed damping characteristic to provide increased traction at low speeds
• Mid Speed damping characteristics revised to provide a more lively (poppy) feel
• Increased end-stroke Hydraulic Bottoming Piston progressiveness providing an even more bottomless feelIncreased response time over high-frequency bumps resulting in less harshness
• Improved High-Speed Compression in Mid-Stroke to eliminate “dead, or overdamped feel”
• Improved external adjustment range for easier trail tuning

Backwards Compatibility

Also available to previous “R-Series” customers is our new Performance Pack Upgrade ($160 USD). This upgrade is available to all R-Series shock customers when sending in their shock to any of our global service centers for a Factory Rebuild ($190 USD). This kit excludes external cosmetic components but will install all the performance updates and tunes found in the newer S-Series.

60 Day Performance Guarantee

Each ELEVENSIX comes with a Factory Settings Card and online tuning guide specific to each bike. We also have a team of experts available M-F, 9-5pm Mountain Time via phone, email, and live-person online chat to help you optimize your setup. While it is rare, sometimes those efforts are exhausted and a retune is necessary. In the first 60 days, retunes are free of charge with the customer only paying for shipping.

Dedicated e-mtb version

Pedal assist mountain bikes put more demand on suspension components. Our E-MTB specific ELEVENSIX model shocks feature a Melonite QPQ high strength steel shaft, along with compression and rebound damping characteristics specifically tailored to E-MTBs. These specific tunes provide unmatched small bump sensitivity and traction while supporting the extra mass of the frame with a bottomless feel on the trail.

The easiest way to upgrade your suspension without knowing anything about suspension

It’s one thing to build a high performing, adjustable rear shock. It’s another to do so in a way that allows the customer to simply bolt and go. With ELEVENSIX, each shock is built to the specific bike application taking into consideration frame design, linkage characteristic, and intended use. PUSH engineers spend countless hours riding each individual bike using advanced diagnostic tools, analyzing and sweating the details that will ultimately make up the final recipe. This focus on research allows us to deliver a shock with the necessary spring, mounting hardware, and preset ride settings.

Size specific bottoming system

All S-Series shocks feature a completely redesigned bottoming system that is optimized to the shock’s stroke, eliminating compromises found in mid and short travel shocks. This system features new bottoming bumper designs to increase spring progressivity and works in conjunction with our speed sensitive internal Hydraulic Bottoming Piston providing seamless bottoming performance. Both systems are also independent from each other, as well as from the main damping circuits allowing for completely independent tuning.

Created in Colorado

It’s not enough to say, “Hand Assembled”. Great pride is taken in the meticulous detail that comes in designing, manufacturing, and yes, “hand assembling” of a product. We are Creators, Tinkerers, Pioneers. Each day we strive to come up with fresh ideas, engineering them from advanced 3D computer models, then building prototypes, testing them and breaking them. We build each component over and over again; riding, evaluating, discussing and modifying until we’re satisfied. We generate (and recycle!) piles of aluminum shavings, ultimately turning those prototypes into really, really good suspension components. When we say, “Made Here,” we mean it. From the initial concept to applying the label on your shipping box, we pride ourselves on start to finish, high-quality suspension products. Are there easier ways? Sure. Is easy the PUSH way? Absolutely not.
Each PUSH component is precision manufactured under our roof here in Colorado by passionate people using state-of-the-art CNC manufacturing equipment and measuring systems. Our products are then assembled by skilled technicians, quality checked by meticulous eyes and hands and delivered to you, backed by the best customer service in the business.

Elevensix shock details

• Dual Overhead Valve Design featuring independent ride performance and on-the-fly toggle lever
• 24 Clicks of external Low-Speed Compression damping
• 28 Clicks of external High-Speed Compression damping
• 16 Clicks of external Low-Speed Rebound Damping
• Independent Speed Sensitive Hydraulic Bottom Out Control
• Progressive Stroke Specific Bottoming Bumpers
• Available in Standard Eyelet and Trunnion Mount
• 60 Day Performance Guarantee
• MSRP $1,600 USD

Elevensix e-mtb shock details

• Dual Overhead Valve Design featuring independent ride performance and on-the-fly toggle lever
• 24 Clicks of external Low-Speed Compression damping
• 28 Clicks of external High-Speed Compression damping
• 16 Clicks of external Low-Speed Rebound Damping
• Independent Speed Sensitive Hydraulic Bottom Out Control
• Progressive Stroke Specific Bottoming Bumpers
• Available in Standard Eyelet and Trunnion Mount
• E-Specific Damping Piston Assembly
• High-Strength Melonite QPQ coated Steel Shaft
• 60 Day Performance Guarantee
• MSRP $1,600 USD

www.pushindustries.com

The post Push Introduces the New Elevensix S Series appeared first on MTB-MAG.COM.

The front triangle was already identical for all models, it being understood that for the Tarvo it is only possible to opt for the more robust superduty layup version and not for the featherweight layup. In any case, the superduty layup frame stops the scales at just 2.1kg, more than interesting even compared to the 1.8kg of the featherweight version.

Using the same front triangle and the same rear end, differentiated only according to size, what distinguishes the various models in the Last range? Simply the rocker link and shock length/travel. In this way, anyone with a Last frame from the carbon line can change the model if they wish by simply replacing the connecting rod with the specific one for the desired model, as well as a few other bike components. Last therefore defines its frames as “variable platforms”.

Last indicates that the Tarvo as the lightest enduro frame in circulation. I don’t know if it’s exactly the lightest, but it’s certainly one of the lightest ever. For its lightest trim level, Last claims a weight of just 12.4kg, but there is a good margin for even lighter trim levels.

The suspension system therefore remains the Flex Pivot that I tested on the Asco. The rear travel is 160mm and can be combined with 170 or 180mm travel forks. There’s also an MX option, with a 27.5″ rear wheel, offering 170mm of travel.

The Tarvo, as well as all the Last frames in the superduty version, offers a storage compartment in the down tube. The closure is magnetic, solid enough to support the weight of the full bottle even on the roughest trails. Inside there are bags that help stow small items. The details are completed by the titanium screws, the carbon protection for the down tube and the rubber protection on the drive-side chainstays, the removable ISCG support and the UDH dropout.

All frames are handcrafted in Germany, come with a 6-year warranty, and pass the parameters for the ASTM 5 gravity category. The base price of a frame with a raw finish (visible carbon, unpainted), without shock absorber, is 4,399 euros and a maximum of 100 pieces are available per year.

Last Bikes

The post Last Bikes Updates the Tarvo and Cinto appeared first on MTB-MAG.COM.

The idea behind the flange design is that it will make for much speedier lacing with the spoke ends being shaped in a loop and hooking through the open sections in the flange, rather than threading through closed holes, which is slower and more tedious.

Details

• Boost spacing
• Centerlock rotor interface
• 28 hole front and rear
• 36T ratchet mechanism
• XD, Microspline and HG drivers available
• Front hub weight: 156 grams
• Rear hub weight: 306 grams to 316 grams
• $495 USD

www.berdspokes.com

The post Berd’s New Proprietary Talon Hubs appeared first on MTB-MAG.COM.

The sponsors of the Primal Unno Project team:

• Alpinestars
• Enve
• TRP
• Schwalbe
• Physics
• Fox
• Crankbrothers
• Tannus
• Oh
• Ridewrap

The post Unno’s Factory DH World Cup Team appeared first on MTB-MAG.COM.

Details

• 29″ and Mullet configurations
• 30mm inner diameter rim
• 2.3/2.0 spokes
• XD, HG and MicroSpline drivers available
• 42 points of contact (8.5º engagement)
• Heat treated steel freehub body
• 6-bolt rotor interface
• Pricing: Front – $329.95 / Rear – $439.95 / Set – $769.90 USD
• 2701 grams – our scale, 29″ front and rear with tape and valves

At the heart of WTB’s HTZ i30 wheelset are a pair of rather burly hubs with 42 points of engagement for a bite point every 8.5º. Interestingly, the freehub body is made from heat treated steel, with an obvious nod to extra strength and durability.

The rims are 30mm inner diameter – a seemingly broadly agreed upon width these days for modern e-bikes and MTBs. The wheels roll on 32 spokes front and rear which are butted 2.3 / 2.0mm, which is again a nod toward extra strength and durability.

One interesting feature of the hubs are their cooling fins between the main hub flange and the 6-bolt brake mount. These have a goal of helping brake rotors dissipate heat through the hub body.

Another standout aspect of this wheelset is just how dramatically offset the rim profile is, as illustrated in the photo below. This extra offset helps provide the built wheel with a much more even bracing angles from side to side, thus resulting in a stronger wheel.

On the trail

After a smooth install and a super easy tire seating via floor pump, it was off to the trails. I’d be lying if I said I didn’t feel the added weight on trail. Tipping the scales at ~2,700 grams the HTZ i30s added roughly 1.75 pounds of rolling weight, which is something I noticed in a few ways – namely rolling weight, maneuverability – but did get used to fairly quickly. Essentially this felt roughly like the difference between tires with a trail rated casing and an Enduro/DH casing. On a positive note, the added material, strength and rigidity did add to the stability that e-bikes are already notorious for and increased my bike’s surefooted feel. I certainly had no hesitation about or issues with plowing straight into bad lines with reckless abandon, which was quite nice.

With the above in mind, the HTZ i30 wheelset didn’t strike me as having an on-trail feel that stood out in any particular manner. Rather, they just felt sturdy, unfazed and faded to the back of my mind while riding, which is a good thing. If there was to be a single standout attribute it’s that they truly are e-bike specific and thus feel like they’re built with materials and toughness that is in line with and appropriate for bikes that weigh 50+ pounds, unlike standard MTB wheels, which can sometimes feel a bit flimsy and mismatched on heavier chassis. In a market where we’re seeing “e-bike specific” products that border on the ridiculous – such as chain lube – I found this wheelset to be very much a logical offering and on-trail they encouraged an additional level of confidence.

As far as some technical attributes and durability are concerned, thus far the HTZ i30s are hanging tough despite the abusive treatment that’s been thrown their way – they still have no dents and remain dead true. The bearings are all still smooth despite many months of heavy riding in bad conditions and subsequent washings. Lastly, as far as the engagement is concerned, 42 points feels plenty fast on trail – especially given that it’s paired to an e-bike motor, which makes engagement speed less of a factor in general…

Overall

All told, I’ve been really impressed with WTB’s HTZ i30 wheelset. Personally, if I were in the market for a really tough pair of wheels for an e-bike, I wouldn’t have thought of the idea of taking a from the ground up approach to a complete e-bike wheelset, but it’s actually quite brilliant and economical. Rather, I likely would have sought out some downhill rated rims, brass nipples and straight gauge spokes and just built a custom wheelset with durable hubs. That leads me to my last topic, which is value…Taking that approach would have likely cost around $1,000 USD, whereas the HTZ i30s come in at ~$770, thus making them pretty tough to beat. At the end of the day, the HTZ i30s are a bit portly, to be sure, but they’re in it for the long haul and after all, you’re likely on an e-bike so it’s offset by a good bit of power. The combination of extra strength, smart design and high value is a great proposition, so if you’re in the market for some wheels that can take a beating they are certainly worth a look.

www.wtb.com

The post [Tested] WTB HTZ i30 Wheelset appeared first on MTB-MAG.COM.

Given the location, crew, and soundtrack of their choice, Vali Höll and Cécile Ravanel don’t hold back. Sintra, Portugal sets the stage, and Odesza creates the vibe. When you pair the reigning DH World Champion with her coach, a former EWS Champion and XCO Junior World Champion, there’s no better duo to turn the volume up during the off-season.

The post [Video] Vali Höll and Cécile Ravanel in Sintra, Portogallo appeared first on MTB-MAG.COM.

With this move, GT Bicycles is once again a stand-alone business, marking another pivotal movement in alignment with the brand’s new direction.

On Wednesday, February 8, 2023, the GT staff invited California-based current and past team riders, former employees and industry icons to their new HQ in Aliso Viejo. Among the VIPs in attendance, a few characters stood out in the crowd, with founding father Gary Turner, as well as Chris Long, son of the late GT co-founder Richard Long, were some of the first to arrive, with their families in tow. Those that followed were honored to have the chance to say hello to the brand’s founding families, meet new team members, new sales force, and beyond excited to see GT back in the Golden State.

“We have been making every effort to return GT to the spirit in which it was founded. So in addition to the Leadership and Sales teams that have been assembled, we are stoked to be returning the brand to its original home where we were lucky enough to be greeted by the OG’s of the brand and their families. Going forward, GT’s focus will be on products and business decisions that honor the authentic nature of the cultures that we are part of. Many more good things to come but most importantly GT is starting to feel like GT again!”– Jason Schiers, Managing Director – GT Bicycles.

The post GT Celebrates a Homecoming and Returns to SoCal appeared first on MTB-MAG.COM.

Nicolai

The post Nicolai Saturn 11 SL – 22 Pound Limited Edition appeared first on MTB-MAG.COM.

[Press release] – FastAir is an innovative valve system that significantly improves the speed and ease of inflating tires. Its unique design features 3x more airflow than conventional Presta valves, making it much easier to position tubeless tires and maintain optimal air pressure.

Installation is simple – just replace your existing Presta valves with FastAir. The cap design also allows for quick and easy air release, allowing for precise pressure adjustments without the need to completely remove the cap.

FastAir is compatible with both tire inserts and CO2 inflators, making it a versatile choice for different tire inflation needs. Its high precision CNC machined alloy construction for the outer tube and stainless steel for the inner tube ensures strength and durability. Additionally, FastAir is fully rebuildable for ease of maintenance.

Funn FastAir features

• 3x more airflow than traditional Presta valves
• Easy to install, like installing a traditional Presta valve
• The unique cap design allows you to release the air quickly and easily without removing the cap
• Compatible with tire inserts and CO2 inflators
• Made of high precision CNC machined alloy for the outer tube and stainless steel for the inner tube
• Fully rebuildable for easy maintenance
• Weight: 6.5g/pc
• Price: US$35

Funn

The post Funn’s New FastAir Tubeless Valves appeared first on MTB-MAG.COM.

Wässat takes all the technology and experience obtained in the World Cup from its big brother Pröpus, using the same materials, same geometry and with top quality finishes, but now in a handlebar without an integrated stem, and yes, like all our products, handmade by us in Barcelona.

Details

• 0ºrise
• 5º upsweep
• 7º backsweep
• 740mm width
• 31.8mm diameter
• 99 grams

With a weight of only 99 g in a 740 mm width and XC layup version, we have achieved the lightest handlebar in the world with unmatched finishes and with the performance of the GMN specific section technology, that’s why the BH COLOMA TEAM will use this handlebar in all the SUB-23 team bikes during 2023 competing all over the world with it.

www.ridegemini.com

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