If you’re serious about ride fueling and/or nutrition, HydraPak has created a new Fuel Kit to keep your essential supplies organized and ready. Sure, you can just throw a bunch of chews or snacks into a random bag and haul your drink mixes in Ziploc bags, but HydraPak wanted to offer a more refined system for keeping these items together and well organized.

The Fuel Kit isn’t just a carrying case; It also includes handy tools for mixing drink powders, and two reusable Fuel Packs for carrying various types of nutrition as you ride. The kit is useful for everyday riders, but could be a great asset for teams or family members supporting athletes as they race.  

HydraPak Fuel Kit

The Fuel Kit is a durable zippered case designed to carry all the necessary supplies for organizing and preparing your ride fuels, nutrition and/or snacks. The kit includes a Fuel Scoop and a Fuel Funnel to help you mix drink powders easily, and a catch tray to grab any spillage so you can save every grain for the next ride.

The Fuel Funnel is collapsible for easy storage, and it hooks onto drink mix bags to make pouring easier.

Also included are two large FuelPacks. These are reusable roll-top pouches, designed to carry powders, chews, gummies, trail mix or pretty much anything else. Since the versatile FuelPaks work with all types of ride fuels, the Fuel Kit could be an ideal accessory for anyone preparing for a spirited afternoon ride, a marathon training effort, or a day of racing.

In addition to carrying the above accessories, the case leaves extra space for hauling bulk nutritional products and other essential race day items. If you happen to do any running as well as cycling, this kit is equally suitable for that too.

HydraPak will also offer 150ml and 250ml Fuel Flasks separately. Designed for nutrition products, these potential add-ons feature interchangeable caps that accommodate different fuel viscosities.

Hydrapak’s new Fuel Kit will be available in July. Keep an eye on their website for complete details and pricing.

hydrapak.com

The post HydraPak’s New Fuel Kit Organizes Your Ride Nutrition appeared first on Bikerumor.

As soon as I moved to the Whistler area, I quickly became aware of Chromag bikes. However, they only offered hardtails until recent years. Today Chromag has several full suspension MTBs, and the Throwdown is their first enduro/freeride model. With 170mm front and rear travel, it’s the biggest bike Chromag has made yet. I was curious to see how well it would ride, and came away very impressed with how they’ve tuned its linkage.

With enduro or park build options, the Throwdown is made for tacking rowdy, rough terrain. It features an aluminum frame, and rolls on MX wheels only. While weight is definitely a factor, the Throwdown’s linkage keeps the bike climbing surprisingly well. The real fun begins when you point it downhill though, as the rear end did a great job dealing with all types of impacts big or small.

Chromag Throwdown – Key Specs and Frame Features

For complete details on the new Throwdown lineup, check out my recent launch article. Here’s a quick look at the bike’s key specs:

Throwdown frames are constructed from 6066 aluminum, and they run MX wheels only. The bike provides 170mm’s of rear travel, via a rocker-driven Horst Link linkage. Up front you’ll find 170mm forks on the enduro (Eagle 90) build, while the park build comes with a 190mm dual-crown fork. The Throwdown keeps things simple with fixed geometry and suspension kinematics.

One thing I noticed right away is how short the Throwdown’s seat tube is. Even with 180mm travel, the dropper post on my demo bike sticks out of frame more than any bike I’ve tested. The mast was kept very short to ensure riders (especially park riders) can slam their seats nice and low. Chromag says even with the Throwdown park build’s static seat post, there should be no issues with seat/wheel contact.

For easy maintenance the Throwdown features external cable routing. This bike does not offer in-frame storage, but it does include a SRAM UDH derailleur hanger. Chromag gave the Throwdown one water bottle mount and an accessory mount.

The complete Throwdown (with pedals) is the heaviest enduro bike I have yet tested on trails, hitting the scale at 38.32 lbs. Considering this bike is intended for bike park riding or enduro I’m not surprised by the weight. It’s only a smidge heavier than the current Devinci Spartan I tested earlier this year, which also topped 38 lbs.

Ride Impressions: Suspension Setup

Typically with test bikes I start by checking the suspension manufacturer’s recommended settings online. Most often this info leaves me at a good starting point, but I’ll also make a few adjustments that I’ve found work for me. When I went to set up the Throwdown’s suspension, I wasn’t able to get much info from SRAM’s website. At first, I couldn’t find any info on the fork at all, but I later found it higher up the fork leg than at the bottom where I’ve found them previously. I set up the bike and hit the trails, but it was obvious some tweaks were needed as the suspension wasn’t performing well.

Thankfully, a friend who happens to service MTB suspension came to town! He confirmed my hunches that I needed the rear end rebounding a fair bit faster than recommended, and that I had too much air in the fork. With a few adjustments, the Throwdown was immediately offering not only proper, but impressive suspension performance. Given my short time with the Throwdown I’m stoked my friend helped speed up the process of getting the bike dialed in. Thanks Brad!

Climbing

Given that this big bike is intended for enduro or bike park riding, I suspected the linkage may have been tuned on the softer side, favoring sheer bump-eating capabilities over efficient pedalling. I’m happy to say Chromag proved me wrong, and this bike’s linkage actually climbs quite well!

On any non-assisted bike, I generally use the rear shock’s Firm mode for climbing. The Throwdown’s RockShox Vivid Ultimate shock has a very supportive Firm mode, and when in use the bike pedalled along eagerly and resisted wallowing into it’s travel really well. After many singletrack climbs, I never forced more than about 45-50% travel out of the rear end. Between pedalling efforts and bumps on the trail, the Throwdown with the shock firmed up offers a surprisingly supportive ride.

As for ride qualities, the Throwdown behaved like most of today’s trail/enduro bikes do. With the shock in Firm mode, you won’t get a buttery smooth climb; you can feel the bumps from the trail, and the rear end lifting over rocks and roots. In Firm mode the Throwdown was very resistant to pedal bob and particularly bob in the saddle as you roll over humps while seated. I made a point of standing up and cranking hard on several climbs, but the rear end refused to wallow.

I found traction in Firm mode was easily sufficient for technical singletrack climbs. Even in Firm this long-travel bike still uses enough squish to offer reliable traction over rocks and roots.

When climbing in Open mode, the Throwdown’s ride gets much more comfortable and the rear end absorbs impacts much better. This bike doesn’t numb out or erase all trail chatter even when wide open, but it softens each impact considerably. Slight pedal bob is detectable in Open mode, and the Throwdown would now dip to around 70% travel after my climbs, but it was still impressively resistant to saddle bobbing. The one detrimental effect of climbing in Open is body position: As soon as you open up the shock, you sink into the bike’s lengthy travel and your body leans back a little. 

Although I prefer the added efficiency from Firm mode, I did find the Throwdown still rolls along nicely when you’re pedalling in Open. I tried a few sprints on paved roads, and while sitting the linkage held me high in the travel. Only when I stood up and cranked hard would the rear end dive much deeper.

Knowing this bike was built for smashing rowdy descents, I was impressed by how well it carried itself uphill. However, it can’t be ignored that the Throwdown’s weight puts it in a class some riders would consider out of the question for a bike you’ll be doing a lot of climbing with.  

Descending

Once I got the Throwdown’s suspension dialed in, it was clear this bike’s linkage was fine-tuned into something I found pretty impressive. Chromag hasn’t been making full suspension bikes for all that long, but it seems their engineers have learned quickly!

The Throwdown’s rear end isn’t too picky about impacts, it deals with just about anything quite well. It never felt quite as plowy as a high-pivot, rearward axle path bike, as it doesn’t totally numb out the trail in any situation, even smaller bumps. However, I’d say this was one of the best Horst Link bikes I’ve ridden in terms of impact absorption.

Where the Throwdown really seems to shine is dealing with repeated, medium-sized bumps. I think that’s great, since large parts of many trails fit this description. Several times during my testing I’d be in attack position speeding down a bumpy trail, and I’d suddenly realize the Throwdown was just smoothing its way through, feeling solidly planted and dulling every impact in superb fashion. It’s like the bike finds its own flow state! My local trails have tons of rooty, rocky sections and the Throwdown proved its composure on such terrain time and time again.

Bigger, sharper hits never challenged the Throwdown much either. Once I had the rear end set up properly, I never provoked any nasty hits on the rear wheel despite my best efforts! While this bike won’t give you the feeling of plowing right through big, sharp hits like a high-pivot bike can, it softened those harsh impacts better than most Horst Link or four-bar bikes I’ve ridden.

While the Throwdown is not a lightweight bike, Chromag was able to give it a pleasantly poppy ride, and maintain a lively feel with good mid-stroke support. Right from my first ride (even with my rebound set too slow) I noticed the bike popped off jumps nicely. This makes for a fun ride on any trail, but especially when riding bike parks.

The Throwdown offers good mid-stroke support as well. While testing I sprang out of one particular corner really nicely, and suddenly remembered I hadn’t made any notes on cornering support! After railing many more turns I can confirm the Throwdown is definitely supportive enough to pump through corners and pop out carrying speed. This bike takes all kinds of impacts really well, yet it maintains solid mid-stroke performance.

I am a lightweight rider at about 140lbs, but I found the Throwdown’s linkage gets quite progressive just before bottom-out. It’s easy to hit 95% travel but takes a good thump to fully bottom this bike out. I finished a few laps on pretty rough trails and still had a few millimeters of travel to spare.  

Geometry

As for geometry, I was immediately comfortable on the Throwdown. The reach and rear end length are both within a few millimeters of my personal MTB (2022 Knolly Chilcotin 151) which I’ve always felt fits me perfectly.

Chromag’s sizing is up to today’s norms, but they didn’t go nuts making the Throwdown super long in the front or rear ends. Of course since they offer a M/L size, they can keep the medium’s sizing more ‘standard’ and offer a bigger fit with the M/L. The 465mm reach on the medium frame is roomy but not excessively long. The 27.5” rear wheel and 435mm chainstays are compact enough to feel nimble in corners, and both make it easy to lift the front wheel. The stubby rear end allows the Throwdown to remain fairly playful for an enduro bike.

The 63.5° steering angle (and long travel fork) was noticeably nice on steep slabs, encouraging you to dive in with confidence. That slack head tube angle is definitely ideal for steep or rough stuff, and it does feel slack while climbing but it’s a small sacrifice I’ll gladly make.

The Throwdown’s 78° effective seat mast angle is easily steep enough to put you in a good position for powerful pedalling. A nice touch for the park model in particular is how the frame’s short mast allows you to slam your seat down low.

Up front a 633mm stack height offers a fairly low front end if desired, but my demo bike felt pretty comfortable with a few spacers under the stem. The bike’s 713mm standover height left me a decent amount of clearance over the frame. The sloping top tube is higher near the head tube, but drops a fair bit towards the seat mast.

Other Ride Notes

In terms of frame stiffness, I noticed the Throwdown’s rear end does offer a bit of squirm. Being a lighter rider I detected this while speeding through chunky rock gardens. When I plowed the wheel into something that deflected it sideways, I could feel just enough flex to prevent me from getting harshly bounced around. The rear wheel could squirm enough to find good traction in such situations.

Regarding weight, I found the Throwdown’s heft easier to forget about than you might think as you’re climbing or traversing. However, I was noticeably more tired after a lengthy climb on the Throwdown, just days after doing the same lap on my 1.7 lbs lighter, 29” wheeled Knolly. On descents, the weight does translate into a very stable ride. The only thing I didn’t find too joyful was whipping the bike around in the air – It takes some muscle to toss this thing around versus a lighter trail/enduro bike. If it’s your park bike though, the Throwdown would feel more playful than any DH bike.

I haven’t ridden a bike with externally routed cables for quite some time, but I didn’t notice any rattling at all from the Throwdown’s cables and hoses.

Water Bottle/Accessory Compatibility

On the medium frame I rode, I was able to fit a standard small water bottle in the frame, but just barely. Without a little flex from the bottle cage the bottle will likely contact the underside of the top tube when coming in and out. I had my Silca bottle cage positioned as far forward as possible, and it cleared the rear shock with only a few millimeters to spare.

As for accessories, I tried installing a Topeak Dock Tool on the Throwdown, and it fit just fine. The only thing I’ll mention is accessing the rear allen bolt with a standard allen key was a bit tricky.

Components:

First I must note, there are three components on my demo bike that don’t match the stock builds – The ZEB Ultimate fork, the Maven Silver brakes, and the Chromag Lynx DT saddle. Consumer bikes will come with a 170mm RockShox Zeb Select+ fork, SRAM’s Maven Bronze brakes with updated B1 levers, and Chromag’s Trailmaster seat. Since I rode different models of these parts I won’t comment on them (except to say they performed perfectly well and suited the bike).

One advantage of buying a bike from a company that’s known for their quality components is you get those goods on stock builds! The Throwdown comes with Chromag’s OSX35 aluminum handlebars, 35mm HiFi BSX stem, Format grips, Trailmaster seat, and BA30 V2 wheels.

One Chromag component that’s not included on the stock builds, but was on my test bike, is a set of their Dagga pedals. I liked these pedals immediately. The Daggas shape makes it very easy to tell if your foot is positioned correctly. Between their concave bodies and the slight hump over the axle, your foot will naturally be most comfortable when it’s centered on the pedal. The bodies are just big enough to provide support to every bit of my size 9.5 foot, and the pins are on the grippier side.

The Throwdown’sRockShox Vivid Ultimate rear shock offered smooth bump eating performance, and its Firm mode ensures good pedalling efficiency. It’s easy to tell the shock’s adjustments are functioning well – As noted above, I had to play with rebound settings but produced very noticeable results with a few clicks. 

SRAM’s Eagle 90 transmission performed flawlessly throughout all my rides with zero adjustment. There were no hesitant shifts, no skipping gears, and the shifter has a solid, crisp feel. A bashguard on the chainring is a welcome finishing touch for this rowdy bike.

This bike rolls on Chromag’s BA30 V2 wheelset. I can assure you these rims are tough! On my first ride with my rebound set too slow I punished the Throwdown’s rear wheel, repeatedly thumping it hard and burping sealant in several places. Despite that the rear rim has a barely noticeable wobble, no hops and no dents. The front wheel still looks brand new after all my rides.

Chromag stuck with Maxxis’ trusty Minion DHF/DHR tires with a 2.5” front and 2.4” rear, both with DoubleDown casings. A common choice, but for good reason – they’re solid all-around treads.

The 180mm travel OneUp Components V3 dropper post was pretty sticky on my bike, but this is a test mule and I wasn’t the first person to ride it! I previously owned a OneUp post for several years and it was flawless, so I’m sure this one just needs a service. I am stoked to see a nice long travel post on a medium frame.

The Chromag Throwdown (Eagle 90 build) retails for $5250. Check out all the details on Chromag’s website.

chromagbikes.com

The post The Chromag Throwdown Eagle 90 is a Burly Enduro MTB That Takes All The Hits in Stride appeared first on Bikerumor.

The new LEGO Mountain Bike Adventure Van set combines three of our favorite things, vans, mountain bikes, and LEGO. Get ready to build a little two-wheeled fun for two with some wonderfully realistic features and functions.

This 260-piece kit lets you build an off-road-ready camper van that’s purpose built for getting your Minifig doppelgängers to remote trails. Drop the rear bike rack, give your MTBs a quick tuneup, then roll out on his and hers mountain bikes.

The van build has chunky rubber tires, opening rear doors, and a sliding side door for easy access to the cargo bay. Or just pull off the roof to get at everything.

The rear bike rack holds two bikes and folds down (just like the real thing!). The kit includes two minifigures with cycling helmets, a bike repair stand, and a crate with wrench, spare tire and pump.

MSRP is a reasonable $19.99 and makes a perfect week-late Father’s Day gift. More of a roadie? Check out the recent LEGO Road Bike release, a surprisingly large, functioning kit, too!

LEGO.com

The post LEGO Mountain Bike Adventure Van has Fat Tires for All appeared first on Bikerumor.

Chico, California, is the sunny, bright home of Paul Component Engineering… where they’ve just announced the launch of their shiny new NOQR Seat Collar. This beautiful, no-nonsense seat collar is a perfect solution for all those off-road bikers wanting a Paul seatpost collar, but not wanting or needing their fancy quick-release clamp.

Face it, we’re getting older every day. And droppers just make life easier for all off-road cyclists. So, why not get a snazzy Paul clamp to hold your dropper in place as you ride!

Paul NOQR seatpost collar, optimized for dropper posts

Cyclists have been requesting a bolt-on version of Paul’s Quick Release Seat Collar for years. But there were a lot of seat collars on the market, so the Paul Comp crew didn’t take them too seriously.

…until now.

With the rising popularity of dropper posts, Paul started thinking more about the seat collar idea. Sometimes, a seat collar that is too tight can bind your dropper post – keeping it from both dropping and returning smoothly.

True story, I’m sure many of you know what I’m talking about.

Protip: don’t over-torque your seat clamp.

So, to combat this issue, Paul Comp designed their new NOQR Seat Collar that is deeper, offering more uniform clamping distribution.

It provides just enough clamping force to keep your dropper from slipping, but it offers more evenly dispersed clamping force. This is a great defense against that dreaded ‘dropper-bind’.

…Convex for the Win…

The convex back of the NOQR’s “floating button” is the secret to the all-alloy clamp’s evenly dispersed clamping force.

It avoids pinching or binding at a lighter weight than a steel barrel. Not to mention that lil’ sucker is replaceable if damaged. But really, it also helps the collar stand out with that famous Paul Component aesthetic.

Paul NOQR seat collar: Retail & Detail

Retail: $79.95

• Material: 6061 & 7075 Aluminum 
• Weight: 29-31g, depending on seattube diameter
• Color Options: anodized Black, Silver, shiny hand polished, or 90s agreeable Purple ano!
• Clamp Diameters: 30, 31.8, 33.1, or 35mm
• 100% USA Machined by Paul in sunny Chico, California
• In stock: NOW

For riders running dropper posts who’ve dealt with slipping or binding issues, this collar offers a straightforward mechanical solution that’s worth all the beans. Or for those who simply want more classy style and precision to keep their saddle up until it’s time to drop…

Check the link below to get yours, plus see all the blingy-bikey goodness at…

PaulComp.com

The post Paul Comp’s Shiny New NOQR Seat Collar Drops the Quick Release for Dropper Posts appeared first on Bikerumor.

Wolf Tooth Components (WTC) has been producing the highly regarded Waveform flat pedals for several years now. Last year, WTC added to its pedal lineup with the CTRL, ALT, and DEL clip-in models for trail, XC, and gravel, respectively, followed by the SHIFT gravity pedal this spring. All of these pedals have received high praise from both consumers and the media, ourselves included. The primary complaint we’ve heard is about the pricing, as Wolf Tooth’s pedals are among the most expensive in their respective categories. 

But it makes sense when you consider they are very high-quality, and the brand machines and assembles them in the USA. It simply costs more than having your products manufactured overseas. Now, in an effort to make their pedals more accessible, Wolf Tooth is introducing Performance Series CTRL and Waveform pedals. They share the same general design as their premium counterparts, but with some subtle differences to make them more affordable.

Wolf Tooth Performance Series

The standard/premium versions of Wolf Tooth’s pedals feature fully CNC-machined 6061-T6 aluminum pedal bodies and are built with stainless steel axles and hardware. For the Performance versions, they’ve gone with a Chromoly axle and hardware and pedal bodies made from forged (CTRL) or extruded (Waveform) and post-machined aluminum. 

At present, Wolf Tooth has only announced Performance Series versions of the Waveform flat pedal and the CTRL trail-oriented clip-in pedal. They look nearly identical to the standard versions, but there are quite a few other subtle differences. Let’s check them out.

Wolf Tooth CTRL Performance

As mentioned above, the CTRL Performance pedals spin on a satin nickel-plated chromoly axle, and the SPD-compatible binding mechanism is made from hard chrome-plated chromoly as well. Unlike the standard version, which has an adjustable Q-factor, the Performance version is fixed at 55mm.

The pedal body is made from forged and post-machined aluminum, with a claimed contact area of 965 mm², which is slightly larger than the standard version at 941 mm². The thickness of the Performance version also increases by one millimeter to 16mm. Those changes result in a slight increase in weight, with the CTRL Performance at a claimed 341g, just 15g heavier than the standard version.

While the standard/premium CTRL pedals are currently only offered in black and ultraviolet purple, Wolf Tooth is offering the Performance version in five colors, including black, gold, orange, red, and raw silver. The Performance pedals come with a 2-year warranty, and they retail for $160, $60 less than their premium counterparts.

Wolf Tooth Waveform Performance

The Waveform Performance pedals also spin on a satin-nickel-plated chromoly spindle. The pedal body is made from extruded and post-machined aluminum and is only offered in one size. The platform of the Performance version shares its dimensions with the large size of the standard model at 112mm x 106mm. 

The Waveform Performance still has a dual concave profile, but the concavity has increased slightly to 1.25mm. This coincides with the increased thickness of the pedal body, which is 13.5mm at the axle and 16mm at the leading and trailing edges. 

The Waveform Performance has a total of nine adjustable pins per side around the perimeter of the platform. Unlike the standard version, it does not have any pins on the axle. According to Wolf Tooth, the Performance and standard versions of the Waveform are the same weight at 384 grams. 

The Waveform Performance pedals come in the same five color options as the CTRL Performance pedals described above. These are black, gold, orange, red, and raw silver. They retail for $160, which is $40 less than the standard version.

Availability

The Wolf Tooth CTRL Performance and Waveform Performance pedals are in stock and available now. Head to the Wolf Tooth website to learn more or pick up a set.

wolftoothcomponents.com

The post Wolf Tooth Launches More Affordable Performance Series CTRL and Waveform Pedals appeared first on Bikerumor.

For the biggest and baddest brakes that Hope offers, look no further than the V6 Ti. Over the past 20 years, Hope has fully modernized their biggest and most unique mountain bike brakes, delivering more power and control for today’s bigger bikes and faster riders.

Now, the brakes see an evolution with the new EVO V6 Ti that pairs updated six-piston calipers with all-new 3.3mm thick slotted rotors for maximum heat control. Plus, there’s a limited Mono Edition, of which only 1,000 sets will be offered. We’ll start with the calipers…

Hope EVO V6Ti Brakes

It’s not just the massive 6-piston design that makes these unique. Hope machines the entire caliper body from one piece of aluminum. This creates a stronger, stiffer body compared to typical two-piece designs that get bolted together. The result is more precise braking performance and lighter weight.

Inside are titanium pistons with Ti-Nitride coatings to lower friction and improve durability. So, the pistons will slide in and out more easily for a smoother brake feel and better pad retraction. The pistons are also cross-drilled to help with cooling.

The larger body helps dissipate heat more quickly, and it makes room for larger brake pads, which not only boost stopping power but also consistency and modulation.

However, that oversized body does require a unique mounting method. It uses a radial mount rather than a standard post mount design. Meaning, it’s  only compatible with one of the dedicated brake mounts from Hope and requires you to run rotors that are 20mm larger in diameter than the frame’s minimum.

Honestly, if you’re upgrading to these brakes, you’re probably already running larger rotors, so the only real change is that you’ll need one of their specific adapters/spacers to fit these to your bike. As for your bike, the adapters are designed exclusively to fit on post-mount forks and frames with 200mm or 220mm rotors.

The new EVO V6Ti brakes are also only compatible with 2.3mm and 3.3mm (vented) rotors, like these…

Hope T-Slot Vented Rotor

The new Hope T-Slot Vented Rotor uses a thicker 3.3mm braking surface with cooling fins between the braking surfaces to significantly reduce rotor temperatures, the first such design we’ve seen for mountain bikes.

The carrier mates with a floating design that allows the outer rotor to fully float, preventing distortion under load. Even better, the design allows the outer rotor to be replaced, eliminating the need to replace the entire rotor when it wears.

Upgraded Levers, Too

The levers and master cylinder are updated to match, with a new cam designed to decrease the free lever stroke while maintaining the feel and modulation in the braking zone, a feature borrowed from their Tech 4 brakes. They say this delivers a firmer feel at the bite point, then a gradual ramp in power as you pull the lever further.

Only 1000 Mono Edition Brakes Will Be Sold

To celebrate the 20 years since the first V6 Ti brake was introduced (and 23 years since the first Hope six piston brake!), Hope is offering the EVO V6 Ti in a special Mono Edition shown above. Limited to 1000 pairs, each individually numbered set will include a special etching and serial number, and a special black and gold color way inspired by the originals.

In the box you’ll find:

• A Pair of EVO V6Ti Mono Edition Brakes (etched with the edition number)
• 2x T Slot Vented Rotors
• Additional power lever blades
• All mounts and hardware
• Additional brake pads
• V6Ti Key Ring and Unique Mono Edition Card

The sets will be available in braided or standard hose starting August 1 through Hope dealers. Choose from rotor combinations of 220/220 or 220/200. MSRP is £1400.00 / €1750.00 / $1940.00. It’s not mentioned if the updated EVO V6Ti will be available in a non-Mono Edition, or if the EVO V6Ti will even be available after the Mono Edition is sold out, so if you want some, you’d better get your order in now.

HopeTech.com

The post Massive Hope EVO V6 Ti Brakes Get Mono Edition Celebrating 20 Years, Plus New Slotted Rotors appeared first on Bikerumor.

Man, have you guys noticed that mountain bike handlebars are getting taller? Like, in some cases, really tall. For instance, take the new Range High Rise Handlebar from PNW Components; this sucker rocks a 75mm rise. Let’s go over some of the handling benefits of an ultra-high-rise handlebar.

I think the first thing to cover is the why.

Comfort & Control

If you’re riding and the trail suddenly becomes very steep, a taller handlebar would definitely be helpful. It would allow the rider to get all of their weight to the back, where it belongs. This allows for better control of the front end.

A taller bar means a more upright riding position. And a more upright riding position means less load on the back, wrists, elbows, and shoulders. That means less discomfort. And, with mountain bike rides getting longer and the popularity of bikepacking, a taller bar would be more comfortable on those long rides.

A taller bar can help with a bike with a short stack height. If you’re riding a bike that has a boat-load of spacers under the stem, you need more stack height. A taller bar might be the answer. And using a taller bar would leave the bike’s reach where it was designed to be.

Sure, it might look a little goofy at first, but so did 29″ wheels when they first came out. This trend of mountain bike handlebars getting taller is a result of the industry listening to the needs of the cyclist. It’s a good thing.

To that note, PNW is offering a high rise bar of their own. The new and aptly named Range High Rise bar checks in at 75mm rise with 10º backsweep and 5º upsweep. The clamp width is 70mm to allow for wider stems and room to mount accessories like handlebar bags or cradles, and it uses a 35mm clamp diameter. And since it’s made of aluminum, it won’t break the bank at $69. Nice.

Range High Rise Retail & Detail

Retail: $69

• 2014 Aluminum Alloy
• 35mm Bar Diameter
• 70mm Stem Clamp Width
• Backsweep: 10°, Upsweep: 5°

Check the link below and give your cockpit a rise.

PNWComponents.com

The post PNW Components Get High with New Range High Rise Handlebar appeared first on Bikerumor.

LOOK invented the modern clipless pedal, so it’s no wonder their X-series SPD-compatible gravel and mountain bike pedals are top of the class.

Available in three versions for every type of rider, winners can choose from X-Track (XC, Trail, Gravel), X-ONE-G (Gravel Racing), and X-Venture (Bikepacking & Adventure riding). The contest form is at the bottom, but here’s what you need to know about the X-Series of pedals:

LOOK X-Track

The LOOK X-Track has a massive 515 mm² of contact area to maximize contact between the shoe lugs and the pedal for exceptional stability. With alloy and composite bodies, and Chromoly+ and Titanium axles, there’s a version for every rider and budget, including the racer with single- and dual-sized power meter options. At a weight of just 145g, these are the perfect XC-to-Trail-to-Gravel pedal.

LOOK X-ONE-G

The new LOOK X-ONE-G is a compact, ultralight single-sided pedal for gravel racers seeking every last gain. With similar aerodynamics to road pedals, but the stability and easy entry of a mountain bike pedal, they’re your secret weapon when the ride turns serious. Available with Chromoly+ and Titanium spindles.

LOOK X-Venture+

Designed for all-day epics, multi-day adventures, or just kickin’ around town, the new LOOK X-Venture+ combines a single-sided, SPD-compatible clip with a flat platform, letting you wear whatever shoes fit your ride.

The Giveaway

Want to win a pair? Answer a few questions about your favorite pedals below to enter the contest. Winners get to choose one of three pairs of LOOK X-Series pedals: X-Track, X-ONE-G, or X-Venture+.

*Note: Contest open to U.S. residents only. Winner may choose from any standard version X-Track, X-ONE-G, or X-Venture pedal, excluding titanium spindle and power meter models. Three winners will be chosen and contacted via the email address used to enter this contest. If the selected winner does not reply by July 10, 2026, or is unable to be reached at the provided email, a replacement winner will be drawn. All prizes must ship to a US-based mailing address. LOOK Cycle may require winner(s) to validate their identity before shipping prize(s).

The post Giveaway! Win 1 of 3 Pairs of LOOK X-Series Gravel Pedals! appeared first on Bikerumor.

A few days ago, San Carlos, California’s Ritchey announced the unification of their high-end carbon fiber line. All carbon bbike bits will now be under the SuperLogic nomenclature. So, that means that the brand’s highest-grade carbon handlebars. seatposts and stems will carry a single name.

The move is designed to cut through confusion that had built up around the brand’s carbon fiber offerings. Now there is a straightforward way for riders to identify what they’re getting.

“We found that people got confused when there was a WCS alloy part and a WCS carbon part, and then we made it worse with a few of our stems,” Kevin Putzke, general manager of Ritchey Asia, said. “We do them in a finish called ‘blatte,’ and although they are aluminum, the black finish looks a lot like carbon. People would say, ‘I’ve got the carbon bar and stem,’ and we’d look at them and go, ‘Yeah, not really.’”

The SuperLogic name isn’t new. Ritchey originally used it to describe its lightest carbon components. But now, after the streamlining, it’s being applied consistently across the entire premium carbon fiber range.

With carbon, it comes down to the raw material you’re putting in before it goes into prepreg or anything…it’s the actual fibers,” explained Putzke, “They’re made to different levels and different weights; the highest ends are going to be the most expensive. What becomes a SuperLogic product starts with a strength and weight target. Not a cost target.”

It’s in the Name

The name itself goes back to founder Tom Ritchey’s “Ritchey Logic” design philosophy. A philosophy that was developed around practical, functional engineering. SuperLogic is essentially the extension of that thinking, applied to the brand’s highest-spec carbon materials. And it’s building on nearly 20 years of carbon component manufacturing.

The most recent addition to the lineup is the SuperLogic Mountain Bars. Ritchey has also indicated that more SuperLogic products are on the way across all of its product categories.

Check out more at the link below.

RitcheyLogic.com

The post Ritchey Streamlines Premium Carbon Bike Bits Under SuperLogic Name appeared first on Bikerumor.

The KS Rage-i is among the most affordable dropper posts on the market, often found as OEM spec on complete builds. At Eurobike, KS just unveiled the 2nd generation of its reasonably priced post, the Rage-i 2.0. Building on its predecessor’s legacy of affordability, the 2.0 gets a number of updates and refinements to enhance its fitment, adjustability, reliability, and serviceability.

Let’s take a look at what’s new with the KS Rage-i 2.0. 

Adjustability

One of the most significant 2.0 updates is adjustable return speed. The previous version had a sealed cartridge and fixed return speed; the Rage-i 2.0 has an adjustable air spring, so riders can fine-tune the post’s rate of return to their exact preferences. A Schrader valve under the head makes it easy to speed up or slow down the post’s return speed using a standard shock pump.

Shorter Overall Lengths

KS says that it has reworked the Rage-i’s proportions, shortening the overall length of the post by 13.3mm across all sizes. The redesigned clamp head is 10.3mm shorter than before, and the new actuator saves an additional 3mm at the bottom of the post. This means that the 2.0 provides “more drop relative to its total length.”

A slightly shorter insertion length and stack height should make it possible for more riders to maximize drop length, particularly on smaller frames or those with shorter insertion depths. 

More Drop

The original Rage-i topped out at 190mm of drop. With the Rage-i 2.0, KS has increased the maximum travel length to 210mm, which is better aligned with modern riders’ needs. The Rage-i 2.0 is available in a whopping 8 travel lengths: 75, 100, 125, 150, 170, 180, 190, and 210mm. It also comes in 30.9, 31.6, and 34.9mm diameters.

Self-Purging

Nobody likes a saggy or spongy dropper post, so KS updated the Rage-i 2.0 with self-purging internals. The brand states that by cycling the post through its travel several times by hand, the spongy feel caused by oil mixed with air can be eliminated, and the post returned to normal function. This simple process does not require tools, disassembly, or in-depth service procedures.

Easier Serviceability

The Rage-i had a one-piece chassis. The Rage-i 2.0 steps up to a two-piece chassis design with a threaded seal collar. This should make all service tasks significantly easier, particularly simple tasks like regular cleaning and lubrication. 

Pricing and Availability

The new KS Rage-i 2.0 was just introduced at Eurobike and is listed on the brand’s website. We expect it to be available soon, if not immediately, through KS dealers worldwide. Interestingly, KS did not provide pricing information, nor is it shown on the product page on the website, but we think it’s fair to assume it will still be priced reasonably, like its predecessor.

kssuspension.com

The post KS Wants You to Rage Harder with the Updated Rage-i 2.0 Dropper Post appeared first on Bikerumor.