Endura’s Scottish homeland gets every kind of weather, even sunshine. Far more common, though, are the seemingly infinite combinations of blustery, bracing, and wet that give the Scots language its uncommonly rich collection of weather words. 

We should expect nothing less of a country ribbed with ancient hills reminiscent of Appalachia, flowing into rugged seascapes worthy of Coastal California, and bathed in the light-sucking drizzle of Southeast Alaska. Cyclists, of course, will recognize all those places for their world-class roads, gravel and singletrack. Which brings us to the quandary that gave us Endura’s lineup of foul-weather kit: When the trail is braw, but the weather is dreich, what is a cyclist to do? 

Suit up and ride, of course*. With the proper Endura kit you’ll finish your trail day well and fully chuffed, and nae the least bit oorlich.

*Assuming the trails aren’t closed; always follow the direction of your local trail Org.

AllTrack Race Cape

The AllTrack Race Cape packs serious rain protection into an ultralight shell built for road and gravel duty. How serious? The cape sports a 20,000mm waterproof rating, which is how scientists say it can hold back a 65-foot column of water. That plus fully taped seams means this compact and packable bit of foul weather kit goes anywhere and is ready for anything. 

SingleTrack Windproof Glove 

The SingleTrack Windproof Glove blocks the chill with a softshell backhand and lightly brushed lining for knuckle protection without bulky insulation. A zero-padding synthetic-leather palm and silicone grip preserve bar feel, while the Velcro cuff locks down the fit.

Endura AllTrack Rout Pant

Built for riders who don’t need their trail pants painted on, the AllTrack Rout Pant uses four-way stretch fabric and a relaxed fit with room for knee pads. Articulated, tapered legs keep things pedal-friendly, while a DWR finish, adjustable waist, and zipped pockets handle everyday trail duty.

Endura AllTrack Roam WP Jacket

The AllTrack Roam WP Jacket adds a bombproof outer layer to Endura’s AllTrack line of relaxed ride-anything-anytime gear. Stretch construction gives you room to move on technical trails, keeping the rain and smirr at bay without the restrictive feel of a race shell. 

Endura MT500 Burner Fleece 

More technical midlayer than bulky winter top, the MT500 Burner Fleece warms your upper body and sleeves with Polartec Alpha insulation. Pit zips dump excess heat, while the four-way stretch and relaxed Roam fit give you freedom to move when the trails get touzie.

Endura MT500 Roam Insulated Jacket

For those pure Baltic trail days, the MT500 Roam Insulated Jacket backs up a two-layer, water-repellent DWR outer with breathable Polartec Alpha insulation. Underarm vents allow excess heat to escape, while articulated sleeves, roomy front pockets, and an adjustable hood make this a versatile layer for those unforgettable winter rips.

AllTrack Roam Fleece

Constructed of breathable fabric and a soft fleece interior, the AllTrack Roam Fleece wraps you in a warm embrace without smothering hard efforts, while articulated sleeves maintain riding mobility. A relaxed Roam fit and zippered valuables pocket provide the sort of style and practicality that will make this midlayer a favorite on and off the bike. 

Endura AllTrack Ride L/S Jersey 

Part jersey, part adventure shirt, the AllTrack Ride L/S blends a lightweight merino-knit body with stretchy ripstop sleeves for added trail durability. Articulated sleeves improve riding fit, while three rear drop-in pockets and a zippered security pocket provide road-jersey utility without the road-racer aesthetic.

This article is sponsored by Endura.

There’s no shortage of aftermarket wheels out there, so that’s forcing brands to figure out ways to stand out in the crowd. For NOBL, that means hand-building wheels in Cumberland, BC, for Canadian customers or in Bellingham, WA, for the Americans. While those wheels cover a wide range of disciplines and styles, NOBL seems to be planting its flag as a premier builder of ultra-lightweight wheels with the help of BERD spokes.

Wheels like the Ethos SL would certainly qualify. Which makes it even more amazing when you consider that these aren’t even the lightest that they offer. Built with a 29″ rim that measures 30mm internally and 20.5mm deep, the Ethos SL gets a pair of NOBL’s own TI70 hubs that were designed in conjunction with BERD and Erase Components out of Belgium.

The hubs are hooked so they offer a perfect mount for the looped BERD spoke ends and provide 5.14º of engagement. The Ti part of the name hints at the titanium freehub, and the 70 references the 70t ratchet. Hubs are offered in either 6-bolt or centerlock with HG, MicroSpline, or XD freehub options.

Each wheel is built with 28 BERD Polylight Dyneema spokes which loop around the hub and attach to a rim with standard Sapim Alloy Secure Lock nipples that thread onto the stainless steel threaded section bonded to the end of the spoke.

The BERD spokes are a big part of the lightweight story, but far from the only part. Compared to the NOBL Ethos XC wheelset, which is said to have a reinforced layup that is 21% stronger, the Ethos SL rims opt for an ultralight carbon layup with T800 and T1000 carbon fiber (and a 2mm taller rim profile than the XC rims). Calling them their lightest rim ever, the 270g SL rims are hookless with a 2.9mm-wide rim bead that’s angled and reinforced with a “flexible material” to make them more durable and impact-resistant.

On our scale with rim tape and NOBL’s own valve stems installed, the actual weights come out to 489g for the front and 590g for the rear. Just 1079g for the pair. If you need something lighter, the Ethos SL180 drops to a claimed 993g for the pair thanks to DT Swiss 180 hubs.

Unfortunately for us, by the time these wheels showed up, the bike I had intended to use them on had to go back, and the freehub wasn’t right for any other bike I had to test them on, so we didn’t get any time on them before the wheels themselves had to go back to NOBL.

Overall, though, the NOBL Ethos SL wheels are a very interesting option if you’re looking for an insanely light set of 29″ wheels. Like the old adage goes, “light, strong, cheap, pick two…” you will definitely not find the Ethos SL to be cheap. The SLs sell for $2,399 for a set, with options for glossy white, gold, silver, and black decals included. The Ethos XC wheels are only $100 less for a 1,175g claimed weight, but with a stronger rim as mentioned. Or go the other way with the Ethos SL180s priced at $2,799. All NOBL rims include a lifetime warranty for the original owner, so long as it fails “while being used as intended.”

noblwheels.com

Giro introduced the Montaro Pro back in mid-August, replacing the longstanding Manifest Spherical as the top-of-the-line half-shell in its MTB helmet lineup. With this new lid, Giro has consolidated its mid- and top-tier helmets under the somewhat iconic Montaro name. While design features and elements of the Manifest carry over, they also gave it bolder, more angular styling that aligns more consistently with the design language of its more affordable sibling, the Montaro III.

I’ve been testing the new Giro Montaro Pro since it became available a couple of months ago. I’ve been wearing it on mountain bike rides and eMTB rides, in hot weather and in cooler temperatures, and so far, so good. Well, mostly. I think the Montaro Pro is damn near perfect, but there’s just one thing holding it back from greatness.

Giro Montaro Pro

Check Price at Performance Bike

Specifications

• MSRP: $300
• Weight: 465 g (Medium)
• Rotational Impact Protection System: Mips Spherical
• Adjustable visor: Yes
• Number of vents: 23
• Available sizes: S, M, L
• Virginia Tech Helmet Safety Rating: Not rated

Pros

• Very comfortable
• Well-ventilated
• Mips Spherical design seems effective
• NTA e-bike certified
• Fidlock buckle
• Looks pretty good

Cons

• Expensive
• Visor doesn't block low sun angles
• Not test by Virginia tech

Jeremy Benson

Montaro Pro Review

As mentioned above, the Montaro Pro carries over some of the features of the Manifest Spherical it replaces, with a bolder style closer to the Montaro III. It’s positioned as the top-tier half-shell mountain bike helmet in Giro’s lineup, with the $299.95 price tag to match. You can learn the details in our first look coverage here.

Fit and Comfort

Giro has been making mountain bike helmets for decades, and I’ve always gotten along really well with the way they fit. That continues with the Montaro Pro, which seems to fit almost exactly like its predecessor, the Manifest. That is to say, I find it’s perfectly neutral compared to POC helmets, for example, which are slightly narrower in my experience. It fits my average/oval shaped head well, and I think it should work for most riders. Those with outlier head shapes would still be wise to try it on to be sure, of course.

As with most helmets, my 59cm head circumference lands me squarely on the cusp of the medium (55-59) and large (59-63) shell sizes. This leaves me squeezing into a medium or swimming in a large. I went with the medium, and I think that was the right choice. Even at the upper end of its fit range, the shell drops down pretty low on the sides and back of the head given its relatively deep fit. 

Inside, the padding is relatively plush across the brow and top of the head. Giro’s RocLoc Trail Air adjustment system has three stages of height adjustment and a large dial that’s easy to twist with or without gloves when adding or removing tension. In my opinion, it’s one of the more user-friendly and comfortable fit adjustment systems on the market. 

I also appreciate the adjustable strap cradle by the ears. Not only does it hold them flat, but it keeps them from making any unwanted contact with my lobes, and it’s adjustable if needed. The single webbing strap under the chin is also unobtrusive, and the Fidlock buckle is quick and easy to use. 

Protection

I don’t have any helmet impact testing equipment, so I can only judge the Montaro Pro and any other helmets I test based on what I perceive to be their protective qualities. We’ve also come to rely on Virginia Tech’s bicycle helmet ratings to provide comparative impact test ratings, but unfortunately, the Montaro Pro has not been tested. Of course, it meets all of the standard helmet safety requirements for its CPSC certification. It has also been tested for higher speeds up to 28 mph and is NTA-8776 e-bike certified. 

On my head, the Montaro Pro has a relatively deep fit and extended coverage over the occipital lobe and temples that’s typical of modern trail helmets. It’s stable and secure and has a sturdy, reassuring feel before even considering features like Aura II structural reinforcement. 

I’ve worn Giro’s Aries Spherical and Manifest Spherical helmets previously, and the dual-shell Mips Spherical design seems like it should be highly effective. The upper and lower shells move independently of each other and are quite easy to shift around by hand. I’m just basing this assessment on feel (or maybe vibes), but it feels more protective than a thin plastic liner or Mips integrated into helmet padding. In my experience, the Spherical design doesn’t make any annoying noises either.

Ventilation

The Montaro Pro has 23 Wind Tunnel Vents that provide solid ventilation. I wouldn’t call it class-leading, but I’m actually impressed with how much air moves over my head given the dual-shell Mips Spherical design. It’s most noticeable and effective at the front of the helmet, where air flows directly to my forehead through the large front vents. Shallow air flow channels do a commendable job of moving that air from front to back.

Given the fairly shallow depth of the internal airflow channels, however, the Montaro Pro is bested by a few others in the ventilation department. A couple of helmets I’ve tried recently that come to mind are the POC Cularis and the Specialized Ambush 3, both of which have significantly deeper airflow channels inside. 

Eyewear Storage

The two smallest vents on the brow of the Montaro Pro double as eyewear storage. I usually keep my sunglasses on my eyes while I’m riding, so I’m not a stickler for this feature. But on some particularly sweaty rides recently, I’ve stashed my shades on the climbs to keep sweat from dripping on my lenses. In my opinion, the spacing of these vents/slots is pretty ideal, making them easy to locate and insert the sunglass arms, even while riding. 

They also don’t feel like they’re stretching my sunglasses in the name of stability and security. The sunglasses I’ve tried have stayed put just fine, even over bumpy mountain trails. That said, the glasses sit an inch or so in front of the helmet shell, so they are in your field of view when stashed on the helmet.

Visor

In my opinion, a functional visor is one of the most important features of a mountain bike helmet. I’ve even gone so far as to rant it about. Prior to even receiving the Montaro Pro, I was skeptical of its two position adjustable visor based on looks alone. At first, when the sun angles were higher, I didn’t take much issue with it. Now that it’s fall and the sun angle creeps lower and lower each day, its given me something to complain about. 

The Montaro Pro’s visor has two positions. The high position provides plenty of room for goggle wearers needing to stash them on the helmet between laps. It also slides down into the low position, where the tip of the visor is just barely out of my field of view. Honestly, not having the visor in my peripheral vision whatsoever is pretty ideal most of the time. But as soon as I need it to block the sun from shining directly in my eyes, it requires that I angle my head downward to do so. 

Mid-summer or riding in a deep dark forest, it’s not a big deal. But at sunrise, sunset, or pretty much any time of day from October to March, another lower visor position would be very welcome. And given that it’s already adjustable, why not have another, lower position? Now, I recognize that I’m extra particular about visors because quite a bit of my local riding is in the high desert with limited tree cover. If you ride in the lush, shady forests of the Northeast or Pacific Northwest, this may not be an issue for you at all.

Weight

My size medium Montaro Pro weighs in at 465 grams on my scale. That puts it at the upper end of the weight spectrum compared to other half shell helmets I’ve tested. For comparison, the next heaviest helmets I’ve tried recently are the POC Cularis (440 grams), the Specialized Ambush 3 (441 grams), and the Smith Payroll (448 grams), all in size large.

While it might have a few grams on those helmets, it’s definitely not something I notice and the Montaro Pro does not feel heavy on my head. It carries its weight well, perhaps because of the great fit.

My Takeaway

Giro’s Montaro Pro is the evolution of its popular Manifest Spherical helmet, and I like nearly everything about it. It’s comfortable and has a protective feel with great coverage, the Mips Spherical rational impact protection system, and the NTA-8776 e-bike certification. It’s relatively well-ventilated, and I really like the way it looks, too.

My only real complaint is the visor, which is not the most effective at blocking the sun at low angles. That’s really the only flaw I’ve found in what is otherwise a near-perfect mountain bike helmet. It’ll be out of my rotation for a while, but it’ll be back in action once the sun is higher in the sky. The importance of visors varies, of course, and if it’s not a priority for you, the Montaro Pro is absolutely worth checking out. 

giro.com

The Zwift Ride just got a lot more interesting for triathletes and anyone trying to spend serious time in a TT position indoors.

Profile Design has introduced the Zwift Ride Supersonic Aerobar, a dedicated aero cockpit built specifically for Zwift’s smart bike platform. The setup combines Profile Design’s Supersonic-style extensions and armrests with a new tray designed to work around the Zwift Ride’s front end.

Zwift Ride Supersonic Aerobar

More importantly, it adds integrated mounts for the Zwift Click controllers, so riders can shift, steer, and navigate Zwift without sitting up and reaching for the standard controls.

For anyone using Zwift Ride for triathlon prep, TT work, or trying to match their outdoor position a little more closely, that fills a pretty obvious gap.

A Proper Aero Setup for Zwift Ride

The biggest piece of the system is actually the new tray. Profile Design developed a slimmer Zwift Tray in partnership with Zwift, creating enough clearance to mount the aero bars without interfering with the bike’s front-end hardware. It looks to be just enough room for a TV controller, phone, or slice of very thin pizza.

That extra space lets riders adopt a more realistic aero position instead of bolting extensions around the existing tray. The bars use an ergonomic ski-bend extension shape and offer plenty of adjustment through both the extensions and the Ergo+ armrest pads.

Profile Design’s approach gives riders more room to dial in extension length, pad position, and overall fit closer to their outside ride.

Zwift Click Controls Stay in Reach

The cleaner part of the setup is the integrated Zwift Click mounting. The Click controllers mount directly to the aero extensions, putting Zwift controls at the rider’s fingertips while keeping them tucked into the aero position.

That means riders can shift, steer, and navigate in-game without coming off the extensions. The bars also get anti-slip grips, which should help keep hand position consistent during longer sessions or harder intervals.

For triathletes, that’s probably the feature that makes the system more than just a set of clip-ons. Because if the goal is to train and adapt in the position you’ll actually race in, having to sit up every time you want to shift or interact with the game isn’t ideal.

Zwift Ride Supersonic Aerobar – Price and Availability

The Profile Design Zwift Ride Supersonic Aerobar will retail for $275 / £220 / €245, and pre-orders are open now.

Profile Design will also display the new cockpit at the IRONMAN World Championships in Kailua-Kona. For Zwift Ride owners trying to turn the platform into a more convincing triathlon or TT training bike, this is the first purpose-built solution (that we know of) that ties the aero position and Zwift controls together in one package.

Profile-design.com

At Roc d’Azur this week, Intradrive is launching its new GD8, a sealed 8-speed gearbox powertrain for eMTBs. The GD8 combines an 8-speed gearbox drivetrain with wireless shifting and a pedal-assist drive system into a single unit. Intradrive says it has been working on the GD8 for a decade. We first saw it as a prototype in 2022, again in a more refined package in 2023, and most recently at Sea Otter this year. Now, it’s finally in production and already being incorporated into new eMTB models.

Combined with the GD8 launch, two partner brands are also debuting new bikes with Intradrive’s new powertrain. The German brand Alutech is introducing a GD8-equipped version of its ePelmo e-enduro bike. The upstart French brand Obscur is also launching with its very first eMTB built around the GD8 system. The first units are slated to ship in December, and Intradrive says there are more brands to follow in 2027, and it is taking enquiries for 2028 and beyond.

Intradrive GD8 Details

Intradrive is based in Edinburgh, Scotland, where it was co-founded by engineers and mountain bikers Mark Ravilious and Peter Slotwinski. They tell us the GD8 has been in development for ten years, and now it’s not just production-ready, but already in production and making its way onto new bikes in the next couple of months.

According to Intradrive, “Cars keep their gears in a sealed gearbox. The GD8 does the same for e-bikes, replacing both the motor and the derailleur drivetrain with one sealed unit built for durability, low maintenance, and full repairability.”

Instead of a fragile derailleur hanging off the back of your bike, the 8-speed gearbox is sealed from dust and mud and protected from damage from rock strikes and crashes. The sealed gearbox is also claimed to be very low maintenance, requiring an oil change every 10,000 km. It’s also compatible with belt drives and chains, so brands can choose what works best for their needs.

Additionally, it moves nearly all of the weight of the drivetrain components to a position low and centered on the frame, reducing unsprung mass. The claimed weight of the Intradrive GD8 is 4.5 kg, not including the battery. 

Intradrive tells us that the 8-speed gearbox offers a 480% gear range. Shifting is electronic with a wireless Bluetooth remote, and shifts are actuated in approximately 0.1 seconds under load, while coasting, or standing still. There are options for top-tube integrated or bar-mount displays, and the system works with the Intradrive app for OTA updates. The GD8 motor has a nominal power rating of 250W and peak power of 700W. 

Unlike some eMTB drive systems, the Intradrive GD8 does not include proprietary batteries. This gives bike brands the ability to choose the battery size and shape, offering greater flexibility in frame design. On that note, the GD8 uses the Shimano EP8 mounting interface, which means that it can be incorporated into both new frame designs and existing EP8-compatible platforms.

GD8 Key Specs

• Speeds: 8, electronically shifted
• Gear range: 480%
• Shifter: Wireless Bluetooth
• Shift time: approx. 0.1 second
• Display: Top tube or bar mount option
• App: Intradrive app, with over-the-air (OTA) software updates
• Rated / peak power: 250 W / 700 W
• Weight: 4.5 kg
• Mounting: Shimano EP8 interface
• Final drive: Chain or belt
• Battery: Bike-specific, chosen by bike brand
• Servicing: Oil change every 10,000 km
• Origin: Designed and built in the UK

In Production

Intradrive says the GD8 is designed and built in the UK using a European supply chain. The first production run is currently underway, with 70 units on order and deliveries starting in December of 2026. The aforementioned Alutech ePelmo and the new Obscur Enyx are the first production eMTBs to feature Intradrive’s new GD8 powertrain. The brand tells us that an additional 12 brands are evaluating the system, and more models will be announced in 2027.

“Riders have put up with bent hangers, worn chains and endless adjustment for too long. We designed the GD8 so brands can put the gears where they belong, sealed inside the bike, without starting a frame from scratch. Production is the starting point, and we’re already working with brands on what comes next.”

-Peter Slotwinski, co-founder, Intradrive

With production ramping up, Intradrive is also looking to the future and is open to enquiries from brands developing eMTBs for the 2028 model year. They believe the EP8 mounting interface will allow brands to easily test the system before committing to new tooling, and test systems and integration support are available now.

Brands or riders interested in learning more about the Intradrive GD8 Powertrain can do so on the brand’s website: intradrive.co.uk

Intradrive GD8-equipped Bikes

Intradrive is focused on business-to-business, and calls the GD8 a “B2B solution that simplifies e-bike design and makes traditional gearing systems obsolete.” At Roc d’Azur, the Intradrive GD8 is debuting on two eMTB models.

Alutech

The German brand Alutech has incorporated it into its highly flexible ePelmo platform, which is available with several different drive systems. It has a hydroformed aluminum frame with 150mm of travel front and rear. It pairs the GD8 with a Gates belt drive and is priced at €11,499 (including 19% VAT). Head to the Alutech website to learn more: alutech-cycles.com

Obscur

Obscur is the other GD8 launch partner. This is a brand-new French eMTB brand started by composites specialists at Workshape with 20 years of experience building carbon fiber parts for aeronautics and aerospace. Obscur’s first bike is the Enyx, an all-mountain model designed and produced in the brand’s workshops in France. The Enyx pairs the GD8 with a high-modulus carbon frame, 150mm of rear travel, a 160mm fork, and MX wheels. 

“After twenty years making carbon parts for aerospace, we wanted our first bike to be as durable and repairable as its frame. The GD8 puts the gears inside the bike and lets us lower and centre the heaviest components, and you feel that the moment the trail gets technical.”

-Simon Rubet, Obscur

As mentioned above, brands choose the battery to go along with the GD8 powertrain, and Obscur appears to have designed its own. Rather than a tube shape occupying the downtube, it features a unique, compact shape that keeps the weight of the 842 Wh battery as low as possible in the frame. Along with the gearbox powertrain, this unique battery shape and placement result in a very low center of gravity, which should theoretically enhance traction and improve handling. 

The Obscur Enyx is being offered in two complete builds. The standard Enyx build includes Formula suspension and brakes. The Enyx Ultra steps up to an Öhlins suspension package and Hope GR4 brakes. Alternatively, riders can build up their own Enyx with the frame kit. You can learn more about Obscur and its first eMTB, the Enyx, on the brand’s website: obscur.bike

Each new generation of Exposure’s compact UK-made cycling headlights brings more power, but this new Strada mk13 road bike light packs many more upgrades in the same CNC’d aluminum housing. More than 17% more road-tuned light output in the same lightweight, compact all-in-one format is great. But smarter automatic dimming of the high beam against oncoming traffic, ANT+ connectivity, USB-C charging, reverse powerbank function, improved display, and especially an all-new, more universal-fit mount really make this a much more versatile headlight for classic road, all-road, and gravel riding. And of course, there are bigger batteries inside too, to get a minimum 2-hour runtime on the brightest settign, and dozens of output modes to keep you riding up to 36 hours in the dark…

2026 Exposure Strada mk13 compact road bike headlights

Exposure calls the Strada their flagship road riding light. And while it may look almost exactly like their often-more-powerful off-road lights, there’s plenty of smart new tech inside this new road-specific headlight. While most of their off-road lights lean toward massive brute force light output to illuminate the trail ahead, the Strada mk13 is a bit more focused. Two high-powered LEDs offer up to 1700 (RS) or 2000 (SB) lumens in a controlled manner, equally splitting power between a wide, flat beam to light up the road just in front of you, and a more powerful, more-focused spotlight that pushes further down the road for high-speed visibility.

AKTiv auto-dimming 2.0

Probably the smartest Strada feature is its AKTiv auto-dimming of the high-beam spot light. Already optional in the previous generation, the new mk13 light gets better auto-dimming standard. The new Strada 13 adds a second forward-facing light sensor to better detect a wider spectrum of oncoming lights, so your headlight responds more quickly and accurately to oncoming traffic. This lets you run your light on max power even where you are sharing the road.

Plus, the new sensors and upgraded controls, smoothly ramp your own light output back up after traffic passes, so you can see clearly with less dramatic light output change.

And if you don’t want auto-dimming, you still have the option to disable it. Be advised though, Aktiv is typically not enabled as a default from Exposure’s UK factory, and requires an extra-long press of the single control button to enable it.

What else is new?

It seems like an obvious one, but Exposure has been gradually rolling out USB-C compatibility to each of their lights as they are upgraded. This speeds up charge times. But it also adds the ability to use the Strada 13 as a powerbank to charge external devices, too. You simply have to long-press to activate reverse charging.

The Stradas also include one of Exposure’s newest forged alloy mounts – a more universal, combined round bar AND GoPro-style mount. It still uses their secure quick-release keystone cleat attachment. But now all road lights come out of the box with a mount that will also fit many integrated cockpit setups.

And word from Exposure is that this new mount will also come standard on the MTB lights soon as well. Plus, it is also now available aftermarket, too!

Better display and connectivity

One other minor pain point for new users unfamiliar with Exposure controls is how one button and several different short/long/combo presses control everything. It’s something you can easily adapt to, but not really intuitive. But… now with a bigger OLED display and simple 3-color LED indicators, it’s much easier to see what is happening.

Single-press to check mode & battery status. Double-press to turn on, then single-press to change levels. Press and hold to cycle through mode options, activate Aktiv, and powerbank mode. Then, press and hold to turn off. It’s all much easier to understand with the easy-to-read display.

Lastly, Exposure also adds ANT+ connectivity, which let me pair the headlight with my Wahoo Elemnt cycling computers for easy touch screen controls, all in one place with my radar taillight controls. There’s also the option for a wireless remote, too. But with Aktiv auto-dimming and cycle-computer control, I can’t see much need for an extra remote switch.

Tech details

• >17% boosted light output: now 1700lm RS & 2000lm SB
• same 2-36 hour run times thanks to upgraded batteries and improved efficiency
• all-new quick-release cleat mount, compatible with 31.8mm, 35mm round bars, AND GoPro-style mounts
• new USB-C connection for faster charging and reverse powerbank functionality
• Aktiv auto high-beam dimming standard, now more accurate with 2 wide-spectrum light sensors
• new ANT+ connectivity to compatible cycling computers
• CNC-machined 6063 alloy housing with bolt-on cleat mount
• 2x Bright White XHP35.2 5700K LEDs for bright illumination
• road-specific beam pattern – 1x 13° focused spot to see far ahead, 1x flat 20°x100° beam for wide peripheral vision
• side cutouts in the housing for 240° visibility
• new larger OLED display for easier setup & status, plus 3-color LED indicators
• 1-button setup & control
• 7 typical programmable modes, each with 2-3 light output levels, plus flashing mode
• IP67 waterproofing for use in all weather conditions
• IK09 impact rating

• key dimensions:
  – Strada mk13 RS: 105mm long x 50mm diameter, 8Ah Li-ion battery, 218g claimed (actual) weight
  – Strada mk13 SB: 105mm long x 54mm diameter, 12Ah Li-ion battery, 280g claimed weight
• 100% UK-made in West Sussex, England
• Exposure warranties all lights for 2 years, 3 years if bought direct from their website, LEDs guaranteed for life
• designed to work for many years, Exposure also services (and can sometimes update) previous-generation lights for much longer

Riding with the new Strada 13 RS & Aktiv dimming

Having used Exposure lights on and off for more than a decade off-road, the new universal bar/GoPro mount was probably the first thing that impressed me with the Strada 13 before I even got it out of the box and turned it on. I like the quick release of Exposure’s cleat mount, but honestly struggled to like their original band clamp bar mount. The clamp felt fiddly, wasn’t quick to swap from one bike to the next, and was useless on integrated cockpits. (The most recent bar clamp update last year was at least a subtle improvement.)

Now, the new clamp is easier to fit to 31.8mm or 35mm bars, or importantly to fit under most out-front-style computer mounts. That’s a critical requirement in the days of integrated bars of road, gravel & mountain bikes. But is also opens up many more mounting possibilities for bikepacking, one type of riding we do quite a lot with lights bolted to our bikes these days.

Then, out on the road at night, I was really impressed with how smoothly and seamlessly the Aktiv automatic dimming worked. The high beam spot intensity drops immediately when it detects an oncoming light – both an approaching car or even another bike with a powerful headlight. And then, it smoothly ramps light output again once you pass the opposing traffic, delivering a seamless return to max illumination. It’s a feature that feels like it would be great for any type of riding that would ever meet other road or trail users, even off-road.

On-Road Takeaways

So far, the 1700 lumen output of the Exposure Strada 13 RS feels like plenty for road riding. But I could also see the 2000lm SB version as a better fit for gravel. If you need more power, the cheaper, lighter 2650lm Race 19 would be nice for more off-road riding, but without the convenience of Aktiv dimming and road-tuned beam pattern that are really nice for gravel roads, and much better anywhere you share with traffic.

The Strada is designed to work above or below the bar – with laser-etched side graphics in both orientations as a reminder. The 2 LED layout isn’t exactly symmetrical top to bottom, though. While I think Exposure lights have traditionally been designed for mounting over the bar, I actually prefer the light cast with the Strada under the bar (like I have it here), as it has a bit more of a pronounced upper edge cutoff, with little excess light cast up into the sky.

But while Exposure offers more powerful options in similar form factors and pricing levels, this combination of more versatile on-road features – combining smart dimming, road-tuned beam pattern, upgraded display, and ANT+ connectivity – makes the new Strada 13 family a solid option for long road, all-road & gravel riding as darkness creeps in with the return of ever-shorter days.

Exposure Strada mk13 road bike headlights – Pricing, options & availability

The new 13th generation of Exposure’s Strada roadie headlight now comes in two versions. Both of which include the Aktiv auto-dimming as standard. The Strada mk13 RS is the standard Road Sport version, retailing for £355 /$385 / 355€ with its 1700 lumen peak output.

The slightly larger diameter, slightly heavier Strada mk13 SB, aka Super Bright, version sells for £415 / $450 / 415€ with a peak 2000 lumen output. That makes it more suitable for a bit of off-road gravel riding, too. Both also come standard with the new 35/31.8mm round bar clamp and detachable GoPro-style mount, and a USB-C to C charging cable with built-in LED indicator (but no charger).

Pick up either one now, directly from Exposure’s website or their global retailer network.

ExposureLights.com

A lot of mountain bike shoes talk a big game about being waterproof, but Crankbrothers’ latest rainproof Stamp Trail (and presumably Mallet Trail) Speed Lace Seal shoes use a few simple tricks to actually keep your feet dry. I’ve only just started riding in the wet with the new Trail Seal shoes – it’s been super dry at home until this week, so I’m not sure how they will hold up over time. And honestly, there are few details that I don’t love. But I took these new Stamp Trail Speed Lace Seals out for a rainy trail ride through plenty of mud, puddles, and wet underbrush, and my feet stayed cozy and dry until I got home a couple hours later.

So, let’s give them a closer look…

Crankbrothers Trail Speed Lace Seal waterproof MTB shoes

Crankbrothers designed their new waterproof Trail Speed Lace Seal mountain bike shoes for ‘wet and unpredictable’ shoulder season riding. “Built with a waterproof membrane and a unique 360° ankle wrap to keep the elements out, our Seal shoes are built to keep you comfortable when the conditions get uncomfortable.“

Most mountain bike shoes billed as waterproof are usually either still low-cut – obviously filling up with water from the top in actual rain, or heavy high-top boots – often limiting ankle mobility for comfortable pedaling or still letting water and debris in around the cuff.

The new Crankbrothers Trail Speed Lace Seals are neither, and thus avoid the most common waterproof flaws.

What makes them different?

The all-new Trail Speed Lace Seal shoes essentially start with a conventional low-top main construction. Not so different from the other two Speed Lace shoes they debuted over the past year. To me, that means tightening them feels OK, but not exactly a perfect balance of lace tension across my foot. Although, generally good enough for riding in less precise, wet & slippery autumn and winter riding conditions.

Then, Crankbrothers add a loose-fit slip-on neoprene cuff on top of that, even adding an extra bit of elastic on the outer edge, so you can pull them on with the heel loop at the back. Nothing revolutionary, yet. (And I wish the loop was a bit bigger, as I can’t fit my fat index finger into it with any gloves on!)

But then, most importantly, they get a super-stretchy rubberized Seal strap that stretches around the neoprene cuff, velcros in place, and literally seals out water and debris around your leg.

This means you get normal ankle flexibility like a low-top. You get an extended neoprene cuff that’s loose enough to easily get in and out. Then, you also get another extra seal on top, which keeps out almost all water running down your leg. And importantly, that last seal layer extends high enough and stays thin enough that your riding pants slide over top. So, water and mud runs down your leg, and never gets into the cuff of these waterproof shoes to start with.

Tech details

• multi-layer laminated membrane construction for waterproofing and breathability
• 360° ankle wrap Seal to keep water out from the top
• flexible structured main body for mid-level ‘relaxed fit’ upper support with ‘low-rebound’ EVA midsole
• wide-opening elastic & neoprene mid-cuff with heel pull tab to slip the shoes on
• single pull Speed Laces secured with a locking slider for easy fit adjustment, with elastic lace retention loop
• ‘low-absorption interior’ materials to dry and stay comfortable even when your feet sweat or eventually do get some water inside
• TPU-reinforced toe protection
• reflective logos on heel & toe for added visibility

• available with two outsole options to Match with Crankbrothers pedals:
  – soft, grippy Stamp rubber for flat pedals, or
  – medium grippy Mallet MC1 sole with fiber-reinforced nylon shank for more support and SPD-style clipless pedal compatibility

• 371g per shoe claimed for Stamp, 492g per shoe claimed for Mallet (size US 9 / EU 42)
• 366g per shoe actual Stamp (size US 10 / EU 43.5)
• unisex US sizing; available in half sizes 5-13, plus 14 & 15

Crankbrothers Trail Speed Lace Seal shoes – Pricing, options & availability

The new Crankbrothers Trail Seals come in two variants – both in the same single olive green and grey look. The Stamp Trail Speed Lace Seal shoes I tested for flat pedals sell for $210. And the identical-looking Mallet Trail Speed Lace Seal shoes with a reinforced shank and cleat recess for clipless pedals sell for $230.

Both are available now in the same unisex US size range, either directly from the Crankbrothers online shop, or their retailer partner bikeshops.

Crankbrothers.com

​

Gravel race tires keep getting bigger, speeds keep rising, and HUNT just unveiled a wheelset built for the demands of modern gravel racing. Our EU Tech Editor, Cory, had a few meetings with these fast gravel wheels, but this is the first time we’re getting the full details and pricing. If you wanna check out some of our spotted event coverage, you can see it here. 

What Are The Hunt 5AM Gravel Limitless Wheels?

The new HUNT 5AM Gravel Limitless is built around 45mm and 50mm tires, with a wide 45 mm front rim, a shallower rear, oversized rim beads, hidden nipples, and two spoke options. 

These are the gravel equivalent of the brand’s super-fast 5AM road wheels. That is to say, these are for the riders that want to go fast and have the scratch for a $3,200 wheelset to ride over rocks. But these bad boys pack lots of tech and cool updates. 

The lighter 5AM Gravel Limitless Ti_UD comes in at a claimed 1,317g, while the steel-spoke version weighs 1,447g. HUNT says the Ti_UD was both the lightest wheelset and the lowest-drag option with 50mm tires in its final wind-tunnel test.

Instead of using identical front and rear rims, the new 5AM Gravel Limitless puts the bigger aero profile where it matters most: up front. This differential rim-width idea isn’t an outlier anymore; it’s the playbook for a fast aero wheel that stays calm in crosswinds.

A 54mm Front, 49mm Rear

The front rim measures 54mm deep and 45mm wide externally, while the rear is 49mm deep and 38mm wide. Both use a 27mm internal width, which isn’t very aggressive, given that ENVE and Zipp use upwards of 32mm. But the actual rim bead tells another story.

That front-to-rear split is deliberate. HUNT’s reasoning is that the front wheel meets relatively clean air and has more influence on total aerodynamic drag, so it gets the deeper and wider profile.

The rear wheel sits in disturbed air coming off the front wheel, frame, rider, and drivetrain. HUNT chose a shallower, narrower profile to save weight and keep the wheel feeling responsive under power.

The front rim also uses HUNT’s patented Limitless Width Aero Technology, which allows the company to build a very wide rim without simply filling it with carbon. A low-density structural polymer is molded into the rim sidewall between the carbon layers, helping create the broad shape without adding weight.

Built Around 45mm and 50mm Gravel Tires

HUNT designed the 5AM Gravel Limitless around modern gravel race rubber.

The wheels are aero-optimized for 45mm and 50mm tires, though HUNT says they are compatible with 40-60mm hookless TSS tires and comply with ETRTO guidelines. HUNT chose the 27mm internal width first, then shaped the rim’s outside.

From there, HUNT modeled 52 different rim profiles around a scanned 50mm Vittoria Terreno T30 tire. Six designs moved on to physical prototype testing, and HUNT then tested the final production wheels against competing wheelsets.

Those Rim Beads Are Huge

The other obvious feature is the rim bead. The front uses a 9mm-wide bead, while the rear uses a 5.5mm bead, much wider than a conventional road or gravel rim.

HUNT says the blunt profile does two jobs. First, it helps transition airflow from a large gravel tire onto the rim. Second, it spreads impact loads over a larger area when the tire bottoms against the rim. Plus, the bead is round and not sharp like some others on the market.

That wide front bead also contributes to the 45mm overall external width, which is pretty massive even by current gravel standards.

HUNT 5AM Gravel Limitless Ti_UD

The lighter of the two builds is the Ti_UD Carbon Spoke wheelset, with a claimed weight of 1,317g per pair.

It uses 20 VONOA Ti_UD carbon spokes front and rear, laced two-cross in a non-interlacing pattern. HUNT lists each spoke at just 1.7g. The spoke hardware is made from Ti6-4Al-4V titanium, while the spoke profile itself is slim and heavily bladed to reduce rotational drag.

HUNT also moved the nipples inside the rim.

Internal nipples aren’t exactly easy to live with if you’re constantly truing wheels, but HUNT says the spokes remain replaceable and you can still true the wheels normally once you get access to the nipple.

The hub is HUNT’s H_Ratchet 48T DBL, with a 7.5-degree engagement angle, dual-sided nickel-coated ratchets, 6061-T6 alloy hub shells, and 7075 alloy axles. Buyers can choose standard stainless steel bearings or upgrade to CeramicSpeed Alpha bearings.

HUNT’s Wind-Tunnel Numbers

HUNT tested 12 wheelsets at the Silverstone Sports Engineering Hub using a Specialized Crux 5 (read our review here). Tests ran at 40km/h, with the tires at 30 psi, across a dynamic yaw sweep from -20 to +20 degrees.

HUNT then weighted the results using its gravel-specific 40km/h Wind-Averaged Drag calculation.

One number worth keeping in mind: HUNT says the tunnel has a 0.5-watt margin of error. Anything closer than that should basically be treated as a tie.

With 50mm Vittoria Terreno T30 tires, the 5AM Gravel Limitless Ti_UD posted the lowest drag.

Compared with the HUNT, the results were:

• Reserve 48|53 GR: +0.21W
• Roval Terra Aero: +0.56W
• DT Swiss GRC 50: +0.84W
• ENVE G SES 4.5 Pro: +1.10W
• Zipp 303 XPLR SW: +1.50W

The Reserve 48|53 GR result falls within the tunnel’s margin of error, so it’s effectively a wash. The Roval is just outside that margin, but HUNT also weighs less than the others.

Compared with the Zipp 303 XPLR SW, HUNT claims a 1.5-watt aero advantage and 135g less weight with the 50mm Vittoria setup. Across four tire configurations, HUNT says the Ti_UD recorded the lowest drag in three.

Steel Spokes Are Actually Faster With 45mm Tires

Here’s the fun part. The cheaper steel-spoke 5AM Gravel Limitless was actually the fastest wheelset in HUNT’s test when fitted with 45mm Vittoria Terreno T30 tires.

The steel version uses the same front and rear rim shapes as the Ti_UD but swaps in Pillar Super Wing stainless steel spokes. HUNT calls these the longest aerodynamically bladed stainless steel spokes currently available. They’re triple-butted and cold-drawn from T302 stainless steel, with reinforcement around the spoke head.

There are 24 spokes front and rear, again with internal nipples. Weight climbs to a still-respectable 1,447g.

With 45mm Terreno T30 tires, the steel version recorded the lowest drag of all 12 wheelsets tested.

The Ti_UD was only 0.21W behind, well within the test’s margin of error. The DT Swiss GRC 50 was another 0.24W back, effectively tied, while the Zipp 303 XPLR SW was 2.51W slower in HUNT’s setup. Tested with a 50mm tire, the carbon-spoke wheel takes the lead again, beating the steel version by 0.41W. Again, that’s inside the stated margin of error.

So the practical difference between the two isn’t really aero. It’s mostly weight, spoke construction, bearings, and price.

Weight: 1,317g vs. 1,447g

That makes the decision pretty straightforward.

The Ti_UD version saves 130g, dropping the system to 1,317g.

The steel version weighs 1,447g, but keeps almost all the aero performance and costs considerably less.

Both share the same:

• 54mm front / 49mm rear depth
• 45mm front / 38mm rear external width
• 27mm internal width
• 9mm front / 5.5mm rear beads
• Hookless tire interface
• 40-60mm tire compatibility
• 48T H_Ratchet hub system

So you aren’t buying a cheaper rim shape with the steel wheelset.

Gravel Race Tested

The wheels have already spent most of 2026 under HUNT-supported gravel racers.

HUNT points to a win at Gravel México with Hannah Shell, third at Unbound with Cecily Decker, and second-place finishes at both SBT GRVL and the U.S. Gravel National Championships with Sarah Lange.

That race testing matters because the design targets differ significantly from a traditional road aero wheel.

The goal isn’t simply to win a wind-tunnel test with a narrow slick tire. HUNT wanted something aerodynamic on 45-50mm tires, light enough for climbing, stable in crosswinds, and less likely to get killed by a hard rim strike.

Hunt 5AM Gravel Limitless – Pricing and Availability

• Steel spoke wheelset is priced at: £1,999 / €2,399 / $2,399
• Ti_UD with stainless steel bearings is: £2,449 / €2,899 / $2,899
• Ti_UD with CeramicSpeed Alpha bearings moves to: £2,799 / €3,299 / $3,299

Pre-orders open October 8, with global shipping scheduled for the first week of December 2026.

All versions include HUNT’s H_CARE lifetime free crash replacement for the original owner.

Ridley has completely reworked the FALCN RS for its second generation, cutting weight, changing the fit, and keeping enough aero shaping to avoid becoming a traditional climbing bike.

Ridley FALCN RS 2.0

The new FALCN RS 2.0 sits in what Ridley calls its “aero-to-weight” category, with a claimed 705g frame in size Medium. Ridley says the complete frameset, frame, fork, and seatpost included, is 12% lighter than the first-generation FALCN RS. 

The geometry gets an equally big update. Every size now uses a 76-degree seat tube angle, paired with more reach, more stack, and a slightly lower bottom bracket. Rider feedback and fit data gathered with Uno-X drove the changes, and the bike had already made its Tour de France debut before Ridley officially launched it. Torstein Træen even raced the new FALCN RS 2.0 while wearing the yellow jersey during the 2026 Tour.

A 705g Frame Without Giving Up the Aero Shapes

Weight was the main target with the new FALCN RS. Ridley revisited the carbon layup and reduced unnecessary overlap between layers. Instead of stacking carbon over large sections of the frame, material is now concentrated where stiffness demands it.

The rear brake mount is one example. Ridley calls it a hollow brake mount, keeping carbon around the load-bearing areas and removing it where it isn’t needed.

The exterior shapes were cleaned up too. The FALCN RS 2.0 uses fewer sharp transitions and more rounded surfaces, allowing Ridley to reduce material without sacrificing structural strength.

Ridley says lateral stiffness remains at an aero race bike level, keeping the frame quick when the rider gets out of the saddle or responds to an attack.  The result is a claimed 705g frame weight in a Medium. More impressive is what happens once Ridley builds the whole thing.

The SRAM Red AXS bike comes in at a claimed 6.2kg (about 13.7lb). The Force AXS model is 6.65kg, while the Shimano Ultegra Di2 bike lands at 6.8kg. 

That gives Uno-X some room to play with equipment choices while still hitting the UCI minimum weight. A deeper wheel or slightly heavier components become options without turning the bike into a brick.

Still Aero Enough for the Fast Stuff

Ridley didn’t chase the 705g frame by turning the FALCN RS into a skinny-tubed climbing bike.

The new design keeps the original FALCN RS’s aerodynamic tube shapes but smooths the transitions between them. The seatpost gets noticeably slimmer while keeping an aero profile, and the bike uses Ridley’s Nimbus Pro cockpit up front.

The cockpit balances aerodynamics and rider position, making it easier to hold a narrow, low posture without resorting to an extreme front end.

The complete builds also stick with relatively deep wheels, reinforcing that the FALCN RS 2.0 is meant to work on more than mountain stages. 

The Fit Gets Much More Forward

The biggest change may be the geometry. Ridley worked with Uno-X riders and reviewed the fit positions used in the current peloton. The takeaway: riders are moving farther forward on the bike. So the FALCN RS 2.0 uses a 76-degree seat tube angle in every size, with a zero-offset seatpost.

76 degrees is pretty steep for a road bike, especially when compared with the more traditional practice of gradually slackening the seat angle as the frame gets larger.

Ridley says the forward position puts the rider more centrally over the bike and improves pedaling efficiency.

It also pairs that steep seat angle with a longer reach and higher stack, which can sound contradictory until you look at the fit as a whole. The rider moves forward at the saddle, but the longer front end keeps the cockpit from becoming cramped. The added stack helps open the hip angle without forcing an excessively low position. It’s a very modern, pro-driven fit. The bottom bracket also sits slightly lower than before, giving the rider a little more stability at speed. 

Ridley FALCN RS 2.0 Geometry

The FALCN RS 2.0 comes in five sizes: XXS, XS, S, M, and L.

The Medium gets:

• Stack: 562mm
• Reach: 425mm
• Seat tube angle: 76 degrees
• Head tube angle: 73 degrees
• Chainstay: 410mm
• BB drop: 78mm
• Wheelbase: 1,022mm
• Head tube: 150mm

Reach runs from 375mm on the XXS to 446mm on the Large, while stack ranges from 500mm to 576mm.

Interestingly, Ridley keeps the 76-degree seat angle, 73-degree head angle, 410mm chainstays, and 78mm bottom bracket drop identical across all five sizes. 

That should make sizing worth a closer look for anyone coming from the previous FALCN RS. The steeper seat angle and longer reach create a very different starting point before you even touch stem length or saddle setback.

Already Raced at the Tour

Uno-X didn’t wait for the official launch to start racing the FALCN RS 2.0. Several riders used it during the 2026 Tour de France, including Torstein Træen, who wore the yellow jersey while riding it.

“The FALCN RS impressed me from the very first ride,” said Træen. “The bike feels incredibly responsive, is remarkably stable and inspires confidence in every situation, from steep climbs to fast descents.”

Ridley says the team developed and validated the bike with Uno-X throughout the process, giving them direct input on both fit and ride characteristics. 

Seriously Light Wheels

The Forza Skiron RSR wheels used on the Force AXS build have 50mm-deep rims, a 23mm internal width, bonded carbon spokes, and CeramicSpeed bearings. Claimed weight is just 1,197g.

The Shimano Ultegra Di2 build gets Mavic Comet 50 wheels with carbon spokes and CeramicSpeed bearings.

The SRAM Red AXS bike goes considerably lighter with AX Lightness Ultra SL wheels. They have 45mm-deep rims and weigh a claimed 950g as a wheelset. That 950g wheelset helps explain how the complete Red bike sneaks down to 6.2kg.

Weight Savings in the Small Stuff

Plenty of smaller changes hide around the frame, too. The FALCN RS 2.0 uses a lightweight seatpost clamp first seen on Ridley’s Kanzo Fast 2.0. It combines a carbon shell with a titanium bolt.

On Shimano electronic builds, Ridley also moved the Di2 battery from the seatpost to the downtube. That gave its engineers more freedom to make the new seatpost narrower and lighter.

The bike gets CeramicSpeed headset bearings, and Ridley also calls out Selle Italia’s SLR Racing Replica saddle as part of the lightweight component package. 

UDH and 35mm Tire Clearance

The FALCN RS 2.0 gets a few updates that make swapping components easier. There’s now a UDH derailleur hanger, and the frame supports both 1x and 2x drivetrains. The front derailleur hanger is removable, so a 1x build doesn’t have to carry an unused mount.

Tire clearance tops out at 35mm, leaving plenty of room for 30mm and 32mm race tires while still allowing wider options for rough roads or long training days. Complete bikes also come with lightweight TPU inner tubes.

Ridley FALCN RS 2.0 Pricing

The new FALCN RS 2.0 comes in sizes XXS through Large and can be customized through Ridley’s configurator.

European pricing is:

• Shimano Ultegra Di2: €7,499
• SRAM Force AXS: €8,499
• SRAM Red AXS: €12,499
• No US prices are listed yet.

Ridley-bikes.com

Not only is Van Rysel entering the mountain bike market, but it’s going big with its first-ever MTB, a 32” full-suspension XC model. The brand tells us the new RCR-XC was designed around the up-and-coming 32” wheel size with one goal: to win cross-country races at the highest level of the sport. Along with the new bike, Van Rysel is also announcing that it will be the official bike and apparel sponsor of the Decathlon-Ford World Cup XC team for 2027. 

With the RCR-XC, Van Rysel is leveraging its experience making high-performance road, gravel, and triathlon bikes into the design of its first-ever mountain bike. And the brand is wasting no time at all with a 32” wheeled full-suspension XC race bike and its sights set on World Cup success. 

“We didn’t set out to build just another mountain bike, but one of the fastest in the world: the RCR-XC is designed to win the biggest races. To fuel that ambition, we applied V|R’s successful scientific method, based on data and wind tunnel testing, to off-road riding, with no compromise. This frame is the result of co-design: the dynamics of a 32-inch at a lower weight than a 29-inch, validated by the best riders in the world.” 

-Luis Moro, VAN RYSEL MTB Product Manager.

Van Rysel RCR-XC Details

With its very first mountain bike, Van Rysel said it set out with one goal in mind: “to develop the ultimate machine to win the biggest XC races.” Using World Cup data collected since 2024, they say the design focused on the three most important variables: speed, power, and time. To that end, they cut to the chase and went straight to 32” wheels because they believe it “offers real-world performance advantages.” 

Suspension and Travel

While the details provided by Van Rysel focus more on wind-tunnel testing and World Cup domination, there’s quite a bit we’ve gathered from the photos in our media kit. The frame is made with Super High Mod Carbon and has a single-pivot flex-stay suspension design. Closer to the rear axle, the seat stays are aggressively sculpted/flattened, presumably to facilitate said flex. The rear travel length was not shared with us, but we’re guessing it’s probably 110 or 120 mm, given the specification of the 130mm travel fork. 

On that note, we’re also catching another glimpse of the still unreleased 32” RockShox SID Ultimate Flight Attendant fork recently revealed on Trek’s new 32” race bike. As mentioned, that fork gets 130mm of travel, which, when paired with the 32″ wheels, Van Rysel says “demonstrated better agility in descents during the testing phases. Riders can thus recover better in technical sections and conserve their energy for flat or uphill sections.”

Bigger Wheels, Lighter Weight

According to Van Rysel, they drew on their carbon frame-building expertise to make the RCR-XC frame as light as possible. Despite the larger wheel size, the brand tells us that this frame is actually 230 grams lighter (size M frame) than the 29” race bike used by the Decathlon-Ford team in 2026. 

Aero MTB?

Van Rysel is no stranger to the wind tunnel, and they say aerodynamics was placed at the heart of the RCR-XC’s development. While the claim that this is the first time a mountain bike has been put in a wind tunnel seems somewhat dubious, they say that testing helped shape the bike to save precious watts. Compared with the Decathlon-Ford team’s 2026 race bike, they claim the RCR-XC delivers a savings of 15.5 watts at 35 km/h. 

Zipp Aero MTB Wheels?

If you’re going all-in on aerodynamics, then we guess it makes sense to see deep-section Zipp wheels on the RCR-XC. That said, Zipp doesn’t make any aero MTB wheels, so we’re assuming these are probably from the brand’s gravel lineup. (Remember, 32″ gravel racing is a thing now, too!) They look just like scaled-up versions of the 303 XPLR S aero gravel rims (without identifying logos), which have a 32mm internal width, but are presumably laced to Boost-spaced hubs, like pretty much all 32″ gravel & XC wheels we’re seeing at the moment.

How About that Handlebar?

While most of the 32” mountain bikes we’ve seen thus far use negative rise stems to account for the increase in stack height, it looks like Van Rysel is trying something different. In the photos, the RCR-XC is equipped with an integrated handlebar-stem that appears to be made by Deda Elementi or is perhaps a collaboration between the two brands. Rather than negative rise at the stem, the negative rise is in the bar. This setup is certainly unique and eye-catching, and strangely reminds us of a Thai water buffalo’s horns.

Geometry

In addition to rear suspension travel, the other important detail that wasn’t shared with us is the geometry chart. That means we obviously don’t have the specifics to share. But given its intended use, and by the looks of it, the RCR-XC is sporting a cross-country race geometry.

Decathlon-Ford Team Sponsor

“Developing the fastest machine in the world only makes sense if it’s ridden by the best athletes on the planet. Today, it is an honor and an immense source of pride for me to announce: VAN RYSEL becomes the official bike and apparel supplier for the DECATHLON FORD team from the 2027 season!” 

-Nicolas Pierron, CEO of VAN RYSEL. 

That means we’ll get to watch Decathlon-Ford’s world-class roster, including riders like Luca Martin, Samara Maxwell, and Savilia Blunk, put the RCR-XC to the ultimate test between the tape in next year’s World Cup XC races. Talk about a proving ground for a brand’s first mountain bike…

Availability

Van Rysel says that its arrival in the mountain bike market will begin with an apparel line, which will be available in Europe starting in 2027, with other markets to follow. The new RCR-XC bike will be raced by the Decathlon-Ford World Cup team next year, with their continued feedback being incorporated into a final production model that will “go on sale at a date to be announced later.”

In the meantime, you can learn more about Van Rysel’s first mountain bike at their website.

VanRysel.com