Here’s some pretty exciting news from the crew over at Camp and Go Slow (CAGS)! They’ve announced that they will be working with North Carolina’s bikepacking bag-making aficionados, Rockgeist, to offer custom, made-to-order frame bags. That’s pretty exciting because you get to pick the bag style, fabric, trim, and any number of features on CAGS website.

Some of the features you can add are zip options, bolt-on or lace-mounted options, hang loops, or even an AirTag pocket. The price of the bag will update as you build it. And shipping is freeeee!

Custom Framebags!

CAGS customers have been asking for custom bags from the brand for a long time, and they pondered it while waiting for the right time to make it happen. The right time happened to be last Fall when the CAGS crew met the team at Rockgeist. It was kismet.

Rockgeist has been making custom frame bags for 12 years. They make a high-quality product and are currently the only company in North America welding frame bags. Welded frame bags cannot be custom ordered and are available in universal shapes. The made-to-order bags from CAGS are custom-fit to your steed’s specifications, so they are sewn.

How does it work?

When you order your dream bag on Camp and Go Slow’s website, you’ll start by choosing your fabric(s), trim tape, and all the optional features you want.

As soon as you place your order, it’s automatically sent to Rockgeist, and you’ll be entered into their queue. While you wait, you’ll create a PhotoFit template of your bike. Rockgeist will use this template to ensure your bag fits perfectly. When it’s done, it will ship directly to you from Rockgeist.

Rockgeist Retail & Standard Features

Retail: $240 (base price)

• Variable Velcro attachment to the top tube near your stem. This allows compatibility with your choice of top tube bag.
• All bags that do not select bolt-on or lace-up attachments will default to Velcro connections.
• Drive-side main zippered compartment giving access to entire bag
• Cell phone/wallet pockets inside the map pocket for bags large enough.
• If a zippered horizontal divider is not chosen, large frame bags at risk for leg rub will come with vertical divider.
• Hydration/electronic access from both the map pocket and main compartment.
• Drain port
• Durable molded #10 YKK zippers
• 1050D ballistic nylon spine fabric (black)

Dumpling Hip Packs Back in Stock!

Retail: $175 (Big Dumpling), $140 (Little Dumpling)

Camp and Go Slow has new stock of the popular Camp and Go Slow/Rockgeist Dumpling Hip Packs. This is CAGS’ “go-to” hip pack. You can pick from two different sizes and four color options. Plus, the smaller size, the Little Dumpling, now features a 1″ daisy chain right across the front of the bag, just like the larger size.

Big Dumpling Specs:

• Seam-welded construction with Eastern Rattler, Western Rattler, Brown Trout, or Great Horned Owl trim tape
• 6L max capacity
• Hip wings/straps adjust to fit 30″ to 46″ in circumference
• Roll top/flap enclosure so there are no zippers to fail
• Internal cell phone or wallet sleeve
• Closed-cell foam & 3D mesh back and hip padding
• 1 1/2 inch belt with side-release buckle closure
• Tag placement may vary from the ones photographed
• Made by Rockgeist in Asheville, North Carolina

Little Dumpling Specs:

• Seam-welded construction with Eastern Rattler, Western Rattler, Brown Trout, or Great Horned Owl trim tape
• 3L max capacity
• Hip wings/straps adjust to fit 28″ to 44″ in circumference.
• Roll top/flap enclosure so there are no zippers to fail
• Internal cell phone or wallet sleeve
• Closed-cell foam & 3D mesh back and hip padding
• 1 1/2 inch belt with side-release buckle closure
• Tag placement may vary from the ones photographed
• Made by Rockgeist in Asheville, North Carolina 

Trims and Sample Gallery

Check out all of the amazing Camp and Go Slow goodies at the link below.

Campandgoslow.com

Tennessee-based Litespeed Bicycles has been hand-crafting titanium frames of all kinds for decades. The brand recently introduced a new model to its lineup, known as the Rumpus. Unlike most of its other bikes, however, the Rumpus does not have pedals: this is a titanium balance bike built for the smallest, well-heeled riders to learn to ride in style. Of course, this isn’t the first high-end balance bike we’ve seen. Anyone remember the Specialized Hotwalk Carbon?

Rumpus Details

The Rumpus is a balance bike, so there isn’t really a lot to it, but here’s what we know. The frame uses aerospace-grade titanium tubing and is welded by hand by Litespeed’s experts in Chattanooga, Tennessee. The titanium frame is paired with a titanium handlebar and carbon fork, and the complete build reportedly weighs just 7 pounds (3.1 kg), making it “light enough for a 2-year-old to lift.”

It comes with a custom anodized head badge and logos in natural gold, along with classy-looking tan grips and saddle. It also comes with a bespoke titanium stand, so you can show it off and, more importantly, keep it from lying on the ground all the time. Additionally, when purchasing, you can add a message of up to 18 characters to be anodized on the chainstay. 

Each Rumpus is made to order, and the lead time is 2-3 weeks. The bike arrives fully assembled, and the only adjustment needed is to the saddle height. Then your little shredder can stride off into the sunset.

Litespeed made the Rumpus to last a lifetime, and they back it up with a lifetime warranty. So, even though your little one will outgrow it in no time, it’ll be ready when their kids learn to ride.

Pricing and Availability

If you read the headline, then you already know the Rumpus retails for $1,000 — actually just $999.99. With a price like that, it certainly won’t be for everyone, but we imagine there are some titanium aficionados out there who will be starting ‘em young. 

The Rumpus is available now and, again, made to order with a 2-3 week lead time. Head to the Litespeed website to check it out or place your order.

litespeed.com

In its three-year history, the Pinarello Dogma XC has seen more than its fair share of podiums. Pauline Ferrand-Prévot raced it to a World Championship title, and Tom Pidcock earned two World Titles, a European title, and an Olympic gold medal aboard the Dogma XC, too. That race-winning bike isn’t going anywhere, but moving forward, it will be known as the Dogma XCR. 

That’s because Pinarello is introducing the Dogma XCT, a race-ready machine made to tackle “longer-distance marathon and downcountry races.” With the XCT, Pinarello made some cockpit and component changes to enhance capability and comfort over technical terrain and long distances. Additionally, Pinarello is introducing its new, more accessible Dogma XC Series.

Dogma XCR and XCT

The flagship Dogma XCR and XCT models are built around the same top-level frame made with TorayCa M40J carbon fiber. It features a flex stay suspension design and 100mm of travel (adjustable to 90mm with a different stroke shock). The top-tier Dogma XCR gets a new coat of paint and numerous component updates, including the full Flight Attendant suspension package with a 120mm SID Ultimate fork, and a speed-oriented build that aims to keep it at the pointy end of modern cross-country races. 

Dogma XCR: €15,000 | £13,000 | 300,000 ZAR | 14,700 CHF

• Frame – TorayCa M40J
• Groupset – SRAM XX SL Transmission
• Brakes: SRAM Level Ultimate
• Wheelset – DT Swiss XRC1200
• Fork – RockShox SID Ultimate Flight Attendant (120mm travel)
• Shock – RockShox SIDLuxe Ultimate Flight Attendant
• Cockpit – One-Piece Integrated Carbon
• Seatpost – RockShox Reverb AXS (120-150mm travel dependent on size )
• Tyres – Vittoria Mezcal RACE 2.4
• Color: Arctic Flamel

Dogma XCT

The new Dogma XCT shares the same frame and geometry and is still a race-ready machine focused on efficiency, precise handling, and speed. With the XCT, however. Pinarello added some more robust components and relaxed the cockpit setup to enhance capability and comfort over long distances. The biggest differences are the Fox suspension package, the beefier Maxxis Rekon tires, and the wider, higher-rise two-piece cockpit setup.

Dogma XCT: €13,500 | £12,000 | 270,000 ZAR | 13,250 CHF

• Frame – TorayCa M40J
• Groupset – Shimano XTR Di2 1×12
• Brakes: Trickstuff Piccola Carbon
• Wheelset – DT Swiss XRC1200
• Fork – Fox 34 SL Factory (120mm travel)
• Shock – Fox Float Factory 210×50
• Stem – Race Face Turbine SL
• Handlebar – Race Face Era CARBON
• Seatpost – Fox Transfer (120-150mm travel dependent on size )
• Tyres – Maxxis Rekon 2.4 TR
• Color: Arctic Veil

New Dogma XC Series

To complement its flagship Dogma XCR and XCT models, Pinarello is also introducing the new XC Series. These bikes share the same frame design and racy intentions as their high-end siblings, but use a more affordable TorayCa T900 Carbon frame and components to significantly reduce the prices. There are three models in the XC Series, with prices starting at €6,500.

Dogma XCR9: €8,700 | £7,900 | 174,000 ZAR | 8,550 CHF

• Frame – TorayCa T900
• Groupset – SRAM XO Eagle
• Wheelset – FSA SCi30
• Fork – Rockshox SID SELECT+ 35 3P 120mm
• Shock – Rockshox SIDLuxe SELECT+ 3P Remote Out Pull A2 210×50
• Cockpit – Talon Ultra XC
• Seatpost – Dropper Post KS E20i! 30.9 + Remote Westy 2.0 MMX
• Tyres – Vittoria Tire Mezcal XC Race 29X2.4
• Color: Amethyst Dust

Dogma XCT9: €8,000 | £7,500 | 160,000 ZAR | 8,500 CHF

• Frame – TorayCa T900
• Groupset – Shimano XT Di2 1×12
• Wheelset – DT Swiss XR1700 28
• Fork – Float SC 1.5 D34 T120 R44 Grip SL Factory Crown
• Shock – Float F-S 210×50 Factory 2pos-Adj Evol LV MY27
• Cockpit – Race Face Aeffect R 40mm + Race Face Turbine 780mm rise 20mm
• Seatpost – Dropper Post KS E20i! 30.9 + Remote Westy 2.0 e-type
• Tyres – Rekon 29X2.40 EXO TR
• Color: Black on Black

Dogma XCT7: €6,500 | £6,000 | 130,000 ZAR | 6,350 CHF

• Frame – TorayCa T900
• Groupset – SRAM Eagle 90 Transmission
• Wheelset DT Swiss XR1700
• Fork – RockShox SID 35 Base 3P 120mm
• Shock – Rockshox SIDLuxe Select + 3P Lever A2 210×50
• Cockpit – Race Face Aeffect R 40mm + Race Face Turbine 780mm rise 20mm
• Seatpost – Dropper Post KS E20i! 30.9 + Remote Westy 2.0 MMX
• Tyres – Rekon 29X2.40 EXO TR 
• Color: Gobi Ash

Dogma XC Geometry

As mentioned above, all of the Pinarello Dogma XC models share the same frame design and geometry. This is a purpose-built XC race bike, and that is reflected in numbers like the 67.5°-68° head tube angle and ~75° effective seat tube angle. Check the chart below for all the details.

Availability

Pinarello’s new Dogma XCR, XCT, and XC Series officially launched yesterday, and they are available now. Head to the Pinarello website to learn more, check availability in your region, or find a dealer near you.

pinarello.com

At Sea Otter back in April, Wolf Tooth Components had its unreleased hubs hiding in plain sight on several of the display bikes at their booth. At the time, we learned everything we could about the soon-to-be-released hubs, but that did not include when they would hit the market. Well, that time has come, and today, Wolf Tooth is officially launching its US-made hubs for road, gravel, and mountain bikes.

As we learned months ago, Wolf Tooth’s new hubs are engineered and machined in-house in the USA and utilize the ENVE INNERDRIVE system. They will be available in three configurations, covering the needs of road, gravel, and mountain bike riders. Wolf Tooth is selling the hubs on their own for custom wheel builds and is currently partnering with ENVE and We Are One for complete wheelsets. Let’s check them out.

Wolf Tooth Hubs Details

Like everything else Wolf Tooth makes, its new hubs are engineered and machined in-house to the exacting standards that the brand is known for. The hubs are made from aerospace-grade 7075-T6 aluminum, with “angular form hub shells bringing the Wolf Tooth design language to wheel building for the first time.” At launch, the hubs come in three distinct configurations to fit all modern road, gravel, and mountain bikes. Those configurations are:

• Straight Pull Road / Gravel – 24h – 326g F/R Set
• Straight Pull MTB Boost (XC/Trail) – 28h – 371g F/R Set
• J-Bend MTB Boost (Aggressive Trail to DH) – 28h / 32h – 442g F/R Set

The straight pull hubs “feature aggressive machining and smart material use for weight reduction without sacrificing durability.” The J-bend hubs are built to handle the extra abuse of everything from aggressive trail to full-on DH riding with an oversized aesthetic, and the ability to accommodate both 15mm and 20mm front axles.

Wolf Tooth also designed the hubs with ease of maintenance in mind. This includes consistent spoke lengths per wheelset and standard bearing sizes across the front and rear hubs. They say that the hub ratchets can also be quickly and easily swapped, and they’ve included a circlip to hold them in place and ensure they don’t fall out while doing maintenance on the trail or in the shop.

As is typical of Wolf Tooth, its Hubs are currently available in six anodized finishes: Ultraviolet Purple, Black, Orange, Gold, Blue, and Red. Apparently, there are more colors to come. As usual, you can go to the Color Shop to mix or match colors with Wolf Tooth’s other components. 

ENVE INNERDRIVE

All of Wolf Tooth’s Hubs run on the ENVE INNERDRIVE system. While the team at Wolf Tooth says it explored designing its own proprietary drive system, they concluded that ENVE’s system hit their benchmark targets and struck the performance balance they were looking for. They state that the oversized INNERDRIVE ratchet rings provide benefits over most other ratchet-style hubs. 

Wolf Tooth claims “the larger 42mm diameter drive rings allow for higher engagement tooth counts without sacrificing durability.” Additionally, riders can tune the hub’s engagement to their preferences with the option to choose between 40T PRO*, 60T, 80T, or 100T drive ratchets. According to the brand, the highest tooth count results in quick, 3.6-degree engagement.

Wolf Tooth says that the 40T PRO ratchet is their preferred setup, and it comes stock in the road and gravel hubs. To save weight, they’ve milled additional material and reduced the standard ratchet’s diameter. They claim that when paired with the light force of the INNERDRIVE ratchet spring, this setup has minimal ratchet drag while delivering reliable engagement. 

Perfect Preload

Wolf Tooth says its Perfect Preload System uses a tuned wave washer that eliminates the need for bearing preload adjustments. During assembly, the bearing preload is optimized “and dynamically adjusts over the life of the hub.” No special tools are required; all the rider needs to do is torque the hub’s endcap to spec and “perfect preload is set, every time.”

Complete Wheel Builds

Of course, Wolf Tooth is selling its new Hubs on their own so riders can build up their own custom, high-performance wheelset. For complete wheel builds, Wolf Tooth is partnering with ENVE and We Are One, both of which lay up their carbon rims in North America. The complete wheelset options have all of the bases covered, from high-performance road riding to gravity MTB. The options at launch are:

• Enve SES 4.5
• Enve G SES 4.5
• We Are One Whisp
• Enve M6
• We Are One Triad 29″ and Mullet
• Enve M8

Pricing and Availability

Wolf Tooth new Hubs have a retail price of $729.90 USD for the set ($239.95 front and $489.95 rear). The Hubs and complete wheelsets are available now through the brand’s website and Wolf Tooth’s worldwide network of dealers and distributors.

wolftoothcomponents.com

Along with new carbon rims, Minnesota’s Salsa Cycles has also announced a refresh to the Beargrease fat bike. The new version draws on the brand’s history with fat-tire designs going back to their first model, the Mukluk, all the way back in 2010.

Then, in 2014, the first Beargrease was introduced. Now, here we are with a new and improved Beargrease… let’s check it out.

This latest Beargrease is built around 27.5 x 4.5″ tires. Salsa says this balances traction and stability across a range of conditions, from winter ultramarathon racing to shralping groomed singletrack sessions.

The new Beargrease is available with either a carbon fiber or 6061-T6 aluminum frame. Each of these frame choices is paired with the new Bearpaw forks in either carbon or aluminum, depending on frame choice.

What About the Geo, Bro?

Salsa says the new Beargrease’s geometry has shifted closer to what you’d find on a modern trail bike. It features a steeper seat tube angle, slacker head tube angle, and longer chainstays.

In practical terms, this means your weight sits more centered over the bike, which helps with handling on slippery or low-traction surfaces while still keeping things manageable on tighter trails.

Inspiration From the Past

According to Salsa’s product team, this Beargrease refresh draws inspiration from two previous platforms. It pulls from both the exploration-focused Heyday and the race-oriented Beargrease. When combined, you get a bike that can handle a wider variety of riding styles.

Beargrease Retail & Frame Details

Beargrease C Frameset: $1.999
Beargrease C GX AXS: $5,999
Beargrease C Eagle 90: $4,299
Beargrease C Eagle 70: $3,299
Beargrease Eagle 70: $1,999
Beargrease C CUES 11: $2,320

Frameset Details:

• Frame weight: 5 lb. 9 oz. with axles, collar, headset, and uncut steerer
• Frame: Beargrease Carbon
• Color: Twilight Purple
• Fork: Bearpaw Carbon
• Headset: FSA NO.57E-T
• Front Axle: 15mm Thru x 150mm
• Rear Axle: 12mm Thru x 197mm

The new Beargrease is available now through Salsa Cycles. To check out the full build kit details, they can be found on the Salsa website; click the link below.

SalsaCycles.com

Winter is coming. And nobody would know that more than our friends at 45NRTH. With winter comes the fat bike season (well, the bulk of the fat bike season anyway). So the Minnesota brand just launched some new carbon rims for fat-tire bikes. The new carbon Levitas fat-bike rims were designed to complement 45NRTH tires, but they’ll work with any fat bike tires in the proper size.

The internal widths of the new Levitas are tailored specifically for each wheel diameter. This creates a broad, well-supported tire profile that maximizes flotation, traction, and control for the most demanding winter conditions. The new Levitas uses a narrower spoke bed to reduce weight where possible, while still reinforcing the rim walls for strength and impact resistance.

45NRTH Levitas Rim Retail & Detail

Retail: $599 (one rim, and either 26″ & 27.5″ size)

• 32-hole drill pattern for strong wheel builds
• Optimized relationship between tire volume and rim width for consistent contact patch and tire profile
• 35mm rim depth
• Includes a single layer of 30mm rim tape and a 65mm valve
• Fits 4-5″ wide tires
• Max inflation: 30 psi
• Tested to ASTM Category 3; suggested weight limit of 300 lbs

Levita Rim Specifications

26″ Levitas Rim

• Rim Size: 26″
• Rim Material: Carbon
• Spoke Count: 32
• ERD: 510 with washers
• Inner Rim Width: 84
• Outer Rim Width: 91
• Rim Depth: 35
• Max PSI: 30
• Brake Type: Disc brake only
• Recommended Tire Range: 4-5″
• Tire Type: Tubeless-ready
• Weight: 680g

27.5″ Levitas Rim

• Rim Size: 27.5″
• Rim Material: Carbon
• Spoke Count: 32
• ERD: 536 with washers
• Inner Rim Width: 76
• Outer Rim Width: 83
• Rim Depth: 35
• Max PSI: 30
• Brake Type: Disc brake only
• Recommended Tire Range: 4-5″
• Tire Type: Tubeless-ready
• Weight: 660g

45NRTH.com

Today, the German brake specialists at Magura are introducing what they are calling the most powerful brake they have ever developed: the Race Pro. Designed with massive stopping power and uncompromising control in mind, the new Race Pro is aimed squarely at serious mountain bike riders. Magura also breaks its own mold and aims to quiet “the haters and skeptics” by manufacturing the Race Pro brakes in premium aluminum.

Magura Race Pro Details

Magura makes it very clear that the goal with the Race Pro was to create its most powerful brake to date. With a name like Race Pro, it’s clear that it’s aimed at racers, particularly gravity riders, but is intended for use by all riders seeking peak braking performance. They say the new brakes offer full power and aggressive bite, but with a gentle touch. This means that riders get extreme braking power when they need it most, with smooth actuation and low hand force to keep arm pump at bay.

Magura says that efficiency is the key to this new brake. “Our legendary radial master piston, actuated towards the handlebar, and a low-friction anodized piston chamber convert every bit of finger force into braking power.” That’s paired with a ball-bearing lever pivot to ensure smooth operation. At the caliper, the one-piece forged construction ensures maximum stiffness and no loss of braking force transferred to the pads.

Magura says that another key benefit of the new Race Pro is predictable braking power delivery. The brake lever leverage ratio curve is a perfectly straight line, indicating a constant, linear leverage ratio which “remains precise to modulate and is consistently predictable at all times.” They say this avoids the on/off feel of other brakes and offers the widest modulation range.

More Metal

On previous Magura brakes, the brand has relied on its Carbotecture material for many of the components. With the Race Pro, Magura has chosen to craft the brake master, lever blade, and clamp from aluminum. Those parts join the caliper, which still relies on its proven one-piece forged design, which they say ensures reliability, no leakage, and provides an optimal balance of stiffness and weight. 

According to the brand, they’ve meticulously machined the parts to remove all unnecessary grams to achieve best-in-class weight. This includes the lever and caliper, both of which are CNC post-machined after forging, for weight savings and also for a sculpted minimalist aesthetic. They’re continuing to use the radial master cylinder, but have arranged the oil volume axially to save space and achieve the most compact design possible.

Easy Link, Easy Service

The Race Pro relies on Magura’s Easy Link hose coupling, an innovative design that allows you to quickly and easily disconnect the brake hose from the master whenever you want. Magura says they’ve taken this design a step further than on the Gustav brakes with a new threaded Easy Link valve. This ensures that when the connection is open, the master remains sealed.

Magura says that, like the Gustav, the Race Pro caliper features a similar continuous oil circuit flow with no dead ends to trap air. Reportedly, this design means that caliper orientation during bleeding is “virtually irrelevant” and the bleed process is quick and easy. 

On top of that, Magura has expanded its spare parts offering to include levers, lever bearing kits, master cylinder piston & seal kits, and reservoir caps for repairs or refurbishing. The race Pro also comes with a 5-year leak-proof guarantee.

Pads and Rotors

The Race Pro is compatible with all of the MDP-13 brake pads, “including the genius MDP-13+ Shim pads.” This includes three pad compound options: Black, Silver, and Yellow, so you can choose what best suits your needs and preferences. The Race Pro comes with Silver pads as the default, and the MDP-13 Yellow provides a 10% boost in braking power for those in need of maximum deceleration.

• Yellow: “For those pushing their equipment to the limit in pursuit of seconds and delivering maximum deceleration during short, powerful braking maneuvers. Organic compound.”
• Silver: “Perfect for performance-oriented riders who need optimum braking power for longer braking. Organic compound.”
• Black: “The all-rounder for sporty riders who prefer balanced braking power, durability, and low noise. Organic compound.​​​​”

The new race Pro is also compatible with all of Magura’s 2.0mm brake rotors in all sizes from 180mm to 220mm. These include:

• MDR-P: Two-piece rotor for maximum power with an aluminum spider
• MDR-S: High braking power and good heat resistance at moderate weight.
• MDR-C: Reinforced brake rotor for increased heat resistance and low vibration.

Similar to its Gustav and Louise siblings, the Race Pro features Magura’s ShiftMix-IG interface on the brake master clamp. This allows riders to cleanly mount dropper remotes or shift levers from SRAM, Shimano, or TRP for a clean cockpit, while the ShiftMix-IG’s adjustability should help ensure an ergonomic setup.

Tech Details

• TYPICAL USE: XC, Trail, Enduro, DH, E-MTB
• MASTER: Aluminum, forged & CNC machined
• HOSE CONNECTION: Magura Easy Link
• LEVER: Aluminum CNC, toolless reach, ball bearing
• CLAMP: Aluminum CNC, Shiftmix IG integrated
• CALIPER: Aluminum, forged & CNC machined, 4 pistons
• COLOR: Silver matte, black
• BLEEDING: Bleeding valve
• BRAKE HOSE: MAGURA Disctube 2.2, rotatable
• ROTOR THICKNESS: 2.0 mm
• ROTOR DETAILS: 180-220 mm, 6H or CL
• BRAKE PADS: MDP 13 SILVER
• WEIGHT: 310 g (1 m hose)
• GUARANTEE: 5-year leak-proof guarantee
• PRICE (RRP): 699,80 € / $699.00 (set)

Availability

Magura’s most powerful brakes are available now. Head to the Magura website to learn more about the new Race Pro brakes, or find a dealer near you.

magura.com

Shimano has spent more than two decades changing almost everything around its road pedals without seriously messing with the SPD-SL cleat. That changes with SPD-SLR.

The new system brings a redesigned road cleat, new Dura-Ace and Ultegra pedals, and two new road shoes built around a lower shoe-to-pedal connection. Shimano says the complete package cuts stack height by 2.3mm, clips in faster, drops cleat weight, and creates a stiffer connection between the rider and bike. Just don’t try to ride your teammate’s bike with the new SPD-SLR pedals and you have the SPD-SL cleats…ask Mathieu Van Der Pol.

The pedals are interesting, but nothing wildly different; same goes for the S-PHYRE shoes, but the cleat is where the story is.

First Change To SPD-SL Since 2003

Shimano introduced SPD-SL in 2003. Shimano has updated pedal bodies, bearings, shoes, and even cleat float options. The basic three-bolt cleat-to-pedal interface has remained remarkably familiar. SPD-SLR is the first fundamental rethink of that connection in more than two decades.

And, thanks to a tragic attempted bike change at 2026 Paris-Roubaix, we already know why compatibility matters.

SPD-SLR: Same Idea – Different Connection

Shimano is treating SPD-SLR as a complete system, not a new pedal with a slightly different body. If 2026 had a tagline for bike innovation, it would be “think of it as a full system”. 

Shimano developed the shoe, cleat, and pedal together, focusing on reducing movement between the three contact points. The biggest number is a 2.3 mm lower stack height, bringing the foot closer to the pedal axle. 

Why does stack height matter so much? A couple of millimeters doesn’t sound dramatic until you remember this contact point moves thousands of times over a ride. A lower stack can reduce leverage between the foot and pedal axle, give a rounder pedal stroke, and provide a more stable platform under hard efforts.

The cleat now sits tighter against the pedal. Shimano claims there is zero gap between the two surfaces as part of the new system’s improved stability and power transfer. That also means a better clip-in experience. 

SPD-SLR = Faster Clip-In

Shimano has widened the catch area and reduced the engagement angle from 15.5 degrees on SPD-SL to 10.5 degrees on SPD-SLR. The smaller angle means less pedal rotation is needed before the cleat finds and engages the pedal. 

The redesigned cleats are also considerably lighter. Shimano says SPD-SLR cleats weigh up to 25% less than their SPD-SL equivalents. Example: The SM-SH12 cleat set weighs 71g compared with 55g for the new CL-SL120. But we’ve yet to actually lay hands on the new cleats. 

Sixteen grams will not transform a bike. However, getting lighter while reducing stack and changing the engagement mechanism is a nice bonus.

Four SPD-SLR Cleats

Shimano is also expanding the road cleat family from the familiar red, blue, and yellow options to four SPD-SLR versions.

• Red (CL-SL100) is the fixed option with zero float.
• Yellow (CL-SL110) is the higher-float option, with Shimano showing ±3 degrees of rotational movement.
• Blue (CL-SL120) reduces that to ±1 degree for riders who want some movement without much lateral wandering.
• Gray (CL-SL130), which is a little different….

The gray cleat is intended to help riders use SPD-SLR pedals with most non-Shimano three-bolt road shoes. It provides more adjustment range for shoes with fixed cleat mounting positions, but it does not provide the same low-stack or weight benefits as the three core SPD-SLR cleats. Basically, if you want the low stack and low weight, you’re gonna have to get on the Shimano shoes. But let’s move on to the pedals….

New Dura-Ace PD-R9300 Pedals

SPD-SLR makes its top-level debut on the new Dura-Ace PD-R9300.

Visually, it still looks like a Shimano road pedal. The changes are in the body shape, contact surface, bearings, and the new cleat interface. The pedal uses an injection-molded carbon-composite body with an extra-wide platform and an integrated stainless steel contact plate. Shimano says the plate improves engagement and increases stiffness at the shoe-pedal interface.

The axle runs on wider bearings intended to spread load more evenly. Shimano claims an 11% increase in stiffness compared with the PD-R8200. Shimano now heat-treats the axle and has revised the bearing surfaces. In this new process, Shimano claims 53% less rotational resistance than the PD-R8200.

Shimano’s goal was to reduce losses through the entire connection from shoe to axle. It sounds pretty convincing, but thats only if you’re getting on the shoes too.

Ultegra Gets SPD-SLR Too

The new Ultegra PD-R8200 uses the same SPD-SLR architecture.

It gets a lightweight resin body, stainless steel contact plate, and the same engagement characteristics as Dura-Ace. Riders will trade some of the top-tier refinement for a slightly lower price point, but with the same stack height as the Dura-Ace setup. 

New S-PHYRE RC910

Shimano also built a new flagship shoe around the lower SPD-SLR interface, and it’s pretty integral to the whole system.

The S-PHYRE SH-RC910 gets a new Carbon Hollow Core midsole, carbon-fiber heel cup with Anti-Twist Stabilization, revised surround-wrapping upper, additional ventilation, and DYNALAST 2.0. The SPD-SLR mounting platform should give riders more cleat adjustment range.

Shimano says the Carbon Hollow Core construction aims for maximum pedaling efficiency while keeping weight down. The carbon heel structure is meant to keep the back of the foot from twisting under hard efforts. The previous S-PHYRE used nylon heel retention and felt OK to us, but I wouldn’t mind carbon if it’s comfortable. 

The lower cleat interface is part of the shoe, not something Shimano popped underneath an existing RC903. 

RC810 Brings the Platform Down a Level

The new SH-RC810 brings much of the same thinking to the tier below S-PHYRE.

It uses dual BOA Li2 dials, DYNALAST 2.0, an external heel stabilizer, replaceable heel pads, and a hollow-channel carbon midsole with ventilation and water drainage.

Most importantly, it gets the new SPD-SLR mounting platform and expanded cleat adjustment.

That gives Shimano two shoes (at different price points) built around the new interface from launch, while still letting riders with existing Shimano three-bolt road shoes use the new cleats.

Where From Here?

For a company that rarely changes standards without a reason, SPD-SLR is a notable move. Shimano has decided there were enough gains left between the sole of the shoe and the pedal axle to justify walking away from more than 20 years of road-pedal compatibility.

After watching Van der Poel discover that fact in the middle of Arenberg, nobody can say Shimano changed it quietly. But we’ll save our comments until we can experience this new system for ourselves. Until then, remember to check the neutral service bikes next year….

Yesterday, Trek Bikes and Trek Factory Racing posted a short teaser video on Instagram with the caption, “Something big is coming.” In the video, World Cup XC racer Evie Richards is riding what appears to be a full-suspension XC race bike with 32” wheels. This isn’t the first time we’ve seen this bike, however, as Trek slipped it into their own documentary earlier this year. While that looked like a prototype, the bike that Richards is riding appears to be production-ready.

While Trek has not confirmed a production 32” XC bike yet, “something big” certainly alludes to it. And, as we know, the 29” flex-stay bike the Trek factory Racing team has been riding all season was never going into production. Instead, it seems the team at Trek has been focused on our potential big-wheeled future and is likely to be the first mainstream brand to market with a production 32” bike. Is this the new Supercaliber, or will they call it something different?

Based on the Instagram video and our blurry screenshots, this bike appears to use a single-pivot flex-stay design with a layout that looks nearly identical to the 29” bike the Trek team has been racing this year. If it’s a race bike, then it’s definitely carbon fiber, and the “Project One” on the frame means that it will likely be part of Trek’s customization program.

It also appears that the bike has a SID Flight Attendant fork, which means that it’s also likely that RockShox will be launching a production 32” fork soon, too. Obviously, SRAM/RockShox have been working on something, but this is the first we’ve seen of any 32″ forks from them. It also seems that Trek has managed to scale its 32” platform to fit smaller riders — Evie Richards is 5’3” — meaning this bike and its larger wheels won’t be exclusive to taller riders. Obviously, it also has a significantly negative-rise stem and potentially an integrated bar-stem combo, too..? 

Regardless, Trek is actively feeding the hype machine, and it will be interesting to see exactly what this new bike is and when it comes out. We’re certainly looking forward to checking it out when it does. Stay tuned.

And the Big Reveal…

Of course, while we were publishing the article above, Trek posted another Instagram video with the caption “32″ wheels have landed.” In it, a Trek mechanic is building up one of Trek Factory Racing’s 32″ prototypes, which will be raced for the first time at the World Cup in Soldier Hollow, Utah, this weekend.

Check out the video below, and especially the 32″ RockShox SID Ultimate Flight Attendant. Sure looks production-ready to us. I guess we all need to tune in to the XC racing action this weekend to see how Trek’s new 32″ XC race bike fares on the course. We’ll definitely be watching.

Last year, portable electric inflators took the cycling world by storm, and seemingly every brand got in on the action with an e-pump or two. Lezyne is arriving a tad late to the electric inflator party, but the brand’s new E-Drive sets itself apart with some unique design features. Most notably, the E-Drive is the first electric inflator we’ve seen with an easily replaceable battery. Additionally, it comes with a lever-locking Presta head that’s secure, quick, and easy to use.

“After testing all of the current e-pumps on the market, we knew our engineering team could build a better, more sustainable electric pump. With our new E-Drive, you’re getting superior quality, safer operation, and a longer-lasting, high-performance e-pump.”

-Terry Cooke, Vice President of Engineering at Lezyne

Lezyne sent me an E-Drive pump to check out, and it arrived yesterday. I ran it through some tests in the garage and have taken it with me on one ride, and I’ll share my first impressions at the end of this article.

Lezyne E-Drive Details

Lezyne says its new E-Drive inflator was fully designed and engineered in-house to create a pump that outperforms the competition in inflation, reliability, and sustainability. To do this, the custom-engineered motor reportedly “runs cooler and lasts up to four times longer than standard electric pumps.” 

According to Lezyne, the key to the E-Drive performance is its thermal management system, which they have refined over years of LED lighting development. This system “pairs a dedicated internal cooling fan with a CNC-machined aluminum heatsink extrusion and specialized low-friction technology.” The brand states that this optimized cooling system protects the pressure sensor, improves accuracy, and doesn’t require a protective heat cover.

 It features a large digital display gauge and an intuitive button layout that makes it easy to understand and use. The preset pressure can be adjusted in 0.5 psi increments, and it has an auto-shutoff feature when that pressure is reached. The E-Drive is powered by a 750mAh battery, which Lezyne claims is capable of inflating “up to six tires on a single charge to a maximum pressure of 120 psi (8.25 bar).” According to the brand, it inflates most tires in under 90 seconds. It charges via USB-C in three hours from completely empty.

Which brings me to perhaps the most unique feature of the Lezyne E-Drive: the replaceable battery. Lezyne says this replaceable battery design is the first-of-its-kind, allowing users to remove and replace the battery cell to extend the lifespan of the E-Drive indefinitely. 

Another unique aspect of the E-Drive is the longer, 5” flexible extension hose and the lever-lock Presta chuck. This is unique because most other electric inflators thread onto Presta valves, which is a bit fiddly and can potentially unscrew the valve core when removing it. The Presta chuck is easily removed from the extension hose to reveal a thread-on Schrader head. It is also compatible with a Clik chuck (sold separately). 

Specs:

• 82 x 56 x 38mm
• 198 grams (pump only)
• Max 120PSI (8.25 Bar)
• Battery: 750 mAh
• USB-C Rechargeable
• Up to 6 full inflations on a single charge
• Multi Chuck
• *Clik Valve compatible (chuck sold separately)
• ‘Set and Forget’ function
• MSRP: $149.99

Availability

Lezyne’s E-Drive officially launches today and is available now. Head to the brand’s website or your favorite Lezyne dealer to learn more or purchase one of these new gadgets.

lezyne.com

First Impressions

At this point, I’ve had Lezyne’s new E-Drive pump for roughly 36 hours. I weighed it, brought it with me on one ride, and ran it through one series of pumping tests. These impressions are very much first impressions, and I’ll follow up with some long-term findings in a few weeks or months.

The E-Drive is shaped like most other electric inflators that I’ve used. It’s a small, rectangular block, and I’d put it on the larger side of the models I’ve tested. It’s about the same size and weight as the Topeak E-Booster Digital (not mini), and the Cycplus AS2 Pro Max. It still fits in the palm of my hand, but it’s notably larger than Topeak’s E-Booster Digital Mini or the Cycplus AS2 Ultra. 

On my scale, the pump alone weighed 204 grams. The extension hose with Presta Chuck added 35 grams, and the storage bag added 25 grams more. That’s a total system weight (pump, extension hose, and storage bag) of 264 grams. The minimum weight of this system (excluding the storage bag) is 239 grams. That’s at the upper end of the inflators that I’ve tested.

That said, the 750mAh battery is larger than most, which should equate to more pumping capacity. For reference, it’s 350 mAh more than the tiny Cycplus AS2 Ultra, and 250mAh more than the Topeak E-Booster Digital Mini. It also weighs quite a bit more than either of those.

To be clear, I’m not at all concerned with the size or weight of the Lezyne E-Drive. It’s still pretty darn compact, and it really doesn’t weigh more than my favorite mini-pump or a full CO2 setup. I appreciate that it comes with a storage bag, helping to keep everything together in my hydration vest or jersey pocket. 

I didn’t need to use it on yesterday’s ride, but I snapped a few photos anyway. Yesterday evening, I put it through its paces to see how many times it could inflate a 29” x 2.4” mountain bike tire from 0 to 25 psi. In my quick round of testing, it did that 4 times, plus an extra 4 psi on the fifth try. Each inflation took right about 90 seconds. That’s a bit lower than Lezyne’s claim of “up to six tire inflations“, but that claim refers to road tires, and pumping performance will vary significantly depending on tire volume and pressure, of course.  

One thing I like about the E-Drive is the lever-lock Presta head. It’s a bit stiff right out of the box, but it’s still way quicker/easier than thread-on heads, and there’s no chance of me accidentally removing my valve core in the unthreading process. It’s easy enough to unscrew it for use with Schrader, and a Clik head can also just thread right on, too.

Lezyne might be on to something with its thermal management claims. In my four consecutive inflations, the pump got warm, but nowhere near hot. But like any other electric inflator, the E-Drive is definitely loud. That’s just the nature of the beast, and I’ve learned that it’s best to just attach it to your valve and walk away until it’s done pumping. 

That’s all I’ve got for now. I’ll keep testing Lezyne’s new E-Drive and follow up with some longer-term impressions sometime in the not-too-distant future.