We only learned about it last week when we stumbled upon Dave Weagle’s Instagram post explaining the soon-to-be-released RMU Nighttrain enduro bike. In the few days since then, RMU Skis has launched and opened orders for its first-ever mountain bike and officially entered the cycling market. 

We learned a bit about the Nighttrain from Weagle’s social media post, but now, with the curtain pulled back, we’ve got a lot more to work with. It’s clearly a long travel enduro bike built for riding fast and aggressively, but now we’ve got important details on geometry, suspension, build kits, weight, and pricing. Let’s check it out.

RMU Nighttrain Details

The Nighttrain is a brand new long-travel enduro bike from RMU. It features the latest iteration of Dave Weagle’s Orion suspension design in a 6-bar flexstay layout with a mid-pivot location and dual-idler, dual-chain drivetrain setup. That unique suspension platform controls the 170mm of rear wheel travel on the 6066-T6 aluminum frame. That’s meant to be paired with a 170mm fork, though RMU is also offering a “DH” build with a 190mm fork. The Nighttrain rolls on 29″ wheels front and rear.

The Nighttrain has 12 x 157mm Superboost rear axle spacing, which was apparently needed with the suspension design and the dual-idler, dual-chain setup. It has 136mm Boost crankset spacing and uses a 73mm BSA threaded bottom bracket. The frame features internal routing for the shifter cable and housing, while the rear brake line is routed externally for simplicity and ease of maintenance.

Orion Suspension

The suspension design on the Nighttrain is the latest evolution of Dave Weagle’s Orion suspension. In this case, it is a 6-bar flexstay design with a mid-pivot location. This is how it’s described on the RMU website: “The Orion design provides an efficient and stable pedaling response on both smooth terrain and in the rough, and without even a hint of pedal feedback. Exceptional mid-travel square-edged bump compliance creates continuous traction in varied terrain, so you’re always in control. Optimized for single-chainring big range drivetrains, its two short links work in concert to provide controlled lateral stiffness and keep braking forces in check when the trail gets rough. Seated or standing, climbing or cornering, jumping or hammering rock gardens, Orion does it all and does it well.”

The complex-looking dual-idler, dual-chain design is used because, as Weagle put it in the Instagram post, it is the most efficient way to get an elevated chainline for the mid-pivot design. They state that the design has been thoughtfully engineered for very low chain wear and extremely efficient power transfer while reducing pedal feedback.

Geometry

With a stated purpose of being a “no compromise enduro bike that is made for the roughest of terrain to the biggest of jumps, while also being extremely efficient climbing uphill,” it’s no surprise the Nighttrain has a geometry that reflects that. The head tube angle is a slack 63 degrees, which speaks to the bike’s downhill smashing intentions, while the 77.5-degree seat tube angle aims to put you in a comfortable position for pedaling back up for more laps.

Reach numbers look fairly typical by today’s standards, with 485mm on an S3 (L) frame. It has been designed with size-specific chainstay/rear center lengths and kinematics with the goal of consistent handling and ride feel across all sizes. It comes in four frame sizes, S1 to S4. Chainstay length grows incrementally from 426.7mm on the S1 to 437.8 on the S4. Check out the chart below for all the details.

RMU Nighttrain: Builds and Pricing

RMU has begun taking orders on the first run of Nighttrain bikes, with the first batch coming in an “ultra-limited production” in Midnight Onyx. It is being sold as a frame-only or in three complete builds.

Nighttrain Frame: $2,499

The Nighttrain frame comes with a Fox Factory Float X2 shock and has a claimed weight of 10.2 lbs (size S2)

Nighttrain Shimano Deore: $4999

• Fork: Marzocchi Super Z, 170mm
• Shock: Fox Float X2 Performance
• Drivetrain: Shimano Deore mechanical
• Brakes: Shimano Deore 4-piston w/ 203mm rotors
• Wheels: Race Face Turbine eMTB w/ Vault hubs
• Dropper: SDG Tellis (length varies by frame size)
• Tires: Maxxis Assegai/Minion DHR II (f/r) EXO+
• Claimed Weight: 37 pounds (size S2)

Nighttrain Shimano XT Di2: $6,999

• Fork: Fox Factory 38 Grip X2, 180mm
• Shock: Fox Factory Float X2
• Drivetrain: Shimano XT Di2 wireless
• Brakes: Shimano XT 4-piston w/ 203 rotors
• Wheels: Race Face Turbine eMTB w Vault hubs
• Dropper: Oneup V3 Dropper (length varies by frame size)
• Tires: Maxxis Assegai/Minion DHR II (f/r) EXO+
• Claimed Weight: 36 pounds (size S2)

Nighttrain Shimano Saint DH: $6,499

• Fork: Fox Factory 40 Grip X2, 190mm
• Shock: Fox Factory Float X2
• Drivetrain: Shimano Saint
• Brakes: Shimano Saint 4-piston w/ 203 rotors
• Wheels: Race Face Atlas w/ Vault hubs
• Dropper: SDG Micro Alloy I-beam
• Tires: Maxxis Assegai/Minion DHR II (f/r) DH/MaxxGrip
• Claimed Weight: 40 pounds (size S2)

RMU Nighttrain Availability

RMU is taking orders for the Nighttrain now, with shipping projected in July. Head to the RMU website to check out complete build specs, learn more, or be the first on the block to get this new enduro machine.

rmumtnculture.com

The post RMU Officially Launches the Nighttrain Enduro Bike With Dave Weagle’s Orion Suspension and Dual Idler appeared first on Bikerumor.

It is a sad day in both the motorcycle and mountain bike industries. Mert Lawwill, an inductee into both the AMA Motorcycle Hall of Fame and the Mountain Bike Hall of Fame, passed away yesterday in Boise, Idaho. He was 85.

Lawwill, the 1969 Motorcycle Grand National Champion, was a leading industry voice bridging the gap between moto and and what would become mountain biking. He was a longtime racer for the Harley-Davidson program, competing during one of the sport’s most competitive eras. Lawwill’s smooth style and sound mechanical intuition made him the perfect racer, developing his own racing chassis that would set a new standard for dirt-track racing in the 70s and 80s.

He was further propelled to stardom with his Hollywood debut in the film “On Any Sunday,” starring Steve McQueen (one of Zach’s all-time favorites).

This same enginuity would follow him after his moto career into the mountain biking sector, especially in suspension design. Lawwill designed and patented a four-bar suspension system found on early Yeti and Schwinn bikes. He also created the Lawwill Leader, a leading-link suspension fork that was ahead of its time.

But even before the “transition” to bikes, Lawwill is credited with producing one of the world’s first production mountain bikes. In 1977, the PRO CRUISER was born.

There is no doubt that Lawwill pushed both the moto and bike industries forward. Yet, the work he found the most joy in had a deeper connection. A fellow moto racer, Chris Draayer, lost his arm in a racing accident, and Lawwill was determined to see his friend back on a motorcycle. The result was “Mert’s Hands,” a prosthetic that connected a rider who lost an arm or hand to the handlebars, but released in the event of a crash.

This type of forward thinking opened the door for adaptive riders to pursue the sport they loved and, according to Lawwill, was his most meaningful contribution.

“From an early age, I understood that my father lived a life that was anything but ordinary. As I began to recognize the respect and admiration people had for Mert, the attention that came with it—even being asked for my own autograph as a child—felt surreal. I started calling him ‘Mert’ as a way to navigate that spotlight. As I grew older and pursued my own career in mountain bike racing, he remained my most steadfast supporter, always encouraging and standing behind me. It was never a question of pride—I have always felt a deep sense of gratitude and honor to call someone so impactful my father.” (Joe Lawwill, Mert’s son)

The post Mert Lawwill, Motorcycle and Mountain Bike Pioneer, Has Passed Away appeared first on Bikerumor.

Do you like the Ares 2 road shoe? Do you wish they made an off-road version? Well, I have some news for you. The new Specialized S-Works Recon EVO takes the Ares 2 tech, fit, and Body Geometry Natural last and scales them to the demands of off-road. 

What is it? Specialized S-Works Recon EVO 

The Specialized S-Works Recon EVO is the new top dog in Specialized’s off-road footwear lineup. But for those worries about the S-Works Recon, don’t worry – it’s sticking around (much like the Torch is for the Specialized roadside). The Recon EVO is an option for those who want a locked-and-loaded fit with massive foot retention and a slightly roomier fit.

We could end this whole story with “it’s the Ares 2…but for dirt” and boom, done and dusted. But there’s more to say than that, especially on the fit. Sometimes what works well on the road might not translate one-to-one to the off-road world.  

Give Me A PowerHug

The new Recon EVO borrows heavily from the Ares 2 playbook; it basically copied it. The new Recon EVO used the Specialized PowerHug closure system and structure. The unique retention system uses wraparound hold through the midfoot and heel. For those unfamiliar with this tech, Specialized created it to keep the foot planted, reduce wasted movement, and make every hard effort feel a little more direct.

How is the Recon EVO different from the S-Works Recon? 

The Specialized S-Works Recon EVO and the S-Works Recon have carbon-fiber soles at first glance, but the new EVO uses the Body Geometry Natural last. It’s the same as what you’ll see on the S-Works Ares 2 and the S-Works Remco shoes.

Instead of a boxy cone-ish shape, the new last fades away as the toes descend from the largest to the pinky. Most, if not all, of the updates come applied from the midsole forward. The result is a roomier toe box with less pressure on any digits (we’ll go over it in detail below). The S-Works Recon uses the previous last, still roomier than the years before, but narrower than the updated version.

They both use the same pontoon-style adjustable tread and the same rubber. But the main difference is that the new S-Works Recon EVO uses the Ares 2-style wrap-around fit and the roomier Body Geometry Natural last.

The updated fit construction changes the shoe’s personality (and price) slightly but keeps the overall experience the same. It’s an XC, marathon, or gravel race shoe, no questions about it. 

It’s About The Shape 

Specialized announced a new last called the “Body Geometry Natural Last”, with the launch of the Ares 2. Specialized claims the updated last reduces forefoot pressure by 44 percent while maintaining alignment benefits. That includes the Specialized Varus Wedge, Longitudinal Arch Support, and Metatarsal Button setup. All these bits are meant to keep the foot better aligned, reduce hot spots, and avoid that numb-foot feeling that likes to show up right when a ride starts getting good.

That’s the sort of feature set Specialized has made a real identity out of over the years. For plenty of riders, it’s the difference between a shoe that feels fast for 40 minutes and one that still feels good deep into a race or all-day gravel ride. 

Specialized says the adaptive fit zones in the Recon EVO are also there to soften the ride and reduce pressure across the upper, which should help the shoe feel more usable in off-road unique conditions.

Off-Road Touches 

The Recon EVO features all the same sole experience as the S-Works Recon. That includes three rubber toe knobs and heel lugs for traction and protection. It comes with the same carbon sole construction and adjustable TPU pontoons to improve pedal stability. 

These pontoons are interchangeable, which gives riders a little more ability to tune how the shoe interfaces with the pedal and cleat setup. I’m a big fan, and believe more shoes will be snagging this feature in future models. Plus, the S-Works Recon EVO gets the Dual-Dial BOA Li2 setup.

Wins Already 

Specialized is also backing the launch with a pretty stacked roster of riders, which is not exactly shocking for an S-Works product.

Matt Beers won the 2026 Cape Epic in the Recon EVO, while Victor Koretzky, Chris Blevins, Haley Batten, and Sofia Villafañe all helped shape the shoe through feedback. That list tells you exactly where Specialized sees this shoe landing: right at the intersection of modern XC, marathon, and fast gravel racing.

That’s also probably the right call. Shoes like this are no longer designed for a single discipline. The overlap between XC race fit, gravel race efficiency, and long-haul comfort is big enough now that the best off-road shoes need to handle all of it, even if that means walking.

S-Works Recon EVO – Price and Availability

The new S-Works Recon EVO is priced at $550. Yes, that is serious-money shoe territory. But that is also exactly where the top-end S-Works stuff lives, and Specialized is clearly positioning the Recon EVO as the off-road equivalent of a no-compromise race weapon.

First Impressions – How Do They Ride? 

I’ve been riding the S-Works EVOs since mid-April. I didn’t exactly go kicking and screaming, but I had a pair of off-road shoes that were dialed for my feet. However, on the road, I ride the Ares 2, so I figured these should translate nicely. 

Plus, while in Morgan Hill, I opted for some custom Specialized insoles. These are insoles that are heat-molded to your foot shape, and a service that Specialized shops offer, depending on the shop’s Retul Fit level. 

Custom Insoles

Side Bar: I don’t want the insoles to steal the show, but I have a high arch, had a few broken ankles (skateboarding rules), and a rod in my femur, so off-the-shelf doesn’t always work. 

Previously, I used SoleStar insoles successfully, but they can be heavy and expensive, and they can significantly raise the stack height.

The process for the MasterFit insole was simple and non-invasive. Place your foot in a customized “bath” of glass beads covered by a thin plastic layer. The fitter will build up a platform and ensure a proper sole transfer. Then the machine vacuums out the remaining air, and you’re left with a rock-solid impression of your foot.

Then the fitter takes the heated insole from the heating unit (like a tortilla warmer), you place your foot on it, and the magic happens. After a bit of slight massaging to get everything in place, the soles are placed in an ice bath to firm up. All that’s left is to cut to the shoe spec and ride. Side Bar over.

First Rides

My first rides on the S-Works Recon EVOs were my road/gravel commute to the Sea Otter Classic show. I wanted a short ride, just in case things went hot and spotty, but nothing of the sort transpired. 

The fit is nearly Identical to the Ares 2; the custom insole only makes that fit better. The wraparound fit, when paired with an off-road shoe, is excellent for heel retention and ride feel. I did most of my testing on my gravel bike paired with the Look X-One-G gravel pedals. The two made a killer pair for racing and pedal feel. I didn’t have to adjust the pontoons for the Look interface, but there was a slight bit of extra sturdiness when I clipped in, like a mix of road and MTB shoe feeling – right on for gravel. 

Race Impressions 

I wore my Recon EVOs to a local gravel race a few weeks ago, and the conditions were perfect for gear testing: hours of rain and mud. I spent 100k riding muddy gravel roads and logging paths with the EVOs and had no issues. The fit was dialed, the power transfer is excellent, and retention on the foot is tight without being overbearing. Another bonus, they wash up pretty well, and don’t have one of those fabrics that dirt clings to. 

One thing I didn’t expect (or feel during race efforts) was a slight scrape on the crankarm from the plastic BOA wire cradle. After washing my trusty steed, I noticed the cuts in the crank arm. It was kind of a perfect storm with the gravel acting as sandpaper on the carbon finish, but I wasn’t stoked. 

The fit is supportive but allows the foot to move naturally while retaining it through the Powerhug. Letting some of the shoe expand slightly under effort when you’re really cracking on. This is a good thing, as the shoe doesn’t limit you, but the plastic cradle can cause some damage if you’re not careful.  

Weight-wise, the shoes are fairly light (290g per shoe, size 42.5), but there are always some lighter ones. The main selling point here is the fit. Since touch points are among the most important factors in bike comfort, I’d say they’re super important. But that leads me to my next point: would you put a price on that? If so, how much? 

S-Works Price

Specialized S-Works Recon EVO comes in at $550. Oddly enough, that’s not the most expensive shoe in the Speicalized line up. The Remco is $700, and the S-Works Ares 2 is $600. That said, these are the race shoes, the top-of-the-line kit; those pieces are usually priced for performance.

But I feel like Specialized has another (expensive) winner on its hands. These shoes feel like they are already broken in when you put them on, and the wider fit is excellent. However, the jury is out on whether the material will stand up to the demands of cross-country and gravel. The Recon had some issues with the outer being supple and less cut-resistant than most would like. But only time will tell. 

Look for a long-term review after a full summer of racing and training.

Specialized.com

The post Specialized’s New $550 S-Works Recon EVO Mashes Up Ares 2 Fit & Recon Dirt appeared first on Bikerumor.

Otso Cycles says they started seeing requests for a standard steel version of their Fenrir bikepacking bike back when they released the Fenrir Stainless back in 2021. So, here we are a few years later, and it’s come to fruition: meet the Fenrir Steel. Otso is known for its versatile bicycles, and the Fenrir may be the most versatile one of the bunch.

The Fenrir is a versatile bikepacking-specific bike designed to adapt to different riding styles and cargo needs. The bike can be configured with either flat or drop handlebars. It can also accommodate both rigid setups and 100-120mm travel suspension forks. It can run a dropper or rigid seatpost as well.

But what really sets this bad boy apart is its extensive mounting system. It’s got dual three-pack mounts on the fork, three bottle mounts on the main triangle, plus rear rack compatibility. So it’s ready for riders who want to carry a boat-load o’ gear for multi-day adventures.

Versatility for the Win

The Fenrir Steel’s adaptability also extends to its ability to run different handlebar configurations, which can change the bike’s character significantly. With drop bars and a shorter stem, it behaves like a capable gravel bike with added stability when loaded.

Or, run mountain bike bars with a longer stem, and it becomes more nimble and responsive. No matter what bar you choose, the Fenrir Steel is designed to handle all terrain while loaded.

The Fenrir Steel’s frame uses 4130 chromoly steel with custom tube sets. Each tube set is optimized for each of the four available sizes (S to XL). It features a 68º head tube angle, 75º seat tube angle, and wheelbases ranging from 1,110 to 1,170mm.

Fenrir Steel Geo

This steel version joins the existing titanium Fenrir Ti model that launched in 2022, offering the same geometry and features at a lower price point. The Fenrir Steel retail starts at $1,950 for a frame and $3,200 for a base build. To put that in perspective, the stainless steel Fenrir frame was priced at $2,550, and the ti frame is priced at $3,450. It’s worth pointing out that the stainless Fenrir is currently on sale (20% off frames and 12% off complete builds), and Otso has said they’re undecided if they’re phasing out the stainless version, but there will definitely not be any restocks this year. So it could be a great time to snag one of those before they’re gone.

The new steel version includes a carbon Lithic Mountain Fork that includes the three-pack mounts and an adjustable dropout chip for flip-flopping the bike’s handling characteristics.

Customers can fully customize their build, choosing from two colorways (Pumpkin orange with beige accents or Indigo blue with white details), wheel sizes, components, and anodized color accents, with each bike configured to order at Otso’s Minnesota facility.

OtsoCycles.com

The post Otso Launches New Versatile Fenrir Steel, Same as the Ti Version But $1,500 Less appeared first on Bikerumor.

Wilier introduces the Rapida, a new all-road offering for the premium Italian bike manufacturer. With the Rapida, Wilier hoped to accomplish a couple of things. They wanted to design a bike with the performance expected from the brand, but with an “everyday riding” ethos. 

According to Wilier, “speed is, first and foremost, whatever feels right for you.” They designed the Rapida to be the bike that can go fast, but doesn’t need to. This opens the door to a wider audience, one seeking the head-turning appeal of a designer bike without the steep price tag.

That is the other thing Wilier did: keep the price relatively low.

The Wilier Rapida

Wilier designed the geometry of the Rapida around the “exact point where speed and distance coexist.” Now, quantifying that point sounds a bit difficult, but they feel like they’ve got it. 

The Rapida’s riding position holds to Wilier’s racing characteristics without neglecting comfort. The bike is equally as comfortable between the tape or pushing heavy distances on long days out. Wilier placed the stack height and other geo specs between their pointed race bikes and the endurance range, attempting to strike a balance between the two.

Like other race-focused Wilier bikes, the Rapida features a monocoque carbon cockpit. The design features total cable integration, providing clean lines and a modern, aggressive look.

The cockpit isn’t the only thing contributing to an overall aggressive feel and look. Wilier incorporated NACA airfoils into the frame, fork, and carbon seatpost, improving aerodynamic efficiency. 

Wilier also designed the Rapida with a UDH back end and compatibility for 1x or 2x drivetrains. They also bumped up tire clearance to 36mm, adding some stability and comfort to the bike, whether you’re on pavement or gravel.

They offer the frame in four colorways: Dusk Grey, Midday Orange, Lastlight Black, and Weekend White. Wilier offers a fairly extensive size range of six frame sizes, XS-XXL.

After choosing a color, you’ll need to choose a build, of which there are two. Wilier has a slightly more expensive option with a Shimano 105 Di2 2×12 groupset and Miche Asfalto 45 carbon wheels. This Rapida build retails for €3,999 (~$4,691.43).

A less expensive Rapida build is also available. Featuring a Shimano 105 (mechanical) 2×12 groupset and Miche Reflex DX wheels, this build is priced at €2,899 (~$3,400.96).

wilier.com

The post The New Wilier Rapida is Designed, and Priced, for All Riders appeared first on Bikerumor.

On April 30, the Tennessee-based frame manufacturer Lynskey filed for Chapter 11 bankruptcy. Lynskey cited several reasons for the bankruptcy filing, including increased operating costs, cash-flow struggles, and e-commerce-related issues.

Court filings show that Lynskey has between $1 million and $10 million in debt, with assets totaling roughly $50,000. Some 200+ creditors are owed, including SRAM and FSA, both of which Lynskey has racked up six-figure tabs with.

And, perhaps some customers are owed as well. It was initially a Reddit post that turned us on to this story. The user reports that they ordered a gravel bike in September but still haven’t received it. According to the poster, Lynskey had “strung [them] along like numerous people on Reddit, citing part shortages.”

On May 5, rather than a gravel bike, the user received a letter in the mail from a Chattanooga law firm. The letter informed them of Lynskey’s filing.

While a “part shortage” certainly didn’t help the company, Lynskey puts the lion’s share of the bankruptcy on the move to e-commerce, specifically the Shopify platform. According to court documents, Lynskey fell behind on order fulfillment due to a lack of certain components, and invoices piled up. Meanwhile, Shopify “instituted arbitrary reserve deposits and egregious chargebacks for delayed orders, to the tune of at least approximately $550,000.”

This seemed to be the straw that broke the camel’s back.

Some customers are getting lucky and not experiencing the same struggles with Lynskey as the original Reddit poster. In the same thread, one commenter mentions that they just received their Lynskey Elysium that day (May 5). According to the commenter, the bike was shipped just a few days ago.

However, in response, another commenter says their Elysium never arrived. They speculated that “maybe your part selection was something they already had on the shelf.”

It is important to note that a Chapter 11 filing doesn’t mean the end for the brand. Fingers crossed, Lynskey will be able to reorganize their debts and keep their doors open. Currently, Lynskey’s website is still active with heavily discounted frames (nearly 50%). While there is no mention of the filing on the website, Lynskey’s “Lifetime Warranty” information is still available on the homepage.

Like another Reddit commenter who received their bike a few weeks ago, we wonder if their lifetime warranty “is about to become a 3-month warranty.”

We’ve reached out to Lynskey but haven’t received a response since publishing. We’ll update the article if we hear back from them.

lynskeyperformance.com

The post American Titanium Frame Manufacturer, Lynskey, Files for Bankruptcy appeared first on Bikerumor.

Hollywood Racks has been around for years and is known for its range of relatively affordable hitch bike racks, including several made for use with RVs and electric bikes. Generally speaking, however, Hollywood hasn’t been one of the first brands that comes to mind when considering a rack for high-performance bicycles. 

Which is why it was noteworthy when the brand launched the CrossTrack in late 2024. This tray-style model uses dual wheel arms to hold bikes, making contact with the tires only. In fact, I believe the CrossTrack is the only rack in the Hollywood lineup that doesn’t make any contact with your bike frame — or even your rims. 

With the CrossTrack, Hollywood Racks finally made it on my radar, and I tested the original version when it came out. I was pleasantly surprised by its performance and felt it made the brand a viable option for performance-minded users who had previously avoided their frame-contact racks. Now, the updated CrossTrack addresses one of my main complaints about the original. A new tilt-release handle position opens the door for add-ons to expand capacity, while maintaining the same user-friendliness, stability, and versatile bike fit.

Hollywood Racks CrossTrack 2-Bike

Check Price at Hollywood Racks

Specifications

• MSRP: $750
• Number of Bikes: 2 (up to 3 with add-on)
• Receiver Sizes: 1.25" and 2"
• Rack Weight: 60 lbs.
• Per Bike Weight Capacity: 2": 66 lbs.
• Max. Wheelbase: 52" or 1,320 mm
• Max. Tire Width: 4"
• Wheel Size Compatibility: 20 to 29"
• Security: Locking hitch pin and keyed cable lock (wheel locks sold secparately)

Pros

• Hold bikes with no frame contact
• More affordable than similar options from other brands
• Compatible with 1-bike add-on and LED light kit
• Relatively sleek looks
• Versatile bike fit
• Relatively high weight limit

Cons

• Lacks some refinement compared to higher-end competitors
• Opening wheel arms requires 2 hands

Jeremy Benson

Hollywood Racks CrossTrack Details

The CrossTrack is a tray-style or platform hitch bike rack. The bikes rest on horizontal trays and are secured with opposing arms that sandwich the bike between the front and rear wheels. This style of rack has been around for years and was popularized by 1Up-USA and has since been employed by other brands, including Kuat, Saris, Rocky Mounts, and others. 

The wheel arms only make contact with the bike’s tires, so there is nothing to scuff your frame’s paint or even your rims. The arms use a release button that needs to be held down when opening, and they ratchet closed when securing a bike or folding them down all the way. 

Hollywood Racks states that the CrossTrack is compatible with 20” to 29” wheels and tires up to 4” wide.  A 5-position adjustable spindle on the wheel arms accounts for changes in wheel size. Moving the wheel size spindle requires tools, but it is a fairly quick and easy process. If you need to change wheel sizes frequently, Hollywood Racks sells a knob version for $15, which makes it a tool-free affair. It’s worth noting here that the wheel arm design is not compatible with bikes with fenders.

Each tray also includes a wheel chock that is intended to add stability to the front wheel. These can be shifted on the tray (with tools and a few minutes), with two pre-drilled positions.

The CrossTrack comes in 1-bike and 2-bike versions and in 1.25” and 2” receiver sizes. It has a per-bike weight limit of 66 pounds, which should work for the majority of bikes out there, including full-power eMTBs. The 1-bike rack retails for $400, and the 2-bike version sells for $750, which is very competitive for racks of this style.

The 2” version has an anti-wobble cam, which eliminates play and stabilizes the rack in the hitch receiver. It’s easy to tighten with a threaded handle at the end of the receiver arm. The 1.25” version does not include the anti-wobble cam. The CrossTrack is approved for use on Class B motorhomes.

CrossTrack Specs

• 1-bike or 2-bike versions
• Rack weight: 1-bike: 37.5 lbs., 2-bike: 58 lbs.
• Hitch sizes: 1.25” and 2”
• Per bike weight limit: 66 lbs.
• Fit tires up to 4” wide
• Works with wheel sizes 20” to 29”
• Max wheelbase: 52” (1,320mm)
• ”No wobble” hitch system (2” only)

Security

The CrossTrack comes with a locking hitch pin with a fairly beefy metal lock pod as well as an 8-foot-long cable lock that’s keyed alike. In the middle of the rack, a welded lock loop makes an easy spot to lock through, whether you’re using the included lock or an aftermarket option. Hollywood also sells sets of wheel locks ($40), which can be keyed alike if ordered with the rack. 

Other Accessories

Additional aftermarket accessories include a CrossTrack Loading ramp ($100) to roll heavy bikes into place on the trays. They also offer an LED light bar ($150) that functions as a brake light, turn signals, and emergency flashers. It connects directly to a 4-pin flat plug, but comes with an adapter to 7-pin round, too.

Add-Ons

When Hollywood updated the CrossTrack, they changed the tilt-release handle design and location, making it possible to add on to the rack. They now sell a 1-bike add-on kit that’s compatible with the 1-bike and 2-bike versions of the rack. The 1-bike add-on sells for $350. 

When used to add a 2nd bike tray to the 1-bike rack, the add-on has a weight limit of 66 pounds. When adding a 3rd tray to the 2-bike rack, the add-on’s weight limit goes down to 50 lbs — the 1st and 2nd positions stay at 66 pounds.

Assembly

The CrossTrack comes in a fairly large box that weighs around 70 pounds. Inside, the rack is in a total of five pieces: the main hitch assembly/support arm, and each of the trays in two pieces. You can scan a QR code to watch an assembly video, and it comes with detailed printed instructions and all of the tools you need to complete the assembly. I found it to be relatively easy, and it took me just over 30 minutes to put the CrossTrack together.

Assembling the rack is easiest wth the hitch assembly in your vehicle’s receiver. Then, you simply join the two halves of the trays with the junction brackets and bolt them on. The supplied tools work just fine, but I used my own socket wrench to expedite the process. The instructions are thorough, and I think most people should be able to put the rack together themselves with little difficulty.

Right out the gate, I noticed the support arm had a little side-to-side play at the main pivot. This wasn’t really an issue in use, but I still took a few minutes and tightened the large bolt at the pivot until the play was gone. Now it doesn’t wobble at all, and the pivot still moves smoothly.

I used the Cross Track in its 2-bike configuration for a few days, then installed the 1-bike add-on. This process took all of 15 minutes. All you need to do is remove the rack’s end cap, then bolt the rack extension in its place. After that, you join the halves of the add-on tray and bolt it onto the rack.

I also got the LED Light Bar accessory, which I installed just recently. Again, this was super easy. It required removing the rack’s end cap, then bolting the LED bar in its place. The hardest part was routing the cable from the light to the 4-pin plug on my truck. Thankfully, Hollywood provides several stick-on clips for routing, plus a strap to contain any excess cord. I appreciated the inclusion of a 4-pin to 7-pin round adapter, which was needed for my setup.

Installation

Like most hitch racks, the hardest part of installing the CrossTrack is picking it up and carrying it to your vehicle. It weighs just 58 pounds in is 2-bike configuration, so it isn’t super heavy, but it can be a bit awkward to carry given its shape. I haven’t weighed it with the add-on installed, but I’m guessing it added ~15 pounds to the total.

Regardless, all you need to do is insert the receiver arm into the receiver until the pin holes line up. Then, insert the hitch pin, and lock the rack onto the receiver. Turn the threaded knob on the end of the receiver arm to tighten the anti-wobble cam, and give a few shakes to ensure that all the play has been removed from the system. 

Using the CrossTrack

The CrossTrack folds flat up against the rear of the vehicle when it’s not in use, and it has a fairly slim profile and generally tidy appearance. Pulling up on the tilt release handle allows it to pivot to three other positions: 45 degrees for access to the rear of the vehicle, flat for use, or tilted down for vehicle access with bikes loaded. This handle is easy to reach, making it a one-handed operation to raise and lower the rack when it’s empty. 

Opening the wheel arms requires the use of both hands, which is my biggest complaint about the CrossTrack. You need to press and hold the red release button with one hand and use the other to open the arm. I quickly learned that this can get a little awkward if balancing a bike in one hand, and adapted my loading approach accordingly. I just started opening the arms before even wheeling the bike(s) out of the garage, or leaning the bike on the truck instead of trying to pull off some balancing act.  

Comparatively, the piston-actuated arms on the Kuat Piston Pro X are very user-friendly, but that rack sells for over $1,500. Likewise, the latest racks from 1Up-USA have a one-hand-operable tab on the wheel arms that’s easy to use and helps you avoid awkward balance games. 1Up’s racks (with the one-handed tabs) are a bit more expensive than the CrossTrack, but they are also known for their legendary durability.

With the wheel arms open, lift the bike into place on the rack with the front wheel against the wheel chock. Push the front and rear wheel arms tight against the wheels, and you’re good to go. Racks like this can be a little prone to front wheel wobble, and the wheel chock reduces this significantly. 

The 66-pound per-bike weight limit is more than enough for my needs. I’ve been using it to transport a Levo 4 Alloy (54 pounds) and a Levo 4 Evo (52 pounds) at the same time, and that hasn’t been an issue at all. Even with that much weight, it has been super stable at all times, and the bikes have remained super secure. Likewise, it handles my 30-pound trail bike and 25-pound Mach 4 SL cross-country bikes with absolute ease.

Bike-on-bike conflict hasn’t really been an issue for me while carrying the same types of bikes all the time. With three mountain bikes loaded at once, I was able to easily mitigate any possible handlebar interference by slightly offsetting the outermost bike (see photo below) so the tire wasn’t resting on the wheel chock. If you were to run into any significant handlebar conflict, potentially a greater issue with drop bars, you can shift the position of the wheel chocks, although this requires the use of tools. 

With the add-on, I’ve appreciated having the option to carry a third bike when needed. It adds a bit of heft to the rack, so tilting up and down is a little bit more cumbersome, plus the release lever isn’t quite as convenient. Still, I haven’t found it to be problematic. The add-on is bolted on, so I’m inclined to leave it on all the time. That said, I think it would probably only take about 15 minutes to install and remove it once it’s assembled. 

The LED light bar seems to work quite well. It’s fairly bright and appears to be of decent quality. It also has a spring-loaded pivoting design, so you can shift its angle along with the orientation of the rack. All you have to do is pull a little handle, and you can rotate it 90 degrees so that it’s always facing straight back.

In terms of security, the metal lock pod on the hitch pin seems pretty solid. The included cable lock is long enough to fit through 3 bike frames and the welded lock loop. I think it’s a nice inclusion and great to have as a theft deterrent for low-risk situations, but it could easily be cut by even simple tools — like most cable locks.

The wheel locks aren’t infallible either, but they add another couple of layers of security if you lock up both wheels. Seems like a bolt cutter could make quick work of them, but they’ll definitely deter an opportunistic thief. Long story short, don’t leave your bikes unattended on any rack if you can help it.

Final Thoughts

The updated Hollywood Racks CrossTrack builds on the solid foundation of the original version, which, in my opinion, already elevated the brand into a new performance category. While it may not be the most refined example of this style of rack, it is reasonably priced, and it doesn’t have any compromises that would keep me from using it on a daily basis. 

My biggest complaint — needing two hands to open the wheel arms — is fairly minor and something that’s actually pretty easy to get used to. Otherwise, the CrossTrack carries any bike in my garage with ease, it’s stable and secure in transit, and it doesn’t look half bad, either. It’s also the least expensive rack of this type that I’m aware of. The 2-bike version is half the price of the Kuat Piston Pro X, and slightly less than the comparable 1Up-USA Heavy Duty, too. 

In my experience, the CrossTrack is an easy rack to live with and gets the job done while leaving little to complain about. Now, updated with add-on capability, you can build a 3-bike, no-frame-contact (or rim) rack for $1,100, which is very competitive. If you’re searching for a new bike rack, I think the CrossTrack is another solid option that’s worthy of consideration.

hollywoodracks.com

The post Hollywood Racks’ Updated CrossTrack Gets Even Better with Add-on Capability: Review appeared first on Bikerumor.

Endura’s new AllTrack line operates according to a simple philosophy: Everything should work with everything else. In a sport that has a habit of producing gear so overly specialized, these apparel essentials make a bold counter-argument that your kit, at least, shouldn’t be so confined to a single riding style. 

As trails open and days lengthen into peak riding season, we’ve picked our favorite Endura AllTrack items. Cut loose, mix up your rides, and see how these standbys can move capably between the worlds of road, gravel, and trail. Think of them as versatile off-grid players with MTB cred. They’ll extend your trail adventures, but carry your paved efforts home with not-too-tight, not-too-baggy fit details that ride just right.

Explore Endura’s AllTrack line

Endura AllTrack Ride Bibshort — Men’s & Women’s

Test your GPS with gravel-ready bibshorts that pack cargo pockets for stashed snacks, plus an 800-series pad that soaks up shocks and stops heavy-vibration numbness on gravel that’s far rougher than the champagne best. 

Roam free in a relaxed fit of high-stretch Lycra that stays put with silicone-gripped cuffs—and that stays cool with a breathable mesh back.

SHOP WOMEN’S

SHOP MEN’S

AllTrack Ride Jersey L/S  — Men’s & Women’s

This jersey’s lightweight, merino-blend knit body keeps you cool and comfy, while articulated sleeves provide a better on-bike fit. 

The ripstop outer provides off-road durability that’s still super stretchy. Three drop-in pockets (plus a zipped security extra) complement the relaxed fit.

SHOP WOMEN’S

SHOP MEN’S

AllTrack Ride Packable Jacket  — Men’s & Women’s

When the elements dial up the dour, whip out this easy-stashing jacket with articulated sleeves and body, plus subtle elasticated trim on the cuffs and hem.

Not baggy, but not tight, this lightweight performer is easy-breathing and water-resistant (DWR finish) with zipped security pockets to house essentials.

SHOP WOMEN’S

SHOP MEN’S

AllTrack Resort Shirt — Unisex 

Snap on the secure fastener of this fun, lightweight option that wicks and dries fast. Added pockets up the features of a top that packs the personality.

SHOP NOW

AllTrack Ride SS Tech Shirt

This relaxed-fit tee sneaks the features with a drop hem cover at the back and articulated ripstop sleeves for fit and durability. 

Ride unrestricted with this lightweight, super-stretchy merino-blend top that carries from road to trail.

SHOP WOMEN’S

SHOP MEN’S

AllTrack Rout Scuba Hoodie

Ever gulped down a bug or gotten a mouthful of pollen or dust on the trail? You’ll instantly understand the impact of the Scuba Hoodie. Or maybe you’ll just enjoy the cooling fabric and UPF 40+ protection that can cover your face and power you through a hot and dusty ride. 

The top’s articulated design and chafe-proof stitching offer maximum movement and ultimate protection.

SHOP WOMEN’S

SHOP MEN’S

Loop Full Finger Glove

Pad your palm when the riding gets unpredictable. These snug-fitting gloves double up the fabric on the back to breathe and free up your sweat, with Palmisty gel pudding for secure bar grip. A soft, absorbent thumb panel manages sweat (and snot) alike.

SHOP NOW

MT500 Mips Helmet

Ride in hot weather? Clever venting augments the built-in breathability of this low-weight wonder that stops head chafing and delivers unrivaled impact absorption. Credit a full Koroyd core, plus the Mips® Brain Protection System, designed to reduce rotational motion transferred to the brain from angled head impacts.

Additional features include an adjustable peak, anti-bacterial padding, eyewear dock, clip-on accessory mount for a headlight or helmet-cam, plus the added assurance of Endura’s Helmet Crash Replacement policy.

SHOP NOW

This article is sponsored by Endura.

The post Update Your Ride-Anywhere Kit With Endura appeared first on Bikerumor.

Bluegrass, the MTB protection side of MET, unveils three new lightweight chest & back protectors, and one is my new all-around favorite. First, there are two new Arto protector baselayers – the 3/4 sleeve Arto Armour with chest, back, shoulder & elbow coverage; and the Arto Vest with simpler chest & back coverage. But the all-new mesh Venture Vest is the one that’s my new go-to for all-mountain, enduro, and even casual bikepark protection.

3 new Bluegrass chest and back protectors for trail riding to downhill racing

Each of the three new Bluegrass protectors looks like a solid option for mountain bikers seeking top-level chest & back protection, while maintaining a comfortable fit and unrestricted movement. All three feature flexible, viscoelastic (hardens when impacted) SAS-TEC protection inserts, with perforated face fabrics for adequate airflow and separate trefoil padding facing your body that allows for unrestricted movement. They all feature Level 2 Type B back protectors and Level 1 Type B chest protection.

Arto Armour & Arto Vest MTB chest and back protectors

The new Arto Armour & Vest are essentially refined versions of their baselayer protectors, offering two extents of protection depending on how hard you ride. Both are close-fitting, so wear them under a jersey. They each get an asymmetric off-center zip to make them easy to get on and off, an adjustable wrap-around chest strap with a quick-release buckle to keep the protectors in place as you pedal, and a small rear zip pocket outside of the protector for essentials storage.

The simpler 230€ Arto Vest is just a simple mesh vest, with chest & back protectors that can be removed for washing. Pick this for all-day pedaling rides – trail to enduro or eMTBing.

The more complex 300€ Arto Armour has the same body, chest & back protectors, but adds flexible protection at the shoulders and elbows in stretchy mesh 3/4-length sleeves. This one is better suited for long days in the bikepark, DH racing, or back-to-back shuttle runs.

Both are available now from MET/Bluegrass in 4 unisex sizes (S-XL).

Bluegrass Venture Vest chest and back protector with snack & hydration storage

This one is all-new, but also quite simple in concept. Much like the Art Vest, it’s just a combined chest and back protector in a sleeveless mesh vest. But Bluegrass designed this one to go over your jersey (or over or under a shell) and combines everyday ride storage, too. Essentially, Bluegrass saw how many riders were wearing separate back protectors and backpacks – or baselayer protectors and gravel/running hydration vests together. So they decided to combine the two into one.

The result is a well-vented, adjustable hydration vest with high-level certified protection inside, and lots of smart storage outside of the protectors so they won’t interfere when you crash.

The 250€ Bluegrass Venture Vest is available now in 3 sizes (S-L). It features elastic cord side adjustment that adapts well to many body shapes and sizes, or even to varying layers of clothing underneath.

There are two deep mesh chest pockets (like many hydration vests) with a single secure zippered chest pocket to keep a wallet or keys safe. Out back, there’s a bigger thin zipped mesh pocket at the base of the protector, and a big pass-through stuff pocket where you can push a jacket in, open to both sides. Lastly, there’s a loop to hang a max 1.5L hydration bladder (not included) inside the pouch that holds the back protector, and routing over either shoulder for your hydration hose.

Review: Bluegrass Venture Vest protection for every ride

I don’t want to shortchange the Arto protectors, because they seem pretty great for anyone looking to add all-day protection in a next-to-skin baselayer type solution. But, that’s generally not my vibe. I run hot, sweat tons, and prefer the ability to pop a back protector off – or at least loosen it for more airflow on the uphills. So, strapping on a vest sounded like a much better for me personally. And it turns out, I was right.

The Bluegrass Venture Vest is excellent. It is secure, comfortable, and offers adjustable levels of protection and hauling capacity that I can adapt for every ride. It’s essentially a lightweight hydration vest – like those Jeremy & I surveyed, mostly for gravel riding – but here, Bluegrass adds top-tier flexible chest & back protectors on top of the snack, hydration & spare clothes storage.

Did I mention that it’s my favorite back protector now?

Riding protected, with snacks & cool water

Of course, I like that it fits well, carries snacks, doesn’t move around while riding, and protects me for sure. But what really sold it for me was how it easily kept my hydration bladder secure on the outside of my back protector.

I pretty much had abandoned the Camelbak-style backpack about a decade ago, because I got fed up with a bunch of hot water sitting against my back, blocking any hope at airflow or evaporation, on a day I was already super hot and sweaty. And sucking down tepid water at the same elevated temperature as my overheated body simply wasn’t very refreshing.

But since the articulated Bluegrass SAS-TEC protector against my back allows for a bit of airflow, some heat can escape out the back & sides. And the protector itself acts as an insulator, so my body heat does not significantly heat up the water in the hydration bladder. So far, on warm spring and early summer rides, I can actually refresh myself by drinking cool water off my back. A proper game-changer for this hot & sweaty guy!

Low-profile over your jersey, and under or over a shell

It is still quite low-profile when you are just carrying the essentials, so I have no problem wearing it under a jacket or rain suit for super wet or muddy riding. But I can still pop it over a rain shell, too, thanks to the easy elastic cord adjustment.

When I pack 1.5L of water, all day’s worth of snacks, a mini electric inflator, and a rain/wind shell it does get a bit bulkier. But since it’s easy to adjust the fit, I just throw it over a jacket if the vest is super loaded down.

The only real downside is that the waterproof-style side zips are a little tough to manage. But frankly, that also means the zips don’t move unexpectedly, and are easy enough to operate with practice. Plus in the end, I only detach one to take the vest on & off, so it’s really a non-issue in practice.

Light, breathable, and adaptable – from trail to enduro

My size L Bluegrass Venture Vest weighs 855g with both protector inserts inside. But I’ve also seen that for really hot weather on less demanding trail riding, I can drop that down to just 640g by removing the 215g chest protector for extra ventilation without sacrificing back protection or vest stability.

Overall, the Venture Vest does a good job of not overheating me too much, while offering a lot of protection. And the fact that I can strap 1.5L of cool water on the back easily offsets the extra sweating that comes from wearing any back protector. I used to only wear any chest & back protection when I was heading to the bikepark, racing enduro, or when I planned to ride out gnarliest all-mountain trails.

But that last bit is pretty subjective. I had an unexpected crash last summer on a trail ride that wasn’t so extreme, but ended up breaking my helmet and give me a few scrapes. I wasn’t wearing any chest/back protection then. But when I ride those same rocky trails now, it’s a no-brainer to wear this Bluegrass Venture Vest, and get to carry more snacks and cool water, too.

BluegrassEagle.com

The post Bluegrass Venture Vest is New Fav Protector, Plus Arto Protection Baselayers, Too: Review appeared first on Bikerumor.

After seeing Harriet Harnden finish first in qualies in Korea, then 4th overall in the DH finals, we started digging into her AON Racing Gates belt-drive bike setup, quickly finding these prototype Gamux gearbox downhill bikes under the three men on her team. Completely CNC-machined with a single massive open U-shaped frame member, it’s one of the wildest race bikes we’ve seen – beyond the high-pivot, gearbox & belt-drive setup.

Plus, the AON Racing team are hiding a lot of unreleased kit on these gravity sleds. New fork & shock tech, new brakes, new grips, wild stems, and more! Let’s dig right in…

AON x Gamux DH Prototype belt-drive, gearbox downhill bike

OK, so first off, a micro-refresher on AON Racing.

The team was established just last year by 2020 DH World Champion Reece Wilson to create a “pure prototype downhill race team” free from bike sponsor pressures, allowing them to develop innovative race bikes and components.

Swiss CNC bike maker Gamux was a core partner, enabling the AON team to develop what they thought could be the best DH race rig, without being locked into an existing commercial bike model. Sure, Gamux already had the Sego. But even that bike allowed them to customize the platform tailored to the racer, just like the bike Harnden raced isn’t exactly the same as the one you would buy directly from Gamux.

Now onto the next new bike…

Again, built around a Pinion gearbox to get weight low, protected, and to drop unsprung mass. And again, a high-pivot design, driven by a Gates belt-drive system with an idler pulley and a belt tensioner, which put AON Racing in the running for a shot at the 100,000€ Gates Belted Purse offered to the first Elite man or woman to win a UCI MTB DHI World Cup on a Gates belt-drive bike.

But that’s where the similarities with the previous Sego end. Everything else has changed.

unnamed AON Gamux Prototype DH race bike

Ridden by the 3 guys on the AON Racing team – Reece Wilson, Henry Kerr & Stan Nisbet – the prototype bike doesn’t have a name yet. Actually, a contact inside the team confirms that it does have a name, they just aren’t ready to go public with it yet.

But while the team couldn’t officially share photos of Wilson or Kerr’s bikes because of how many secret unreleased products are on both, they were happy to share still photos of Nisbet’s rig. And don’t worry, it has plenty of tricks up its sleeves, too.

I’s a wild-looking bike, so we have plenty to talk about without a name. First off, it looks more like some kind of off-road cruising moto than a bike, right?

The heart of the AON Gamux Prototype is the completely new, all-aluminum CNC-machined construction, opting for a single monolithic but hollow main frame tube instead of a more conventional front triangle. Then, a seat mast gets bolted on top, the gearbox hung down below, and an all-new high-pivot 4-bar suspension system bolted onto the back.

Pinion gearbox + Gates belt-drive

While the Sego is a high single-pivot with a linkage-driven shock, this new AON Gamux Prototype is a more classic Horst-link, four-bar. It’s still a high-pivot, maybe even a tad higher if my eyes don’t deceive me. And it still has a chainstay-mounted i-track idler pulley, plus a quite complex belt tensioner pulley to keep the Gates connection happy and tight.

No official word on length of rear wheel travel, other than that the team is still tweaking and playing with different figures via various link and shock setups.

It also appears to get a decently low bottom bracket height, and has tons of travel. So North Shore Billet supplies their short and strong Talon cranks to put power into the Pinion gearbox.

Of course, the bike also gets a bashguard / skid plate that wraps around the gearbox for protection, as well.

Intricately CNC-machined U-shaped main frame beam

But much of the beauty of the bike comes from the intricate CNC machining by Gamux. Instead of a simple I-beam structure reinforced with bonded-in carbon, this new AON Gamux Prototype is 100% Swiss CNC’d aluminum.

The main frame is a single massive U-shaped beam.

Completely open on the top, it forms the wide backbone of the downhill bike.

The sides of the mainframe tube are mostly smooth, just with wider reinforcing ribs along the upper edge. But the underside of the downtube(?) features a honeycomb relief machined into the main U-shape, before ribs taper out to form the mounting points for the gearbox and skid plate.

The team explains that this externally relieved design allowed Gamux to significantly increase/control the frame’s torsional & directional stiffness and strength, without adding unnecessary weight. And it also lets them showcase some sweet machining style.

Plus, the external honeycomb machining makes it much easier to manufacture, allowing Gamux to smoothly machine out the inner well of the frame, only keeping a few side-to-side ribs remaining inside for stiffness.

Gamux kept the AON Racing team prototype a bit simpler by designing a modular bolt-on seat mast. That gives them freedom to tweak geometry a bit. But it also simplifies production again – keeping the overall height of the CNC-machined part low, and allowing the frame to remain completely open on top.

Then with a single mainframe member, AON & Gamux are free to tweak the ride and performance of the prototype DH bike by iterating separate suspension parts, like: the rocker link, various length seatstay bridges for different wheel sizes (all mullets so far, but full 29er will be possible, too), or different chainstays and seatstays to fine-tune geometry or rear end stiffness.

Weird and wild cockpit setup

Continuing the wild-looking concept, Nisbet and his teammates were riding various high, set-back cockpit setups.

Prototype negative setback stem?

Here, it looks like Nisbet is riding a ~80mm tall stem with -40mm of offset relative to the steerer tube. That’s also holding a high-rise Ergotec 70mm rise handlebar for a very upright and back position. The unconventional cockpit is uniquely set up to race super steep tracks, on a bike with longer frame Reach designed that way for extra high-speed stability.

We only slightly get a peek at it, but that big silver headset suggests (unsurprisingly) that there’s also plenty of space available for head angle adjustment to further fine-tune geometry to each track.

AON Racing works closely together with the Hayes group – which means Hayes brakes, Manitou suspension & Reynolds wheels. And the team generally has raced on purple Hayes Dominion A4 brakes, plus Sinter brake pads. But those rotors aren’t from the Hayes line-up, though.

They appear to be 2.3mm Hope Fixed Rotors, instead.

Prototype RevGrips with integrated bar ends?

Next to the purple Hayes brake levers, we also spot a curious unreleased product on the AON x Gamux Prototypes.

Medium shock-absorbing RevGrips get fitted with an external bar end flange, designed to let racers push outward on the bars for added control. And they claim to allow a looser grip in the roughest sections of a DH track, without worrying about your hands slipping off the end of the bars. It’s a concept that seemed niche until a few weeks ago, when Joe Breeden and Wolf Tooth made a strikingly similar setup more readily available.

Many more unreleased secrets on Reece Wilson & Henry Kerr’s bikes…

We didn’t get still life bike pics from the other guys, but there’s still plenty of Mona Yongpyong, South Korea World Cup race photos to spot more prototype tech on AON bikes.

Prototype Hayes Dominion brakes?

First, notice that there are no purple Hayes on either of these guys’ bikes.

A closer look reveals the brake lever bodies are, in fact, hidden under what looks like a soft neoprene cover. The silver brake calipers on both racers’ bikes look to have the same layout as the 4-piston Dominion A4s on Nisbet’s bike, but with sharper edges. And the silver levers have a gold piece visible that looks like the end of the tool-free reach adjust on current Dominions.

Perhaps these are the more premium set of Dominion brakes we’ve heard rumored for a while?

Both bikes also appear to have that same mysterious extra wire run along the left/rear brake line like Nisbet’s. We’re guessing it’s just an easy access to charge the Pinion Smart.Shift battery that is tucked inside the frame, right?

Prototype Manitou Dorado fork?

One last key secret we can clearly see is a big piggyback hanging off the damping side of Reece Wilson’s Manitou Dorado fork, with a special blue anodized fork end screaming, “Look at me!”

The standard Dorado puts external TPC+ (Twin Piston Cartridge) high-speed compression damping control at the bottom of the right fork leg. The bottom of Wilson’s fork is clearly missing that adjustment, which likely moved into an extra external piggyback reservoir for more oil volume, adjustability, and control.

What’s also interesting, though, is that Wilson didn’t race exclusively with this fork prototype. So clearly, it isn’t yet the best solution for all DH racing situations, just yet.

Also, all of the team are on Manitou forks labeled as Dorado Pro, which would normally come with carbon upper legs, but they all have alloy upper legs. AON confirms that these are all MRD (Manitou Racing Development) prototype forks using alloy uppers that the team riders are testing for Manitou R&D.

And lastly, what could be hiding under that sock over Wilson’s rear shock, tucked inside the top of the frame? It definitely isn’t the same Mara PB Pro air shock that’s on Nisbet’s & Harnden’s bikes.

Could it finally be a Mara Coil shock from Manitou?

Who knows for sure, but we’re going to keep on the lookout!

AONracing.com & GamuxBikes.com

The post Prototype AON Racing x Gamux Gearbox DH Bike Hides Many Secrets on the World Cup! appeared first on Bikerumor.