BH is calling its iLynx+ DL Enduro the most advanced and capable eMTB it has ever developed. Recently, the brand followed that up with the iLynx+ DL Trail, a brand-new model that incorporates the Avinox M2S drive system but features a more versatile design aimed squarely at all-around trail riding. With 140mm of rear wheel travel and a trail-oriented geometry, the Avinox-powered iLynx+ DL Trail is built to go anywhere and do it faster than ever. Let’s check it out.

BH iLynx+ DL Trail Details

BH says that the new iLynx+ DL Trail (just “Trail” from here on) retains all of the features that made the iLynx+ DL Enduro (just “Enduro” from here on) the benchmark in its lineup. That includes the powerful Avinox M2S and M2 drive systems, sleek technology integration, and premium frame features.

But, BH says they didn’t simply just reduce the Enduro’s travel; instead, they developed an entirely new Trail platform. The goal was to create a bike with a completely different personality and handling characteristics, designed with versatility in mind. As such, the brand-new frame has 140mm of rear wheel travel paired with a 150mm fork (on most models), and it rolls on 29” wheels front and rear.

As with the other full suspension bikes in the BH range, the new Trail eMTB uses the brand’s preferred Split Pivot suspension platform. According to BH, “Its design maximizes pedaling efficiency, improves traction, and keeps the suspension fully active under braking. On an e-MTB, this additional efficiency also translates into better battery management and increased overall range.”

The frames have through-headset internal cable routing, molded rubber chainstay and seatstay protection, a BlockLock steering stop, and are designed to work with long travel droppers.

Frame Materials

The carbon frames use “Ballistic Carbon Layup technology” and have been engineered for durability, impact resistance, and an “outstanding stiffness-to-weight ratio.” BH says its Hollow Core Internal Molding process helps optimize material distribution while eliminating internal imperfections and keeping frame weight down to just 2.3 kg. Claimed weights of complete builds start under 21 kg, with the 800Wh battery.

The Trail lineup includes two full-carbon versions (8.8 and 8.7), a carbon front/aluminum rear triangle version (8.6), and three aluminum-framed models (8.1, 8.0, and 7.9). 

Trail Geometry

Given its versatile, trail-oriented focus, it comes as no surprise that BH designed this new eMTB with a geometry to match. Compared to the Enduro’s slack, downhill-focused 63.5-degree head tube angle, the Trail’s 65-degree HTA speaks to its all-arounder intentions. Likewise, the seat tube angle has been steepened slightly to 78 degrees, which BH says helps to improve pedaling position and climbing efficiency.

Compared to the Enduro, the Trail’s reach has also been reduced, and the chainstays shortened slightly to 447mm on all sizes. These adjustments make sense for the Trail, a bike intended to be a bit more agile and responsive than the gravity-oriented Enduro. It comes in four frame sizes: S, M, L, and XL.

Avinox Drive Systems

Avinox really shook up the eMTB market when it launched the M2S and M2 drive units back in April. These compact motors really pack a punch with the highest peak power and torque specs on the market. The M2S puts out up to 130Nm of torque and 1,300W of peak power continuously, along with shorter bursts up to 150Nm and 1,500W using Boost mode. The M2 takes that down a notch to 110Nm and 1,100W continuous, with up to 125Nm of torque in Boost.

Most of the new iLynx+ DL Trail builds come with the more powerful M2S drive unit, except the base model, which is equipped with the still-powerful M2. Those drive units are powered by long-range 800Wh batteries, with wireless handlebar controls and top-tube integrated display units. Sleek system integration is one of the strong suits of the Avinox systems. Additionally, riders have control over the pedal assist modes, the parameters of which are tunable through the Avinox app. 

BH iLynx+ DL Trail: Builds and Pricing

BH is currently offering the iLynx+ DL Trail in six builds, starting as low as €3,899 and topping out at €7,999. The top-tier builds can also be upgraded in the brand’s BH Unique (BHU) online configurator. The frames are available in three colors: black, white, and blue-ish.

iLynx+ DL Trail 8.8: €7.999,9

• Frame: Full Ballistic Carbon
• Motor: Avinox M2S
• Battery: 800Wh
• Fork: Fox 36 Float Factory, 150mm
• Shock: Fox Float X Performance, 140mm
• Drivetrain: Shimano XT Di2 12-speed
• Brakes: Shimano XT 4-piston, 203mm rotors f/r
• Wheels: DT Swiss H1900 TR

iLynx+ DL Trail 8.7: €6.999,9

• Frame: Full Ballistic Carbon
• Motor: Avinox M2S
• Battery: 800Wh
• Fork: Fox 36 Float Performance, 150mm
• Shock: Fox Float X Performance, 140mm
• Drivetrain: Shimano XT/Deore Di2 12-speed
• Brakes: Shimano XT 4-piston, 203mm rotors f/r
• Wheels: DT Swiss H1900 TR

iLynx+ DL Trail 8.6: €5.499,9

• Frame: Ballistic Carbon front, alloy rear
• Motor: Avinox M2S
• Battery: 800Wh
• Fork: Fox 36 AWL, 150mm
• Shock: Fox Float Rhythm, 140mm
• Drivetrain: Shimano XT/Deore 12-speed
• Brakes: Shimano MT520 4-piston, 203mm rotors f/r
• Wheels: Race Face Ar 30 TR

iLynx+ DL Trail 8.1: €4.999,9

• Frame: Full Alloy
• Motor: Avinox M2S
• Battery: 800Wh
• Fork: Fox 36 AWL, 150mm
• Shock: Fox Float Rhythm, 140mm
• Drivetrain: Shimano XT/Deore 12-speed
• Brakes: Shimano MT520 4-piston, 203mm rotors f/r
• Wheels: Race Face Ar 30 TR

iLynx+ DL Trail 8.0: €4.599,9

• Frame: Full Alloy
• Motor: Avinox M2S
• Battery: 800Wh
• Fork: RockShox Recon RL, 150mm
• Shock: RockShox Deluxe, 140mm
• Drivetrain: Shimano Deore 12-speed
• Brakes: Shimano MT420 4-piston, 203mm rotors f/r
• Wheels: BH Lite Mach1 Trucky 30

iLynx+ DL Trail 7.9: €3.899,9

• Frame: Full Alloy
• Motor: Avinox M2S
• Battery: 800Wh
• Fork: SR Suntour XCR34 Air, 140mm (geometry changes slightly with 140mm fork)
• Shock: RockShox Deluxe, 140mm
• Drivetrain: Shimano Deore 10-speed
• Brakes: Shimano MT420 4-piston, 203mm rotors f/r
• Wheels: BH Lite Mach1 Trucky 30

Availability

BH’s new iLynx+ DL Trail eMTBs are available now. Head to the BH Bikes website to learn more or find a dealer in your region.

bhbikes.com

Last year, I tested the USWE Outlander XC alongside several other cycling hydration vests. While the Outlander isn’t technically a “vest,” its compact size and No Dancing Monkey harness design are fairly close. But with limited storage and no chest pockets, it’s perhaps not as vest-like as the competition, comparatively speaking. So, at Sea Otter, I swung by the USWE booth to see if they had anything new or interesting to check out.

That’s where I learned about the new USWE Vest VST, a true hydration vest designed to meet the demands of trail runners and cyclists alike. It is lightweight with a streamlined fit and 8 liters of storage capacity spread between its back and chest pockets. Arguably one of its most interesting features is its compatibility with either a 2L water bladder for cycling or 0.5L chest pocket soft flasks for running, or both at the same time. When purchasing, buyers can configure their Vest VST to suit their needs and preferences.

I got my hands on the USWE Vest VST in a cycling-oriented configuration with a 2L bladder and insulated bladder sleeve, and I’ve been riding and running for the past couple of months. It’s the most vest-like (vestiest?) hydration vest that I’ve ever worn, impressively stable, and I’ve found that it performs well whether I’m bouncing down the trail on my feet or on my mountain bike. 

USWE Vest VST

Check Price at REI

Specifications

• MSRP: $135 (vest only), $189 (w/ bladder)
• Weight: 253 g (vest only), 162 g (bladder and sleeve)
• Storage capacity: 8 L
• Front pockets: 1 zippered and 3 stretch (per side)
• Water capacity: 2 L bladder and/or 2x 0.5 L soft flasks
• Sizes: XS, S, M, L, XL
• Fit adjustments: Adjustable elastic side straps
• Colors: Black, White, Bronze

Pros

• Super stable
• Very comfortable
• Fairly lightweight
• Versatile – works great for trail running, too
• Tons of cargo space
• You pick the hydration system that works best for you

Cons

• Kinda expensive
• Hydration system costs extra
• Five sizes – measure chest/try on to find the right fit
• Perhaps too many pockets on the front

Jeremy Benson

Vest VST Details

The Vest VST uses USWE’s No Dancing Monkey (NDM) harness technology. This involves more of an X-like design with a single, circular buckle in the center to quickly and easily secure it at the chest. The front straps and shoulders are made from an open, airy, breathable mesh with a finer mesh covering the back panel. Overall, this construction gives the pack very little structure. In that regard, it is quite similar to the superlight Velocio Hydration Pack.

On the chest, sides, and back, the mesh backing is topped with both mesh pockets and a stretchy polyester/spandex exterior fabric. This stretch material is used for the outermost front/chest pockets as well as the larger storage pockets on the back. On the upper back, USWE also included a Recco reflector for search and rescue situations.

The VST comes in three tasteful colors, including black, white, and bronze. Although white will probably get dirty with dust or mud fairly easily, I suspect it might help keep your fluids a tiny bit cooler for longer. Additionally, the VST has reflective logos on the back, sides, and left chest to enhance low-light visibility.

Sizing and Fit

The Vest VST comes in five sizes, XS to XL, each of which fits a small range of chest sizes. This five-size range should make it so that users within the fit range can find a relatively snug fit right out of the gate. Elastic cords on both sides of the torso offer a little adjustability to optimize the fit. 

It’s worth mentioning that the Vest VST sizing does not mirror that of shirt sizes, so it’s important to check the size chart and measure your chest circumference to see where you land. For example, I wear a medium bike jersey, but my 39” chest measurement puts me squarely in a large USWE Vest VST, which I’ve found to be a perfect fit.

Modular Hydration

One of the more unique features of the Vest VST is that it is designed as a crossover vest for running and/or cycling, and it works with two different hydration systems. You can choose to use it with either a 2L water bladder and hose, two 0.5-liter soft flasks in the chest pockets, or even both at the same time. Mountain and gravel cyclists will likely gravitate toward the bladder, trail runners may prefer the soft flasks, and some multi-sport athletes might spring for both and switch between them.

USWE sells the VST on its own for $135, and when purchasing directly from the brand, buyers can choose their preferred hydration methods. The 2L hydration bladder goes for $45, and the insulated bladder sleeve adds another $15. When buying from other online retailers, like REI, for example, the Bike VST 8L Hydration vest comes with all of the above for $189.

For the runners, USWE offers two types of soft flasks for the chest pockets. They come in sets of two, with straws for $44, or with the wide-opening tops for $54. USWE also sells Torr Drysacks in 2L ($22) and 8L ($28) sizes.

Storage

According to USWE, the Vest VST has 8 liters of total capacity. That’s somewhat surprising given its relatively sleek and streamlined shape and profile, but its looks are deceiving. There’s a fair amount of stretch in the outer shell fabric, allowing the back and chest pockets to expand and fit quite a bit of gear. 

The bulk of the storage space is divided up between two large zippered pockets on the back, one top-loading and one bottom-loading, plus the large drop-in sleeve for the water bladder. The zippered pockets are both quite large, but neither includes any organizational pockets or compartmentalization. It’s kind of a free-for-all, but there’s plenty of space for a packable rain or wind jacket, extra layer, gloves, arm warmers, etc. I found the bottom zippered pocket to be my preferred spot for storing my tools and flat repair items. 

Moving to the front, each side of the chest has three drop-in pockets and one zippered pocket. The innermost chest pocket is made specifically to fit the soft flasks. The next two are even deeper, with lots of room for snacks, wrappers, spare gloves, you name it. Lastly, the zippered pocket finishes the pocket stack and is ideal for phones or anything else you want secured behind a zipper. It’s a lot of pockets on top of each other, more than I found useful anyway, but there’s no shortage of places to put your gear. 

Curiously, there are zippered mesh pockets on the top of each shoulder, and I don’t have the slightest clue what they are for. 

Using the USWE Vest VST

The USWE Vest VST is quite lightweight at 253 grams for the pack (large), plus 189 grams for the water bladder and sleeve. With its light materials, it has almost no structure when it’s off the body. When holding it with a full water bladder and some gear inside, it’s kinda like a floppy bag. That changes very quickly when you pull it on, as its vest-like fit easily conforms to the body, and it takes on a much more streamlined shape.

In my experience, the VST is more vest-like than any of the other hydration vests I’ve tried. It makes more contact with the body, and its snug, body-hugging shape results in very impressive stability, both while trail running and mountain biking. I’ve used it for 6- to 10-mile trail runs and 20- to 30-mile bike rides, and it always just stays put. My only real complaint is that while running, I could hear/feel the water sloshing around in the water bladder, but that’s fairly standard for running with a bladder. There isn’t a dedicated clip for the hydration hose, but I’ve found the small elastic loops in the chest pockets to do the trick. I have not used it with the soft flasks, so I can’t comment on how that works.

With the pockets on the back and the chest, there’s more than enough storage for my needs. I can easily fit a light jacket, snacks, tools, flat repair, and my phone with plenty of room to spare. The pack stretches to fit bulkier items like my jacket — and it doesn’t get round/unstable on the back the way some other packs can when packed full — then returns to its sleeker shape when the jacket is removed. I’ve already touched what seems like an excess of pockets on the chest, but again, no shortage of options. It’s the multiple layers of chest pockets that make some of them feel kinda redundant to me.

It’s worth mentioning that even though the zippered chest pockets are super deep, your phone can fall out of there if they aren’t zipped. I found this out the hard way at the bottom of a 2,000-foot descent, when I did not notice that my phone popped out of an accidentally unzipped pocket, and I ran it over with my rear wheel on the first turn of the trail. Finding it was a good excuse to do a second lap…

My Takeaway

If you’re the type of cyclist who enjoys the occasional trail run, or vice versa, the USWE Vest VST could be the ideal pack to cover your hydration needs for both applications. If you purchase both the bladder and the soft flasks, it’s kinda like having two packs in one. If you’re a single-sport athlete, this is still one of the best vest-style hydration packs that I’ve tried and a great option for activities that require stable, distraction-free hydration and storage. 

The main storage is a bit of a free-for-all, but it easily accommodates extra layers and gear for long days on the bike, while the numerous front pockets keep snacks, phones, and smaller items accessible on the move. With five sizes, it should be easy for most folks to find a snug, secure fit. Just be sure to check the size chart and take some measurements, or go try one on before purchasing. 

The Vest VST is comfortable, breathable, lightweight, streamlined, and very stable. At $135 for the vest alone, $189 for the Bike VST setup including the bladder (or vest plus soft flasks), it doesn’t come cheap, but I think it’s a great hydration vest for cyclists and/or runners, and potentially the perfect quiver of one for multi-sport athletes.

uswe.com

Under 800g is unheard of for a solid TT & Tri disc wheel, but Light Bicycle has managed it with a new hollow carbon construction for their next-gen Falcon-series C25 wheel. Or… if it’s windy where you race, and a solid disc is simply unmanageable, they also have a wild 180mm ultra-deep new rim to build up a rear wheel, almost as fast. Plus, for the wheelsize adventurous, Light Bicycle’s new 32″ carbon Anax Gravel wheelset is lighter than many conventional 700c gravel wheel setups, and comes at an affordable price that could make trying 32ers sound like a more reasonable decision…

Light Bicycle Falcon Pro Precision C25 ultralight disc wheel

For the longest time, solid disc aero wheels for time trial & triathlon racing fought and struggled to get under the 1kg barrier. That started to shift in recent years, where sub-kilo disc brake disc wheels became the norm, and several even broke the 900g threshold – including a few from Light Bicycle themselves.

Now, they’re going even lighter, down to a claimed 779g thanks to a new derivative of their hollow internal construction with sandwich sidewalls method. The new tech keeps the main body of the disc hollow – molded with plastic bladders that are removed after the resin cures. But now, they have added 6 internal stiffening ribs that connect the two outer sides of the disc wheel, almost like spokes but not continuous from hub to rim bed. The partial-length internal ribs still allow them to get bladders out after molding the wheel, but enable a significant reduction in carbon material for the outer structural skin of the disc.

Tech Details

Current Falcon Pro PrecisionX disc wheels come in three variants: the rim brake QR-only 977g C20 (20mm int, 26mm ext); or disc brake thru-axle 848g C22 (22mm int, 28mm ext); or latest disc brake 890g C23 (23mm int, 30mm ext). These share the same hollow construction (formed over inner air bladders) with their thin rim walls made of a sandwich of hi-mod T700/800 carbon over a thin PMI foam layer to add stiffness without adding a lot of extra weight.

This still unreleased new ultralight Falcon Pro Precision C25 disc measures 25mm internal for its hooked, tubeless-ready bead. And it should come out to about 32mm external, making for a smooth aero transition for 25-30mm tires.

No official release date just yet, or official pricing. But it likely will command a slight premium over the $1344 C23 due to its more complex construction.

AER180 ultra-deep 180mm rear wheel for when a disc is too much

Now if a solid disc rear wheel is simply unrealistic for racing against the clock outside, where crosswinds play a role, Light Bicycle has this super deep AER180 rim to solve your time trial & triathlon woes. They call it the Kona Conqueror because it was specifically created for wind tri courses like the iconic Ironman Kona.

Light Bicycle claims “near-equal aerodynamic performance to a full disc while offering greater stability in crosswinds”. It features similar carbon/foam/carbon sandwich construction in its long straight sidewalls like their full discs, resulting in a rim-only weight heavier than the new disc. But that’s the price you pay for stability in the wind.

The rear-only complete wheel can be built up as low as 1126g, with retail pricing starting at just $872, and available now.

• 180mm deep aero U-profile T700/800 carbon TT/Tri rear-only rim
• 21mm hooked tubeless internal
• 28mm wide external at the tire
• ~820g rim weight
• custom builds with either 24 aero spokes

32″ Anax Gravel ultralight carbon wheels (or XC if that’s your thing)

32″ is coming, but is it going to add a lot of extra weight?

Light Bicycles says it doesn’t have to. Their new 32″ Anax Gravel carbon wheels can be built up as light as 1343g for a set, and with retail pricing starting at just $1070 with their own hubs. Making the jump to a new, bigger wheelsize may be easier and lighter than we ever thought! Plus, they’ll just build them with several other hub options from the likes of DT Swiss, Industry Nine, Chris King, or Carbon-Ti, if you prefer.

• 44mm deep low aero V-profile T700/800 carbon gravel rim
• 32mm hooked tubeless internal
• 37.7mm wide external at the tire
• max 39.4mm wide overall
• custom builds with either 24 (front-only) or 28 Alpina Ultralite Aero spokes (front or rear)

The Anax Gravel isn’t the only 32″ Light Bicycle wheel option either. We just wrote about the Anax32 XC wheels back in February, which now sell for as little as $1221 with Hope hubs or as light as 1465g with ST 240 hubs.

Who are Light Bicycle again?

Just a quick refresher on Light Bicycle for those who may not know them, since we don’t write about China-direct component companies often.

They are one of the longest-running factory-direct Chinese wheelbuilders, hand-building affordable carbon wheels and shipping them directly to consumers around the world since 2011. They’ve also seemed to be one of the most innovative consumer-direct companies, continually evolving to meet consumer demand for the latest tech. Light Bicycle even now has wheel building & warehouse setups both in British Columbia to serve North America, and in France to serve the EU market.

LightBicycle.com

Norco made waves four years ago when it introduced its refreshed lineup of reasonably priced aluminum-framed Fluid mountain bikes. Those models earned very high praise and won numerous awards for their on-trail performance and budget-friendly prices. Today, Norco is announcing the next generation (Gen 3) of its affordable and highly regarded Fluid MTBs. It’s not a massive departure from its predecessor, but a refinement of Norco’s award-winning platform.

The Gen 3 Fluid is still the 130/140mm travel 29er that folks already know and love, but Norco says it now has a lighter frame, user-friendly guided internal cable routing, and some differences in frame sizing. It also comes in three new complete builds with prices starting at $2,299 and topping out at $3,899. 

“Fluid has always been about delivering real trail performance at a real-world price. This new generation refines that formula with a lighter frame, improved ride quality, and thoughtful details that make the bike easy to maintain and more capable on the trail.”

-Paul Burnett, Senior Product Manager at Norco

Norco Fluid Details

Norco says one of the most notable changes to the Fluid is a full 6066 aluminum frame, which is lighter than the previous generation with reportedly no compromises to strength or durability. Norco does not specify the actual weight savings, but complete claimed bike weights now start at 35.2 pounds (size S3). Along with a lighter frame construction, Norco has added nylon guide tubes to the internal routing to simplify maintenance tasks. It’s also covered by Norco’s No Other Way Limited Lifetime Warranty.

The Fluid has 130mm of rear wheel travel and comes with a 140mm travel fork. It comes with 29” wheels front and rear and is compatible with a 27.5” rear wheel via a link-arm flip chip that maintains both geometry and suspension performance. Like its predecessor, the new Fluid relies on Norco’s VPS (Virtual Pivot Suspension) layout, which is a simple and effective Horst Link design. Norco worked with suspension brands for custom shock tunes, and the Fluid is supported with the Ride Aligned setup guide for dialing in suspension settings.

Geometry

Norco already had a crowd-pleasing geometry formula with the previous generation Fluid, and it remains largely the same for Gen 3. The 130mm travel Fluid is intended as a versatile all-around trail bike, and that is reflected in the geometry chart. Specifically, the 65-degree head tube angle, which lands squarely in do-it-all trail bike territory. Reach numbers increase in 20mm increments across the five frame sizes, starting at 432mm on S1 and topping out at 512mm on S5. 

Like its predecessor, Norco gave the Fluid Gen 3 some size-specific geometry details, which isn’t super common at its lower price point. Still, whether you’re just starting out or are a seasoned rider, the steepening seat tube angles and increasing chainstay lengths are meant to provide similar proportions and a balanced ride feel across the size range. Chainstay/rear center lengths increase in 4mm increments, starting at 428mm on S1, and topping out at 444mm on S5. Likewise, seat tube angles increase by 0.25 degrees per size.

Norco Fluid: Builds and Pricing

Along with 130mm/140mm of travel and capable all-around trail-riding geometry, Norco recognizes that components play a huge role in a bike’s performance. So, they’ve included size-specific droppers, 4-piston brakes, and grippy Schwalbe Radial tires on all builds, even the entry-level Fluid A3. Additionally, all builds share the same cockpit setups, including Norco Alloy riser handlebars, stems, and WTB Wavelength grips, plus TranzX droppers and WTB Solano saddles.

Norco Fluid A1: $3,899 USD / $4,700 CAD

• Fork: RockShox Lyrik Select+, 140mm
• Shock: RockShox Super Deluxe Select RT
• Brakes: Shimano SLX 4-piston w/ 203/180mm (f/r) rotors
• Drivetrain: Shimano XT 12-speed w/ Deore cranks
• Wheels: WTB KOM Team i30 rims w/Shimano TC500 hubs
• Tires: Schwalbe Magic Mary Trail Radial 2.5”, Rear: Schwalbe Roamy Trail Radial 2.4”
• Weight (S3): 16.2 kg /35.7 lbs.
• Color: Gloss Blue Alloy

Norco Fluid A2: $2,899 USD / $3,800 CAD

• Fork: RockShox Psylo Gold RC, 140mm
• Shock: RockShox Super Deluxe Select
• Brakes: Bhimano BR-MT420 4-piston w/ 203/180mm (f/r) rotors
• Drivetrain: Shimano Deore 12-speed
• Wheels: WTB ST i30 rims w/ Shimano TC500 hubs
• Tires: Schwalbe Magic Mary Trail Radial 2.5”, Rear: Schwalbe Roamy Trail Radial 2.4”
• Weight (S3): 16.0 kg / 35.2 lbs.
• Color: Satin Raw Alloy Silver

Norco Fluid A1: $2,299 USD / $2,800 CAD

• Fork: RockShox Recon RL, 140mm
• Shock: DVO Opal
• Brakes: Tektro HD-M535 4-piston w/ Tektro TR203 203/180mm (f/r) rotors
• Drivetrain: Shimano Cues 10-speed
• Wheels: WTB ST i30 w/ Formula hubs
• Tires: Front: Schwalbe Magic Mary Trail Radial 2.5”, Rear: Schwalbe Roamy Trail Radial 2.4”
• Weight (S3): 16.9 kg / 37.2 lbs.
• Color: Gloss Pistachio Green, Gloss Flat Black

Availability

Norco’s Gen 3 Fluid bikes are available now. Head to the Norco website or your favorite Norco dealer to learn more or buy yours.

norco.com

While all eyes are on the Tour as it travels through France in real life, it’s apparently a popular time to introduce new virtual ways to explore the roads in France. Shortly after Zwift announced their Paris map expansion, MyWhoosh just unlocked its new France World, which brings eight new routes to the platform. And it’s open for all users, right now. The launch was timed to coincide with Bastille Day on 14 July 2026. After a month of early access for Season Pass holders, the new MyWhoosh France World destination is now open to anyone on the platform at no extra cost, which is consistent with MyWhoosh’s free-to-ride model.

The eight new routes cover a range of terrain that reflects the variety of French cycling landscapes. Riders can ride flat, wind-exposed southern plains as well as steep mountain climbs, including the Col de Galibier.

The routes are rendered in MyWhoosh’s visual style, which is more realistic than Zwift’s cartoon-y worlds. Once you complete each route, they feed into a new in-game challenge system designed to reward exploration.

For riders who want a more structured experience, MyWhoosh is also launching Vive la France, a two-stage mission running from 14 July through 2 August. The first stage, Paris to the Provinces (July 14–24), takes riders through rolling terrain on the Paris Classic route.

The second stage, The Summit (July 25–August 2), focuses on the Galibier climb. Completing both stages unlocks the Colnago Master Retro Frame, Colnago Master Retro Wheels, and a Vive la France Mission Badge. All the gear and collectables are drawn from European cycling heritage.

Whether you’re working through the mission or just want to spin through a new digital landscape, France World is available now with no paywall or sign-up required.

New Routes:

• Camargue Plains
• Toulouse Plains
• Tour de Corse
• Paris Classic
• Cobbled Classic
• Col de Galibier
• Hautacam Summit
• Les Deux Géants

The MyWhoosh Esports Championships: Two Continents, One Yellow Jersey

In other MyWhoosh news, the UCI and MyWhoosh have announced the qualification structure and key dates for the 2026 UCI Cycling Esports World Championships. The grand finale is set for December 12 across two live venues. The first one is in North America, and the other is in Europe.

The format carries over from 2025, combining National Federation selections with open-access racing on the MyWhoosh platform. This gives cyclists from across the globe a realistic path to compete.

Around 100 riders per gender will earn semi-final spots through their National Federations. The Federations receive quotas of three to ten riders based on recent championship results. Federations without a quota can still nominate up to two riders, as long as those athletes meet MyWhoosh’s performance verification requirements. Federations handle their own selection process, so athletes with eligibility questions should check in with their home federation directly.

Outside the Federation Pathway

Sitting at home with no idea what a Federation pathway is? Don’t worry, there are roughly 30 spots per gender available through the MyWhoosh Sunday Race Club Elite series. That series runs the first two Sundays of September. These open races are available to any rider not already selected by their federation. And those who qualify this way can be added to their national team on top of the existing quota.

The virtual semi-final on October 2nd will bring together around 260 athletes. The top finishers advance to the live December final. A few additional spots may open up through UCI wild card selections (up to three per gender). And the 2025 World Champions earn automatic entry. Federations have until August 31st to confirm their rosters, with the final semi-final participant list locked in by September 4th.

Key Dates

• July – August: National Federation nomination window
• August 31st: federations confirm selected athletes
• First two Sundays of September: open qualification races (MyWhoosh Sunday Race Club Elite)
• September 4th: final semi-final entry list confirmed
• October 2nd: virtual semi-final, c.260 athletes
• December 12th: grand final, live across North America and Europe

For additional details, check the link below.

MyWhoosh.com

Today, Boyd Cycling introduces a new gravity hub platform, the Sixtus MTB hub. The Sixtus replaces the brand’s Tripel hub and is claimed to be better in every way, including faster engagement, lower drag, and enhanced durability. Designed to provide near-instant 0.5-degree engagement without the drag often associated with fast engagement hubs, Boyd says “the Sixtus was engineered to stay fast when you’re off the gas.” It’s also been designed to handle the abuse of gravity-oriented riding and is e-bike rated, too.

“The Sixtus Hub is built for Chaos. We made it for riders who smash into rock gardens, land sideways, pedal through compressions, and expect their equipment to respond instantly every single time. We wanted the fastest engagement possible, and simply refused to accept the drag and harshness that usually comes with it.”

-Boyd Johnson, Chief Innovation Officer and Founder at Boyd Cycling.

Sixtus MTB Hub Details

Like the Tripel hub that came before it, the Sixtus uses a 102-tooth driver ring paired with six pawls. Unlike the Tripel hub, where all of the pawls engage simultaneously, the Sixtus has a new steel phasing ring, which staggers the pawl engagement. This phased design creates a whopping 612 points of engagement and just 0.5 degrees between those points. Boyd says, “The result is engagement ‘now’ without the excessive drag common among high-engagement hubs.”

Additionally, this steel phasing ring is claimed to result in improved load distribution and increased durability to earn its e-bike rating. Adding to that, Boyd says the Sixtus also features wider pawls, which increase surface contact between the pawls and driver ring to boost strength and durability under heavy torque.

Knowing that not all riders want 0.5-degree engagement, Boyd says it also developed a lightweight aluminum freehub body without the steel phasing ring. This optional freehub allows all of the pawls to engage simultaneously for still-pretty-quick 3-degree engagement, while also reducing weight by ~35 grams. 

And because 20mm thru axles are still a thing in gravity riding, Boyd Cycling designed the front hub with versatility in mind. The Sixtus front hub can convert from 15x110mm Boost to 20x110mm DH with a simple end cap swap. On that note, the Sixtus hubs are available in Boost spacing, a 6-bolt brake rotor interface, and for use with J-bend spokes only. 

Sixtus MTB Hub Specs

• 102-tooth driver ring
• 6-pawl design
• 612 points of engagement
• 0.5-degree engagement
• Steel phased pawl ring
• eBike rated
• Wider pawls for increased contact surface
• Boost spacing only
• 6-bolt rotor interface
• Front hub weight: 178g
• Rear hub weight: 380g
• Optional lightweight freehub body saving 35g, changes from 0.5 to 3-degree engagement.
• 20mm thru axle compatibility
• Shimano HG, Shimano Microspline, and SRAM XD drivers

Availability

Boyd Cycling says its new Sixtus hubs will make their debut in the refreshed Kanuga FF Alloy ($800/set) and Ridgeline Carbon Enduro ($2,000/set) wheels, which are available starting today. They also plan to incorporate them across other wheel platforms, including the Bracken Trail Alloy, through the remainder of 2026. Check them out on the Boyd Cycling website.

boydcycling.com

If you’ve been waiting for a reason to jump back on your Zwift setup, maybe now’s the time. With the Tour in full swing, and Zwift being the official Training Partner of the Tour, it makes sense that they’ve launched a major expansion to its Paris map. And it’s roughly doubling its size. The centerpiece of the update is the cobbled climb to the Basilique du Sacré-Coeur de Montmartre.

It comes complete with a new KOM segment and three new sprint points: the Église Sprint, Tchou Tchou Sprint, and Monceau Sprint. If you remember, the original Paris map was launched back in 2020 for the Virtual Tour de France. And it focused on the Champs-Élysées circuit. So, this expansion brings a whole new dimension of riding in the French capital.

There are 10 new routes that you can explore right away, 8 for cyclists and 2 for runners. The options range from a quick lil’ 7.2km loop around the Arc de Triomphe to some longer endurance rides like the 74.5km Heart of Montmartre.

For the runner out there, you get a 5km city route and an 11km course that includes the Montmartre climb. So, whether you have 20 minutes or a few hours, there’s a route that fits.

Alongside the map expansion, Zwift’s Drop Shop is adding several new bikes. They include the Cervelo S5, Cannondale SuperSix Evo, Giant Propel ADSL 0, and Wilier Filante SLR ID2. Plus, there are new wheel options as well. More details are available at the link below.

Zwift.com

Yeti broke from its longstanding Switch Infinity design when it debuted its Sixfinity six-bar suspension platform on the 160e eMTB a few years back. They’ve since incorporated the platform on the LTe and MTe, and today, the brand is introducing its first non-electric model built around Sixfinity; the 160mm-travel LT. The LT replaces the SB160 as Yeti’s hard-hitting long travel enduro bike, and along with the new suspension platform, it gets an updated look, longer/adjustable rear-center lengths, in-frame storage, and more.

I was very impressed with the LTe when I tested it, so much so that I was hoping Yeti would eventually incorporate Sixfinity into one of its non-electric models. I was happy to find out recently that the folks at Yeti felt the same way and were coming out with the new LT. I was even happier to get my hands on a test bike a couple of weeks ago for some pre-launch testing. I’ll start by covering all the important details about the LT and finish with my first impressions of this exciting new bike.  

Yeti LT Details

The new Yeti LT is a lot like the LTe, just without the “e”. It shares the same travel, suspension platform, similar geometry, and distinctive Yeti looks as its electrified sibling, minus the bulk and weight of the e-bike components. With 160mm of rear wheel travel and 170mm in the front, it replaces the highly decorated SB160 as the enduro race bike in the brand’s lineup. Arguably, the biggest story with the LT is the move to the Sixfinity suspension platform, but there’s plenty more to it than that. Let’s check it out.

Frame Design

Yeti is making the LT frame in its high-end TURQ Series carbon fiber only and includes Vectran reinforcement for durability and impact strength. The frame gets 160mm of rear wheel travel and comes with a 170mm fork. It rolls on 29” wheels front and rear, and is compatible with a 27.5” rear wheel (MX) with a wheel size flip-chip that maintains geometry. Another flip chip allows riders to make minor changes to geometry in the MX wheel configuration only.

Yeti went all-in on size-specific rear center lengths with the goal of optimizing front and rear balance across all frame sizes. Rear center lengths start at 439mm on the small frame and increase incrementally up the size run to 465mm on the XL. Additionally, Yeti includes swappable bolt-on dropouts, giving riders the option to increase rear center length by 10mm to suit their handling preferences. At the front of the bike, the ZS44/56 should make it fairly easy for riders to install aftermarket angle or reach-adjust headsets.

On the LT, Yeti also added an in-frame storage compartment called The Cavity. The plastic door has a set of bottle mounts and uses a CNC-machined roller cam lever to secure it. The Cavity comes with a single zippered frame bag for tubes, tools, etc. Yeti included another set of mounts on the underside of the top tube to bolt on another accessory or tool. There’s a large frame protector on the downtube, which includes a spot to stealthily hide an Airtag or similar location-tracking device.  

Cable routing is internal with bolt-on cable capture ports on the frame and guided tubes for ease of maintenance. There’s updated rubber protection on the chainstay and seatstay, and complete builds come with an upper chain guide and a bash guard. The frame has a threaded bottom bracket shell, Boost axle spacing, and has been designed with long dropper posts in mind. 

Sixfinity

Debuting on the 160e a few years back and used on the LTe and MTe eMTBs last year, Yeti’s Sixfinity suspension was a major departure from its Switch Infinity design. According to Yeti, the engineering team has been tinkering with and developing a six-bar suspension design since 2016. After the high praise both the MTe and LTe have received, the brand finally decided to incorporate Sixfinity into a bike without a motor. 

“The LT combines our learnings from 15 years of Switch Infinity, 10 years of Sixfinity exploration, and a long-term commitment to racing. Maintaining the best attributes of Switch technology, while executing an array of kinematic, structural, and size-specific geometry improvements that Sixfinity makes possible: These are changes that are not just for the sake of change, but aimed for tangible performance gains to make all riders faster. It is a big step towards a never-ending pursuit that we are excited to see the riding community enjoy.“

– Peter Zawistowski, CTO, Yeti Cycles.

Sixfinity is a six-bar linkage that Yeti says allows the engineers to independently control the three key kinematic metrics: anti-squat, anti-rise, and leverage rate. Yeti refers to anti-squat as “acceleration response,” and it has been tuned around sag for pedaling efficiency, before dropping off sharply for descending performance. Anti-rise, or “deceleration response,” stays relatively consistent throughout the travel range with the goal of balancing traction and geometry preservation while braking. 

Similar to the LTe, the leverage rate is adjustable to 15%, 20%, or 25% with swappable chips at the lower shock mount. This allows riders to choose their desired suspension feel to match their riding style or terrain.

Geometry

With the LT, Yeti is leveraging its years of race-winning bike design experience into what they are calling the “sweet spot of enduro geometry.” Looking at the geometry chart, the angles and numbers are pretty standard for a modern long-travel bike. That includes the 64-degree head tube angle, 77.5-degree seat tube angle, and 485mm reach (size large). As expected for the enduro category, stack heights are also relatively generous.

Where the LT’s geometry really stands out is the aforementioned size-specific rear center lengths. Unlike many size-specific chainstay lengths, which increase in relatively small increments, Yeti really went for it. The significant changes to chainstay length should have a noticeable impact on the fore/aft balance across all sizes. And when you factor in the modular dropouts to add 10mm of length, riders can end up with some properly long rear center lengths. 

Rear Center Lengths (0mm / +10mm)

• Small: 439 / 449
• Medium: 442 / 452
• Large: 455 / 465
• XL: 465 / 475

It was already touched on briefly, but the LT also has a wheel size flip chip that maintains geometry when switching to a 27.5” rear wheel. In the MX wheel size configuration, riders also have the option to use another geometry-adjusting flip-chip to slacken the head tube by 0.5 degrees and lower the bottom bracket by 6mm. Check out the chart below for the rest of the geometry details.

Builds and Pricing

Yeti is offering the LT as a frame only with the Fox Float Factory shock for $5,000, or in three complete builds, all of which are built on the same TURQ Series carbon frame in TURQ (white and Yeti turquoise) or Nightout colorways. All of the complete LT builds come with the same Fox Factory 38 Grip X2 fork, Factory Float X2 shock, and Schwalbe Magic Mary Trail Radial / Albert Gravity Radial tire combo. Click any of the images below to enlarge the specs.

Yeti LT XO AXS: $10,200 / €10,900

Yeti LT XT Di2: $8,900 / €9,500

Yeti LT X0/90: $8,400 / €8,800

Availability

The new Yeti LT is available now. Head to the brand’s website or your favorite Yeti brick and mortar or online retailer to learn more or buy one of these new enduro race rockets.

yeticycles.com

First Rides on the Yeti LT

I’ve had the Yeti LT for a little over two weeks now. I’ve got a handful of rides on it so far, but not enough for a full review just yet. I feel like I’ve scratched the surface and am only just beginning to understand what this bike is truly capable of. But just like every other Yeti that I’ve ridden in the past couple of years — the LTe and the ASR — the fit and finish are absolutely dialed, and my first impressions are overwhelmingly positive.

I’ve got the top-of-the-line X0 AXS build in the Nightout colorway. I’m 6’0″, and the large frame is a perfect fit for my lanky body. The 485mm reach is exactly what I’m used to, and along with the steep 77.5-degree seat tube angle, moderately high stack, and carbon Yeti riser handlebar, results in a comfortable seated pedaling position that feels great on fire roads and steep singletrack climbs. 

Using Yeti’s suspension setup guide, I was able to find a good baseline for the fork and shock settings. I haven’t deviated too far from the suggested settings, although I adjusted the fork by adding a couple clicks of high speed compression to maintain ride height and opened the low speed compression by a couple clicks to get a more supple, ground-hugging feel. 

For the rear shock, I’ve left it in the neutral 20% leverage rate setting and let Sixfinity work its magic. I plan to tinker with the leverage rate chips and try the other settings, but I have no complaints about where it’s at right now. It’s shockingly calm and supportive when seated pedaling but reacts nicely to trail inputs and feels fairly smooth over small bumps and trail chatter. Once you go past the inflection point, it’s super plush in the mid stroke with enough ramp up toward the end of travel to avoid harshness or hard bottom outs.

Sixfinity on the LT delivers the same balanced suspension performance that made the LTe one of the most fun and confident eMTBs I’ve ridden to date. Calling it magic sounds a bit cliché, but it works really, really well, and I think Yeti made a great decision to put it on their long travel pedal bike, too. 

My test bike came with the +10mm dropouts installed, giving me a 465mm rear center, which is probably the longest I’ve ever ridden. I kept it in the long setting for the first three rides which included several laps at the Sky Tavern Bike Park, numerous runs on my favorite local steeps, and an XC-ish ride over to the neighborhood jumps and berms. From chunky DH runs and skidders to small jumps and flow, the LT felt comfortable and composed right out of the gate. I found it to be very easy to get along with and confidence inspiring in all situations.

It’s undoubtedly a big bike, and extra long with the +10mm dropouts installed, and that, unsurprisingly, results in a very stable ride and a bike that feels eager to charge the fall line. At the same time, it remained surprisingly maneuverable with an unexpected amount of pop, although slightly reluctant get up onto the back wheel for manuals or wheelies. Still, I was surprised how well it came around in the corners or navigating uphill switchbacks.

After those first few rides, I swapped over to the “short” dropouts and a 455mm rear center length. Switching the dropouts was pretty straightforward, with the most complicated part being reattaching the Transmission derailleur. It took me about 20 minutes and I was ready to ride. The 10mm difference is significant and definitely noticeable; it’s still very stable but a touch more maneuverable both up and down the hill. It definitely feels a little more playful, and is slightly easier to pull up and manual through dips in the trail. 

I think the short dropouts align better with my preferences, riding style, and typical terrain, and I’ll likely leave those on for the foreseeable future. I could see myself switching back to the +10mm dropouts if I know I’m going to be riding some super high-speed trails or for some more back to back testing. Regardless, I like that Yeti gives riders the option on an enduro race-oriented bike like the LT.

The top-tier XO AXS build leaves nothing to be desired and undoubtedly enhances its performance on the trail. Fox’s latest suspension works very well, the Maven brakes offer heaps of power, Schwalbe’s Radial tires provide class-leading grip, and the DT Swiss EXC1700 Evo carbon wheels feel bombproof. The cockpit is also well appointed, with Yeti’s own carbon riser bar, a stout Burgtec stem, and comfy ODI Reflex grips. Out back, the 210mm dropper gets the saddle nice and low — although I could probably fit a 240mm — and the Yeti-branded WTB Solano saddle is one of the best I’ve used in recent years. My test bike weighed in at 36 pounds set up tubeless, without pedals, but with an Arundel bottle cage, which seems pretty reasonable for its travel length and spec.

Not that style matters, but I think the LT is a damn good-looking bike, too. Its got clean lines with a thinned out top tube, and very minimal branding compared to previous Yeti bikes. I was also impressed with how quiet it is, with no cable rattle, minimal chain noise, and no rattling from the in-frame storage door. The Cavity door cover latches very securely, and the storage bag is fairly easy to get in and out. 

Overall, my first impressions of the Yeti LT are that it’s a very confident and capable ride, and a step forward in the evolution of the brand’s enduro race machine. I imagine that moving away from Switch Infinity isn’t easy, but Sixfinity has already been very well-received on Yeti’s eMTBs and, in my opinion, represents a step up in performance. I’ve been having a great time riding it so far and I’m looking forward to putting plenty more miles on it before giving it a full review.

Today’s ebike market is vast, with some brands producing pricey, feature-laden bikes and, conversely, a barrage of new ebike brands popping up with surprisingly affordable offerings. As technology trickles down, it makes sense to see brands like Buzz putting out commuter ebikes at lower prices. With two options under $1000, Buzz is marketing these affordable ebikes towards students, but they are, of course, ideal for anyone commuting or riding recreationally.

Buzz’s Cerana 2 and Centris 2 ebikes prove you can get a reasonably powerful motor and battery, an aluminum frame, and handy commuter accessories for an affordable price. The main caveat seems to be plenty of non-branded parts, including suspension forks, brakes, motors, and batteries. Both Buzz bikes also only come in one ‘fits most’ frame size. Let’s check out all the details of these affordable ebikes…

Buzz Cerana 2 Commuter ebike – Key Specs and Features:

Buzz’s Cerana 2 is a class 2 ebike, suitable for commuting or recreational riding. The Cerana 2 features an aluminum step-through-style frame, and the step-over height is just 15”, offering easy mounting/dismounting. Frames come in one size only, but they are designed to fit riders from 5’2” to 6’3”. The Cerana 2 also comes with a manually adjustable dropper seatpost (travel not specified), so you can easily change the saddle height with the push of a lever.

The Cerana 2 rolls on 24” alloy rims with 2.5” tires. Up front is a 60mm front suspension fork, although the fork brand is not mentioned in Buzz’s specs.  

This bike offers a 7-speed drivetrain, which includes a Shimano trigger shifter and cassette. Stopping is handled by mechanical disc brakes (again, no mention of brand).

Buzz includes several commuter essentials on the Cerana 2: The bike comes with front and rear lights, fenders, a bell, and front and rear cargo racks. The front rack can carry 20lbs, and the rear can hold up to 50lbs.

Drive System:

Assist power is provided by an unnamed 500W rear hub motor. The drive system offers five assist levels plus a throttle, and its maximum assisted speed is 20mph.

The Cerana 2’s 500Wh battery provides a max range of 40 miles. The battery is easily removable from the frame with a key, and it can be charged either in the frame or off the bike. Charge time is 4-6 hours.

A center-mounted LCD display shows your speed, assist level, battery life, and trip odometer as you ride. The Cerana 2 uses a handlebar controller that looks familiar (which I’ve seen on more expensive ebikes).

The Cerana 2 weighs 63lbs complete. Max load is 300lbs. The bike arrives 90% assembled, and assembly can be finished with simple tools.

Regular retail price is $1000, but the Cerana 2 is currently on sale for $800. Frames are available in Black or Dusted Moss Green.

Centris 2 Folding ebike – Key Specs and Features:

The Centris 2 is a Class 3 ebike, and it features a folding frame. Ideal for those with space constraints or people who travel with their bikes (as long as you have two people to lift it, as it’s 71lbs), Buzz says the Centris 2 folds down in seconds. Its folded dimensions are 34”x22”x34.

The Centris 2 is built around a 6061 aluminum frame, and its low-slung top tube has a step-over height of 16”. The bike comes in one frame size only and should fit riders from 5’2” to 6’3”. The handlebar is also height-adjustable.

This folding bike offers a 60mm travel front suspension fork, but its brand is unspecified. It rolls on 20” alloy rims with cushy 4” wide tires. The Centris 2 gets a 6-speed drivetrain, including a Shimano grip shifter and cassette.

The Centris 2 includes a set of hydraulic disc brakes (brand not listed) to ensure ample stopping power. It also comes equipped with commuter accessories like front and rear cargo racks, fenders, a bell, plus automatic head and tail lights.

Drive System:

The Centris 2 is assisted by a no-name 500W, 65Nm rear hub motor. The motor offers 65Nm of torque and delivers assist via a cadence sensor. This bike offers five levels of pedal assist, plus a throttle. Pedal assist maxes out at the Class 3 limit of 28mph, but the throttle tops out at 20mph.

A 500Wh battery provides a maximum range of 40 miles and charges in 4-6 hours. The battery is easily removable from the frame for off-bike charging. Up front, a KDS LCD display screen shows riders their key info, and that familiar-looking handlebar controller allows riders to select assist modes, use the throttle, and switch the bike on and off.

The Centris 2 folding ebike weighs 71lbs, and its max load is 300lbs. Frames come in the color shown only. Regular MSRP is $900, but it’s currently on sale for $720.

Warranty:

Buzz covers their bikes with a three-tier warranty: They cover frames for 10 years, electronic components for 2 years, and consumable components for 6 months. Customers can also contact Buzz through their website for product support.

buzzbicycles.com

Canyon has an all-new Lux Trail bike out today that once again reimagines what a regular mountain bike should be, leaving its XC and even downcountry origins behind to lean a bit more all-mountain. This new Lux trail frame is ~10% lighter than its most recent iteration, while adding more travel, too – 10mm more out back (maybe 11?), paired to 20mm more up front. But it’s the completely reimagined geometry that captured my attention.

This new bike is now much closer to the Spectrals than to the Lux World Cup, reminding me of the “most fun mountain bike” I’ve ridden from Canyon in recent years…

2026 Canyon Lux Trail lightweight 125/140mm mountain bike

Canyon first hypes the new Lux Trail as a lighter, lightweight trail bike. It gets slacker, more progressive geometry, increased suspension travel front & rear, and improved suspension kinematics that they describe as “more playful”. That all sounds like great refinements for the kind of mountain biking that most of us actually ride.

“Blending XC climbing efficiency with aggressive trail geometry, the completely redesigned Lux Trail drops 200 grams while stepping up to a 140mm/125mm suspension platform.”

From the start, I’ve appreciated the fact that Canyon makes a race-focused Lux XC bike and then a similar but clearly adapted Lux Trail version for the way non-racing mountain bikers ride. Generally speaking, that ‘more everyday mountain bike’ offered a bit longer travel, slightly relaxed geometry, and similar lightweight – often bleeding into what has been called ‘downcountry’.

But that’s only kind of what is going on here…

Where does this new Trail bike fit in the Canyon MTB spectrum?

Instead, this new Lux Trail looks to go full-on lightweight all-mountain, dare I even say mini-enduro.

Sure, 125mm of rear wheel travel is just 5mm more than what we now see on most new XC race bikes, these days. But 140mm of fork travel is already a far cry from a cross-country racing machine.

Yet, it’s the 64.8° headtube angle that most caught my attention. That’s 2.2° slacker than the previous Lux Trail, 1.2° slacker than the current but outgoing Neuron CF (which is Canyon’s self-described trail bike), and only 0.8° steeper off the current Spectral (only 0.3° steeper than the Spectral in its HI flip-chip position). It also looks a lot like the recipe for the excellent, but oft-overlooked and then discontinued Spectral 125. I loved that bike. And rode it hard before sadly sending it back to Koblenz after my review. It gave you enduro-ready geometry, progressive suspension that was a joy to ride, and lighter weight for everyday rideability. With the shorter travel, you had to work to ride it like an enduro bike on the toughest trails, but you could also ride it like a normal trail bike, too.

Canyon seems to have had a hard time 4 years ago convincing mountain bikers to accept a short-travel all-mountain bike. But now, as XC continues to evolve, it looks like they’ve figured out how to get us to ride such a capable bike coming from the opposite direction.

Enter the new Canyon Lux Trail – a long-travel, progressive cross-country trail mountain bike (totally not a lightweight, short-travel all-mountain bike *winks*).

OK, What’s actually new?

Longer travel for more shred-worthiness. 125mm, or an increase of 11mm out back over the previous Lux Trail which was 114mm (even though we thought 115mm). 140mm up front, or an increase of 20mm.

Slacker, more forward & upright geometry for more stable handling. Now, a 64.8° head angle, 76.1° seat angle. Then, 2-10mm shorter Reach & 4-14mm higher Stack, but 20-31mm longer wheelbases, including new size-specific rear ends.

Lighter weight for a faster, no-compromise ride. Canyon says it saved 200g through more refined carbon layup and a new 3D-forged rocker link, while making both seatstays and bottom bracket even stronger.

And completely reshaped progressive suspension….

Revised Kinematics

Quoting Canyon, the new, more progressive 125mm suspension kinematics have been reworked to prioritize grip & traction, over ultimate pedaling efficiency. It’s still a flex-stay single pivot with a linkage-driven shock. More plush, still snappy. This is where I see it leaving much of the Lux inspiration behind and leaning more towards the Spectral 125. A definite positive shift in my opinion.

“We’ve given the Lux Trail more progression at the sag point than was previously the case. That increased progressivity at sag gives you more support when you’re descending and improves stability and pedaling efficiency when you’re tackling climbs.

Taken as a whole, the Lux Trail now has a more consistent, steady progression through most of the travel, tailing off slightly at end stroke. It adds up to a bike that gives you better traction on both climbs and descents, a more supportive platform that makes popping off of trail features a blast, and more easily-accessed, end-stroke travel on bigger hits.”

Tech details

• all-new ultralight flex-stay carbon frame with stiffer 3D-forged alloy rocker link
• 1988g claimed weight, size M painted with axles & all hardware, no shock)
  …1850g (without storage lid, seatpost clamp, rear axle, or mini chainguide)
• 200g weight savings vs. previous Lux Trail CF, 1000g lighter than outgoing Neuron CF!
• full 29er with 125mm rear wheel travel, matched to 140mm fork travel
• ASTM Category 3 rated – XC & Trail, drops under 60cm/24″ (not all-mountain or enduro)

• size-specific rear end: XS-M get 435mm chainstays, L&XL go 440mm
• redesigned in-frame storage with a larger door opening, a water-tight seal & new, more secure latch
• 2 sets of bottle cages, plus tool carrier mount inside front triangle
• now includes mini-tool on external mount under the top tube & padded storage bag inside all models

• post mount brakes – all spec’d 180mm rotors front & rear
• BSA threaded bottom bracket
• traditional internal cable routing through headtube cable ports
• mini chainguide, plus molded downtube & chainstay protectors
• UDH with Boost thru-axles
• 5 sizes available (XS-XL)

All-new 2026 Canyon Lux Trail – Pricing, options & availability

The completely revamped Canyon Lux Trail is available in four complete bike builds, all sharing the exact same frame.

The most affordable Lux Trail CF 6 build starts at just $4000 / 3000€ with a smaller-stanchion 140mm Fox 34 Rhythm fork & Float Rhythm shock, mechanical Shimano XT drivetrain & brakes, and alloy Canyon wheels wrapped in the same Maxxis Dissector/Rekon EXO tire combo across all specs – 13.2kg (all weights claimed).

Then, the Lux Trail CF 7 sells for $5000 / 4000€, stepping up for the rest of the builds to 140mm Fox 36 SL forks and Canyon’s own house-brand XC 30 CF carbon wheels – 30mm internal, 36mm external, 25mm deep & rated for “XC – Light Trail”. The CF7 gets a Performance-level Fox fork & Float shock, a mechanical SRAM Eagle 90 transmission, and Motive Bronze brakes – 12.8kg.

The Lux Trail CF 8 goes for $6000 / 5000€ with an upgrade to Performance Elite-level 36 SL fork & Float shock, SRAM GX AXS wireless shifting, Motive Silver brakes, and a RaceFace Turbine SL stem & Era CF carbon handlebar – 12.3kg.

And the top-tier Canyon Lux Trail CF 9 retails for $7000 / 6000€, stepping up once more to Fox Factory fork, shock & dropper, SRAM XO AXS with a power meter, and Motive Ultimate brakes – 12.1kg.

All four builds are available globally starting today.

Canyon.com