Sweet Protection Shinobi RIG Photochromic: A Fast‑Moving Review for Fast‑Moving Riders

Sweet Protection’s Shinobi platform has always leaned aggressive — sharp lines, a low profile, and a frame that feels built for speed. But the RIG® Photochromic version takes that foundation and adds something cyclists actually need: a lens that adapts as quickly as the terrain.

According to Sweet Protection’s product details, the Shinobi is a premium sport‑performance frame designed for high‑speed activities, built around a solid lens‑attachment system that keeps the optics locked in place even when the ride gets rowdy. The RIG Photochromic lens combines two technologies:

• RIG (Retina Illumination Grading), Sweet Protection’s proprietary contrast‑enhancing tech designed to reduce color distortion and eye fatigue. Read more at Sweet Protection
• Photochromic tinting, which automatically adjusts to changing light — from dark forest cover to exposed gravel climbs.

That combination makes the Shinobi RIG Photochromic especially relevant for riders in the Pacific Northwest, where a single ride can include fog, filtered forest light, and full sun. Sometimes all at once.

What Stands Out on the Bike

1. The lens reacts fast — really fast

Photochromic lenses vary widely in responsiveness. Sweet Protection’s implementation is tuned for “high‑speed activities,” meaning the tint shifts quickly enough that you’re not squinting through transitions or waiting for the lens to catch up. For gravel, MTB, or mixed‑surface road rides, that’s a real advantage.

2. RIG contrast is legit

RIG tech boosts contrast without oversaturating colors. Roots, ruts, potholes, and loose gravel pop just enough to help you read the terrain without the hyper‑color effect some lenses create.

3. The frame disappears when you’re moving

The Shinobi’s low‑profile frame and wraparound coverage keep wind off your eyes while maintaining a wide field of view. The lens sits close enough to avoid distortion but far enough to prevent fogging — a balance many brands struggle with.

4. Secure fit for rough riding

The temples and nosepiece stay in place, without pressure points. On washboard gravel or technical singletrack, the Shinobi stays put.

Who These Are For

• Gravel riders who move between tree cover and open sky
• MTB riders who want contrast without losing true‑to‑life color
• Road cyclists who prefer one lens that works from dawn to dusk
• Anyone tired of swapping lenses mid‑ride

At $285, they sit in the premium tier, but the combination of RIG contrast and photochromic adaptability means you’re effectively getting multiple lenses in one.

Bottom Line

The Shinobi RIG Photochromic isn’t just another performance shade — it’s a purpose‑built cycling lens that handles the Pacific Northwest’s unpredictable light better than most. If you want a single pair of glasses that can handle fast transitions, mixed terrain, and long days out, these belong on your shortlist.

The post Sweet Protection Shinobi RIG Photochromic appeared first on Bike Hugger.

They’re purpose-built for wide tires, rough surfaces, and riders who want a wheelset that doesn’t flinch when the route gets rowdy.

Ed. note: This post is about nine years late. We miss things at Bike Hugger, and not writing about the Jocassees on the blog sooner is definitely one of them. They’re now mounted on my gravel bike and getting plenty of miles in the Methow Valley. Even with their age, they still matter—Boyd was simply ahead of the curve.

Wide, Stable, and Ready for 50s

The defining feature is the 26mm internal width, which is exactly what today’s 45–50mm gravel tires want. Instead of pinching the casing or forcing a lightbulb profile, the Jocassee lets big tires sit square and stable.

That translates to better cornering, more predictable handling, and a noticeably calmer ride when the washboard starts to chatter.

Boyd pairs that width with a hookless, tubeless‑first rim—a design that’s become the standard for high-volume gravel rubber. Mounting is straightforward, seating is reliable, and pressures stay consistent. For riders who spend more time on dirt than pavement, it’s the right call.

Built for Real Gravel, Not Just Marketing Gravel

Where some carbon wheels still feel like repurposed road rims, the Jocassee feels like it was designed by people who actually ride gravel. The layup is tuned for compliance without feeling vague. You get enough give to take the sting out of potholes and embedded rock, but not so much that the wheel wanders under load.

These Boyds are built specially with White Industries hubs, further reinforcing their bomb-proof design. I take my brown bike into the Sun Mountain Trail System and enjoy an afternoon of dropbar mountain biking.

The hubs keep things simple and serviceable, with fast engagement and a sound that’s present without being obnoxious. It’s a wheelset you can maintain yourself—something we appreciate at Bike Hugger, especially when you’re far from a shop.

Climbing, Descending, and Everything Between

On long climbs, the Jocassee’s weight sits in that “just right” zone: light enough to feel responsive, stout enough to stay true after a season of abuse. Point them downhill, and they track confidently, especially with a 48–50mm tire aired down into the low 30s. The wide platform keeps the tire planted, and the carbon damping smooths out the chatter. I noticed floating over the washboard and other rough roads.

If you’re the kind of rider who mixes gravel, singletrack, and the occasional “this is definitely not a road” moment, the Jocassee feels like home.

The Bottom Line

Boyd’s Jocassee wheels aren’t trying to win the aero wars or chase ultralight numbers. They’re built for the kind of gravel most of us actually ride—rough, unpredictable, and endlessly fun. With modern width, durable construction, and a ride feel tuned for big tires, they’re a smart upgrade for any bike that sees more dirt than pavement.

If your routes look anything like ours—Twisp River Road, Cub Creek, the back side of Sun Mountain—these wheels make the ride better, smoother, and a lot more confident.

The post Boyd Cycling Jocassee Wheels appeared first on Bike Hugger.

The press release opens with a line that sets the tone: “Don’t call it a comeback, it’s the return of an icon.” And that’s exactly what this wheelset is—familiar in name, completely reimagined in execution.

A Climber First, But Not Only

The 202 NSW is designed around the rider who lives for steep grades and big elevation days. At 1090 grams, it’s Zipp’s lightest wheelset ever. But the brand is quick to point out that this isn’t just a featherweight for the uphill. With a 35mm rim depth, it delivers meaningful aero benefits on the way to the climb and stability on the descent.

Zipp built the new 202 NSW using the same Biomimetic Laminate concept introduced on the 353 NSW. The idea: mix carbon fiber types in a way that mimics muscle tendon behavior—stiff where it needs to be, tough where it must be. According to the release:

“The carbon fibers selected for the outer diameter of the rim prioritize strength and durability… while the inner diameter uses higher modulus fibers to maintain consistent spoke tension under dynamic riding loads.”

That’s a fancy way of saying the rim is engineered to stay true, stay fast, and
stay intact when the road gets rough.

Modern Width, Modern Ride Feel

The 202 NSW features a 23mm internal width, which is quickly becoming the new standard for performance road bikes. That width supports wider tires at lower pressures, reducing rolling resistance and vibration losses—something Zipp has been preaching for years.

The result is a wheelset that climbs like the original 202 but descends with far more confidence and grip.

Hubs, Spokes, and the Details That Matter

The rim is paired with the German-engineered ZR1 SL hubset, Alpina Hyperlite spokes, and ceramic bearings. With 66 points of engagement, it delivers sharp acceleration and lasting durability.
Specs at a glance:

• Rim depth: 35mm
• Internal width: 23mm
• Weight: 1090g
• Max system weight: 253 lbs / 115 kg
• Max pressure: 73 psi (tire‑width dependent)
• Lifetime warranty

Pricing

• Front wheel: $1900
• Rear wheel (SRAM 10/11‑speed): $2300
• Rear wheel (XDR): $2300

With class-leading low weight, premium pricing, and the NSW label, the 202 NSW is positioned at the top of the climbing wheel market.

Bike Hugger Take

The original 202 was a weight-focused favorite, but today’s market favors wider tires, tubeless setups, and real-world aerodynamics. I run 303s on my gravel bike. Reviving the 202 name, now tuned for modern performance, feels like the right move.

If the 353 NSW is the do-it-all, the 202 NSW is pure climber—lean, responsive, and for those who chase elevation.

We’ll be watching closely to see how it performs once riders put it on real climbs and descents. For now, the return of the 202 looks like more than a comeback—it’s a reset of what a lightweight wheelset can be in 2026.

The post Zipp Brings Back Climbing Icon appeared first on Bike Hugger.

Ed. note: I wasn’t able to make Sea Otter this year. Jasen Thorpe shared his thoughts about the show with me over email.

Disclaimer

Byron couldn’t go to Sea Otter this year. But he made a really smart move in asking Charles Manantan to cover the show for Hugger Enterprises. Then Charles got hit by a car (he’s ok). When Charles reached out to cancel the Otter meeting I had scheduled with him, I jokingly offered to cover the show for them.

The joke became a little serious. A little serious became a negotiation that started with the idea of video booth tours and interviews with exhibitors and concluded with me agreeing to share show trends and other things I found amusing. I also promised to keep in mind that you all, being Hugger readers, don’t need or want the typical media round-up and spec-by-spec coverage of every new product at Otter, and that you’re smart enough to consider the world holistically. Your mileage may vary on that last point. Sorry, and good luck. – Jasen

Panda Podium

Panda Podium was not the most standout story of Otter but they were a story, for sure. Watching from their booth, I saw that most consumers and industry types would walk by without a glance. Or would look and blow by, anyway. Don’t get me wrong, it wasn’t one of those tradeshow ghost-town booths of despair. Plenty of people also stopped to check things out. But it’s the ones who blew by that are important to this story, which is important to the context of the next story.

Joe Whittingham is the founder of Panda Podium. He moved from the UK to China a little over fifteen years ago, abandoning his hobby of tuning JDM vehicles (it’s neither particularly possible nor entirely legal in China, apparently) and picking up bikes and cycling in its place. As he got into cycling and began consuming cycling media, he was struck by how, at least in English-language media, the experiences, brands, and technologies common to him in China were nowhere to be found.

In response to a void in the cycling community and marketplace, and to share his experience with his peers in China and back home in the UK, he started a YouTube channel.

China Cycling

As he became more enmeshed in the local cycling community and began building relationships with local manufacturers, reviewing bikes and products on ChinaCycling, he started to field inquiries from his followers: “Hey, where can I buy that?” And a lot of times, the answer was, “Well, outside of China, I guess you can’t. “That gradually morphed into, “Maybe I can help you with that.” (You can see where this is going…) And, yeah, it eventually led to Joe starting Panda Podium – a website through which consumers can buy Chinese-made bikes and products that have been selected, tested, vetted, and generally approved by Whittingham and his team, including some frames and parts that have been used at a world tour level, raced to world titles, and private-labeled by some very well-regarded brands.

Panda ships directly to consumers globally from China. And, as you can imagine, value for the cost is a part of their model, because of that.

Breaking down how people react to this model is one of the areas where things get interesting. Some people are threatened by the business model. Others are skeptical of the product quality. While another group are freaking stoked. And some are more like, Chinese-made D2C curious, or open to it. And there’s a lot baked into that. Some of it is fair, some of it is racist, some nationalist, some protectionist, some evangelical. You choose. From a US perspective, it’s not so different than what we might have seen with electronics or cars over time. Depending on your age and interests, you may remember when Japanese cars were considered low-quality. We all know how it would sound to say that now. Korean cars, anyone? Hyundai seems to be doing ok these days. And yeah, you can’t not think about Chinese cars now, right?

Direct to Consumer

The reality is that every nation has companies that are capable of producing garbage products. The reality is that China also has serious manufacturing capabilities and can produce amazing technology. So the thing is – how can consumers filter products that are good from bad or great from ok, or whatever? And how do you feel about navigating customer service in this setting? Those are the gaps that Panda aims to bridge through its experience with Chinese manufacturers, its cycling experience, and its growing testing protocols.

As for consumer and industry reactions to it, well… if there’s one thing that became clear at this year’s Otter, it’s that Chinese manufacturers, who have already been making a considerable contribution to the industry as OEM suppliers, are no longer content to stay behind the scenes, and pretending they don’t exist is no longer a viable option.

Shenzhen’s US coming-out party

Speaking of China, generally, and Shenzhen, specifically… Otter 2026 felt like a coming-out party for brands with some serious manufacturing chops. Big booths, lots of bike models, proprietary designs, slick displays, creative ideas, and clean execution were all prominently displayed on the premier exhibition row at Laguna Seca this year.

How about if we start with DJI/Avinox/Amflow?

DJI is a Shenzhen-based manufacturer of cameras, camera stabilization equipment, drones, power packs, solar generators, and more. Their e-bike motor division, Avinox, issued a press release a week before Sea Otter, announcing two new ebike drive systems and commitments from a large number of bike brands to use them. Most noticeable among those brands, at Otter, was DJI’s e-bike division, Amflow, which showcases the Avinox motor technology across a number of models.

Stablead

You would also have been hard-pressed to miss the Otter presence of Stablead. Established just last year, with a presence in Southern California and the involvement of Brian Lopes (you know, former world MTB champion Brian Lopes) and Tom Rogers (Yeah, former world up racer and suspension engineer, Tom Rogers). They showed several complete bike prototypes, including their own frame and suspension system designs, suspension components, drivetrain parts, and more. And while those of you following along closely might be thinking, “Burbank isn’t Shenzhen!” Well, Shenzhen is Shenzhen. Stablead is the bike division of Tilta, a Shenzhen-based manufacturer of cinematography and photography equipment. (Think cages, control systems, car mounts, stabilizers, gimbals…).

Perhaps the most traditional business showing out of Shenzen at Otter would be XDS. I say ‘traditional’ because XDS is already a major manufacturer of bikes for widely known, widely distributed US brands and others. (So, not a camera company, for example). But they’re now moving into the US market in a more meaningful way with their own brand – X-Lab. Their bike lineup includes road, gravel, and e-bikes, many of which feature attention-grabbing specs and/or pricing, and the road bikes are already being used at the World Tour level by Team XDS Astana.

Vertical Integration

From a business perspective, these brands, as well as Panda Podium, will face similar challenges and choices as existing bike brands in terms of how they navigate the market – Through retailers? Consumer direct sales? Both? How do they handle customer service, maintenance, and initial assembly? Stuff like that. But they are also bringing energy, innovation, and a fresh look at things – and they are relatively free of legacy/baggage, but also relatively free of track record.

Time will tell how this plays out for each company and the others that might follow. And it all kind of reminds me of a conversation I had with my son a few weeks back, about how sometimes it might be easier to start a company than to try to get an existing one to change its methods of working or its goals. That said, it feels like the market is right for enough disruption for this to lead to something of an upheaval of the existing bike industry world order – or maybe just lead to some proper merger and acquisition kind of stuff.

Apologies to longtime Hugger readers. That was probably the highest number of non-Sony camera-related words you’ve had to read in a while. Maybe Hugger can convince Sony to get behind this @mobilitylabs.ai concept. Or you can score a sweet eBay deal on a Sony Walkman Solarspeed 10-speed Certified Race Bike Vintage.

Fast(er) Gravel

Ok, ok, let’s talk about gravel history. When gravel first happened, it was basically cyclocross bikes with clincher tires, longer top tubes, longer chainstays, and crappy handling. Sometimes, it had a little more tire clearance. Usually, it had some mounts for racks. It actually had “grinding” in the name. Not floating, not playing, not flying – grinding. Ugh. Why are we so terrible at marketing? Anyway, the idea was, um, imperfect, but still conceptually good enough to be worth further development, and so we got more comfort, more versatility, more adventure, more bike packing, more racing, and more from it. All good stuff. But I can’t think of many times that I’ve seen a gravel bike and thought, “Damn, that thing looks effing fast.”

Open WIDE 2.0

One noteworthy exception to that lament was the introduction of the Open U.P.  I suppose that shouldn’t have come as a surprise, given the Cervelo and BMC pedigree of the Open founders, Gerard Vroomen and Andy Kessler. At the time that the U.P. was launched, they explained the concept: “The U.P. gives you the rider position to go fast (like a road bike) and the tires take care of the terrain.”  I don’t think I’ve ever heard a bike description more in line with a company’s DNA. Among other features, it had a cool drop chainstay that enabled clearance for wider tires without needing a wider crankset spacing. U.P. riders could choose between 700c wheels with gravel-appropriate size tires for the time, or 650b wheels with up to 54mm tires.

Winding Detours

Of course, we all know how things have gone in the gravel market regarding tire sizes, so for its next act, Open introduced the WI.DE. (Winding Detours – It’s like they do this on purpose), which featured drop chainstays on both sides, no front derailleur, and could handle tires up to 2.4″ on 650b wheel, or narrower tires on 700c.

The webpage for the WI.DE. proclaimed, “Monster tires, nimble ride, without compromising speed. Fitting the biggest tire into a bike with road geometry is our favorite puzzle!

Anyway, the U.P. was well received, worked as hoped/advertised, and warranted updates and revisions that, in 2025, became the U.P. 2.0 and U.P.P.E.R. 2.0 (The UPPER being a bit lighter than the UP, but otherwise identical). The 2.0 versions of the UP/PER got even faster than the introductory versions, adding an aero fork and frame shaping, and an integrated, decidedly aero bar/stem combination.

Massive Tire Clearance

So, there’s history. And there’s context. And there’s brand, and philosophy, and consistency, and all of it taken together should have prevented me from being surprised, and yet, there I was, standing out in the Open (booth), surprised by the introduction of the WI.DE 2.0 this year, which (right, right…) builds on the original WI.DE. design by adding an aero frame and fork shaping, an integrated, aero bar/stem, and clearance for (wait for it…) 2.6″ tires on 700c wheels. Plus mounts for some really well-made bags.

I mean, I have a Mosaic mountain bike at home with 2.4″ tires and a 110mm travel Fox 34 fork, which I think of as a trail or all-mountain hardtail, and the WI.DE., with 2.6″ tires, makes it look small. Mosaic comparison aside, the WI.DE. 2.0, with big tires and bags, looks like an all-terrain luggage rocket. In that sense, I guess it’s not purely “fast gravel,” but it’s for sure fast gravel packing. And if it saves you 20 watts at 6mph while you’re riding the length of the Colorado Trail, then, you know what? I’m happy for you. But more than that, it just makes me smile that this bike exists. And I’m especially down with the idea of road fit/geometry for a gravel bike.

Wilier Triestina Rave SLR

Later in the show, even with all of that Open stuff already in my head, when I visited the Wilier Triestina booth and saw their new gravel bike, the Rave SLR, I thought, “Damn, that thing looks effing fast.” And, full disclaimer: You do you, but to me, the thing that has always been the most fun is fast.

At their booth, the Rave was lined up next to Wilier’s Filante SLR road bike. And you really can’t talk about the Rave without talking about the Filante. Integrated aero bar and stem. Bar shape with a cool s-bend concept that lets the brake hoods sit a little inboard of the drops, without needing to flare the drops (less aerodynamic) or causing a goofy brake lever/hood positioning. Aero fork and headtube shaping.

Round steerer with a custom bearing design to still enable internal routing. Aero tube shapes, and rear wheel/tire contour at the seta tube. Custom-made (by Elite) aero water bottles, cages, and mounts that blend seamlessly with the frame, and complement each other, filling the space above the bottom bracket to form a more aero shape that also carries water and fits within UCI regulations. Aero treatments to the seatpost, stays, and hidden seatpost binder… You get the idea.

Aero Shaping

And here’s the thing about the idea: there’s some aero shaping and tech, where you can kind of say, yeah, for sure that’s faster than conventional round, metal stuff. And then there’s aero, which is more subtle and sometimes counterintuitive, and you can only learn it through CFD, wind tunnel testing, and real-world testing. I don’t have a wind tunnel and haven’t ridden this bike. I suspect it will be fast. We’ll find out.

We’ll also find out whether the same holds true for the Rave. Because it’s an aero design, bottles and cages, frame, fork, bar, stem, geometry, really everything is so clearly based on the technology built into the Filante. Just, you know, adapted for appropriately larger tires.

One of the things Wilier has going for it right now is that they have just named a new distributor in the US and, in doing so, have gained the support of a number of experienced industry pros, including Tim Johnson (Yeah, former cyclocross and road pro, Tim Johnson). I mention this mostly because, while we were talking about the bike at Otter, you could see his enthusiasm for it and for the idea that gravel and fast could go together in a way the industry hasn’t fully explored or optimized just yet.

32″ wheels

Yeah, apparently 32″ wheels are going to be a thing. There were wheels, tires, suspension components, bikes, and all the stuff in various forms. Not from every manufacturer, or anything like that. But enough so to say that it’s a thing. Time will tell whether it stays a thing or becomes a big thing.

For a while, my dream was that Paris-Roubaix would be won on 32″ wheels and 32mm tires, because I like the 32/32 symmetry, and I love when the bike industry mixes metric and imperial measurements. But now, I find myself hoping that we can just jump ahead to 36″ wheels, second-guess it, and then settle on one-meter wheels. Especially if mountain bike handlebar width keeps increasing, and we can enjoy some sort of 1000mm symmetry as the “ideal” measurement for things, even if only for a moment.

More than any of that, and more than wheel/tire diameter conversations, I was thinking about tire widths, and how road is up into the 30mm+ range, often enough, and gravel is huge now, and mountain bike tire sizes are what they are, and I’m pretty sure the UCI’s 33mm tire test gauge for cyclocross is the most ridiculous tool on the face of the earth right now, even as I hope that remains the speification.

Bowhead

I stopped by Bowhead to check out the adaptive mountain bikes for a while on Otter Saturday. I love the way they’ve developed something totally their own, drawing on bike, e-bike, motorcycle, automotive, and other mechanical engineering nerd categories. The bikes totally capture my imagination, and I can geek out on talking with the Bowhead crew about suspension, steering, handling, and power units.

But this year, I think the coolest thing they had going was their new introduction, the Nano. It’s a super-compact, foldable wheelchair. Its wheels can be set to one of three positions, ranging from maximum mobility to increased stability to total static. And the omnidirectional front wheels are an elegant solution for maneuverability. But those are just the features. The benefit? The chair fits down an airplane aisle. It works in a hotel shower. It basically enables its users to take a bit more control over their mobility, rather than ever getting stuck waiting for or relying on the right support at the right time from an airline, hotel, or transportation service while traveling.

Kool Stop and Brembo

My first job was at a bike shop when I was 12 or 13, building bikes from the box for cash. It started me on a path of working in shops through high school and while racing, before turning toward a career in the industry. One thing that was consistent in all the shop time I logged was the presence of Kool Stop brake shoes as a go-to replacement for most customers and most bikes.

Over the years, the Oregon-based, made-in-USA brand has expanded its offerings – back then, it was caliper and cantilever rim brakes – to include a pretty broad range of disc brake shoes, for a variety of makes/models, and has served as an OEM supplier for some of the more prominent disc brake brands. It made me smile to see their booth at Otter, positioned next to Brembo, and to know that Kool Stop is closing in on their 50th anniversary.

Quesabirria is Always the Answer

I’ve long lamented the departure of the Calamari food truck from the Sea Otter expo. It’s been gone for years. But, damn, if it didn’t have some of the best, butteriest, most tender calamari I’ve ever had. Since then, I’ve grown fond of the Indian food vendor – they make their naan to order, on-site. But this year, my lunchtime heart was stolen by Benito’s food truck. They only have one thing on the menu – a serving of three quesabirria tacos. Your choice is yes, please, or no, thank you. That’s it. Well, unless you want to add a horchata or a juice.

The post Sea Otter Trends 2026 appeared first on Bike Hugger.

Imagine a gravel bike that dares you to take it anywhere—across terrain so wild, most wouldn’t even call it gravel. That’s what OPEN delivers as it unveils the WI.DE. 2.0 at Sea Otter: bigger tires, more storage, and the same fast DNA that set the original apart.

OPEN returns to Sea Otter with WI.DE. 2.0, the sequel to their influential go-anywhere gravel frame. Ten years after the original defined modern gravel, WI.DE. 2.0 aims to keep you fast and lets big tires handle the chaos.
This time, the chaos gets bigger. The 1.0 launched in 2019. I own a special edition U.P.

66mm Tires: The Whole Point

The WI.DE. 2.0 fits 700×66 mm (29×2.6″) tires, almost doubling air volume versus 50 mm tires. Expect lower pressures, better grip, more rim protection, and the ability to tackle rougher terrain.

The frame, designed for modern 1x gravel drivetrains, allows for bigger tires and a stiffer, more compact rear triangle.

Double-Dropped Chainstay, Refined

The original WI.DE. Introduced a carbon box behind the bottom bracket for tire clearance. Version 2.0 optimizes this for today’s 1x drivetrains, improving stiffness and compatibility.

Aero + Cargo, One Fork

Instead of choosing between OPEN’s aero fork and their cargo fork, the WI.DE. 2.0 gets both in one: the U‑Turn AC/DC+ (Aero Cargo Double Combo). It’s aero‑shaped, but also includes OPEN’s cargo slots so you can strap bags directly to the fork legs—no cages required. If you prefer cages, the included barrels work with them too.

Storage Everywhere

This is the most storage‑friendly OPEN frame yet:

• Cargo slots on the fork
• Direct‑mount frame bag compatibility (OPEN’s own aero bag arrives Fall 2026)
• Two internal downtube storage compartments with Fitlock® closures
• Rivnuts under the BB
• Two toptube mounts behind the stem, plus an optional third near the seat tube for longer bags

It’s a bike built for long days, remote routes, and riders who pack as they mean it.

A.I.R. Geometry

OPEN’s A.I.R. geometry—Agile, Integrated, Refined—keeps steering sharp despite bigger tires. Frames are slightly longer and taller for easier fit tuning with the OPEN B.A.R. cockpit system.

Made in Freedom

Like all OPEN 2.0 products, the WI.DE. 2.0 is part of the brand’s “Made in Freedom” initiative, which moves production to countries that score well on established democracy and freedom indices. The WI.DE 2.0 frame is built in Portugal.

Pricing & Availability

Production is underway; shipping begins this summer. Orders open mid-May, with priority for existing OPEN customers.

• Frameset (Raw Ready‑to‑Paint): $3,200
• Frameset (Platinum grey/greige): $3,500
• Cockpit kit (bar/seatpost/headset): $1,000
• Complete Force/Zipp XPLR build: $8,000
• Complete Red/Zipp XPLR build: $10,200

OPEN will have the WI.DE. 2.0 at the Sea Otter booth G64 for test rides and media previews.

I hope to get a demo to ride by the summer.

The post OPEN WI.DE. 2.0 Launches appeared first on Bike Hugger.

The G85 isn’t trying to be a drop‑bar MTB or a softened‑up road bike. It’s a purpose‑built gravel platform with a strong personality—fast, maneuverable, and unapologetically fun.

A Gravel Bike With Road DNA

LOOK leans hard into its composite heritage. The G85 is a full-carbon frameset with the brand’s UD HM layup, paired with a matching carbon fork. The goal was a bike that’s both “fast and playful… maneuverable and stable,” with geometry that balances off‑road control and on‑road efficiency.
The frame clears 50 mm tires in 1x and 45 mm in 2x, with the fork stretching to 57 mm / 2.25”—a nod to riders who want bigger rubber up front for rougher terrain. The bike is also suspension‑ready up to 60 mm, and LOOK says the geometry holds its character even with a short‑travel fork installed.

“Tires up to 50mm, 700c or 650b, 1x or 2x and suspension up to 60mm, the G85 Cezal accepts a range of preferences…”

Details That Matter on Long Days

The G85 includes full internal routing and a downtube storage box with a dedicated pouch—useful for tools, tubes, or snacks on long rides. LOOK emphasizes simplicity and serviceability, aiming for integration that doesn’t punish the home mechanic.

“Seamless cable routing and a well-designed storage unit… allows the rider to focus on what matters: the riding.”

The frame also incorporates LOOK’s 3D Wave System, a tube‑shaping technique that increases vertical flex without changing carbon layup. LOOK claims a wavy tube is 15% more flexible than a straight one using the same materials.

“A tube with a Wave Pattern… is 15% more flexible compared to a straight tube using exactly the same carbon material.”

Geometry Built for Speed and Control

The medium geometry numbers show a bike that wants to be ridden aggressively:

• 70° head angle with 50 mm trail for stability without dulling handling
• 74° seat tube angle with 5 mm offset for efficient pedaling
• Short chainstays and wheelbase for quick cornering

“Short wheelbase and chainstays for responsiveness and fast cornering.”

Stack and reach are intentionally broad to support everything from upright adventure setups to slammed race cockpits.

Lineup & Builds

LOOK is launching three complete builds plus a frameset option:

• SRAM Force 1×13 – $7,654
• Shimano GRX Di2 2×12 – $6,758.28
• Shimano GRX 820 1×12 – $4,116
• Frameset – $2490

All builds roll on Fulcrum wheels and 45c tires, with cockpit options ranging from the stock LS3/Deda setup to LOOK’s fully integrated aero stem and bar upgrade.

A Race‑Ready Debut

LOOK brought on Russell Finsterwald in 2026 as both racer and development partner. His first major outing on the G85? A win at the Belgian Waffle Ride in the USA.

“In February ’26, he won the Belgian Waffle Ride… for the first appearance on the G85 Cezal.”

That’s a strong way to introduce a new gravel platform.

Launch Timeline

The G85 officially launches April 16 at Sea Otter Classic, with LOOK USA on site and Finsterwald racing the bike. Additional activations follow at The Traka, Nature Is Bike, and Sea Otter Girona later in the year.

First Take

The G85 Cezal reads like a bike built for riders who want speed and precision without giving up the looseness that makes gravel fun. The geometry, tire clearance, and suspension compatibility suggest a platform that can swing from race day to multi‑day adventure with just a few component swaps.

We’ll be watching for real‑world impressions once test samples start circulating.

The post LOOK G85 Cezal appeared first on Bike Hugger.

I’ve got a lot planned. The bike demands it.

What you need to know: the Tern Orox is the most versatile bike I’ve ridden.

A round‑up of my Tern Orox coverage includes utility rides, winter tests, cargo hauls, and the drivetrain deep‑dives. And, my commute.

The best part of my commute?

I can take a shortcut through a mountain bike park and ride home on singletrack.

Tern Orox: Real‑World Riding, Tested Across Terrain, Weather, and Workloads

Across months of posts and photo‑heavy ride reports, a clear picture of the Tern Orox has emerged: this is not just an e‑cargo bike—it’s a purpose‑built expedition machine that thrives in the messy overlap between adventure, utility, and everyday life.

My coverage has effectively turned the Methow Valley into a proving ground, and the Orox has met every challenge with a kind of quiet, industrial confidence.

Built for the Backcountry, Used Like a Daily Driver

My rides consistently showed how the Orox collapses the distance between “adventure bike” and “errand bike.”

• Forest‑service loops, snow‑season rambles, and mixed‑surface wandering all became routine.
• The bike’s stability under load—whether groceries, camera gear, or “I can’t believe I’m carrying this” items—became a recurring theme.
• The more weight you strapped to the Orox, the better it rode, reinforcing its identity as a true utility platform.

  

Weather Testing That Wasn’t Just for Show

Winter and shoulder‑season posts highlight something many brands claim, but few deliver: reliability in bad conditions.

• Deep‑winter commutes and ice‑textured rides showed off the fat‑tire traction and low‑speed control.
• Slop‑season mud, freeze–thaw cycles, and storm‑day outings revealed a bike that doesn’t flinch when the weather turns.
• The Orox didn’t just survive winter—it made winter rides feel intentional.
• Now, I’m using it for a rural commute

The Drivetrain: High‑Quality, Low‑Drama

My drivetrain‑focused writing emphasizes the Orox’s mechanical backbone.

• The Bosch system, gearing, and torque delivery all shows up in my posts as dependable, not flashy.
• Power feels matched to purpose: enough for steep, loaded climbs without ever feeling twitchy or over‑amped.
• Maintenance notes reinforce that the bike is built for longevity, not novelty.

Cargo Capability That Redefines “Utility”

Across the stories, the Orox repeatedly proves that cargo bikes don’t have to feel compromised.

• Long‑range utility rides blurred the line between errands and side quests.
• The frame and rack system photographed beautifully because they work beautifully—everything looks overbuilt in the best way.
• Discovering cargo loads for myself gave the bike credibility that spec sheets alone can’t.

A Visual Identity That Matches Its Purpose

The photos—snow‑dusted frames, loaded silhouettes, forest backdrops—has become part of Orox’s narrative.

• The bike always looks ready for something bigger than the ride it’s on.
• The images reinforce the through-line theme: this is a machine built for work, adventure, and the space in between.

The Round‑Up Verdict

Across all my posts, the Tern Orox is:

• A high‑quality, high‑durability platform built for riders who need reliability more than speed.
• A drivetrain‑solid, weather‑proof, load‑friendly machine that encourages exploration.
• A bike that reshapes habits, turning everyday rides into stories worth publishing.

All the Posts

Find all the Tern Orox posts in Bike Hugger’s archives.

The post My Tern Orox Commute appeared first on Bike Hugger.

The Pamir Ballad: When Two Riders, Two WI.DE.s, and Zero Plans Meet the Roof of the World

Some adventures begin with spreadsheets, logistics, and carefully plotted routes.

This was not one of those.

Anouche and Tom of ANOM Café Club grabbed two OPEN WI.DE. bikes and pointed themselves toward the Pamir Highway with the kind of shrug‑and‑smile energy that usually precedes a great story. Their plan—if you can call it that—was simple: “Let’s see what happens.” And on the Pamir, a place where altitude, weather, and bureaucracy all conspire to humble you, plenty did.

A Highway That Laughs at Your Expectations

The Pamir Highway is not a road so much as a dare.
High passes. Dusty tracks. Villages that feel suspended in time. Long stretches where the map says “road” but reality says “good luck.”

Everything that could go sideways did:

• Permits arrived late.
• Borders moved at glacial speed.
• Climbs punched far above their weight.
• Food was… sometimes theoretical.

But that’s the magic of the Pamir—absurdity and beauty braided together. One moment you’re shivering through a cold night or choking down a questionable meal; the next, you’re pitching a tent under a sky so wide it feels like a second horizon.

The Wins That Make the Hard Parts Worth It

For every setback, there was a moment that made the suffering feel almost poetic:

• A surprise festival in a remote village.
• A plov “competition” that turned into a morale‑boosting comedy.
• Strangers who became part of the story.
• The kind of laughter that only comes when you’re exhausted, hungry, and somehow still having the time of your life.

And always, the landscapes—towering walls of rock, endless sky, and roads that barely count as roads. The kind of scenery that doesn’t just impress you; it rearranges you.

Filming Wasn’t the Goal—Until It Was

The documentary wasn’t planned. It emerged naturally, the way stories do when they’re too good not to capture.

The Pamir Ballad isn’t about heroics or polished adventure tropes. It’s about the real stuff: mishaps, altitude headaches, unexpected kindness, and the strange joy of being far from everything familiar, with only your friends and your bikes.

The film captures it all—mountains, laughter, breakdowns (mechanical and otherwise), and the kind of raw beauty that only makes sense once you’ve been there.

The Bikes That Carried the Chaos

The OPEN WI.DE. bikes weren’t the stars of the film, but they were the quiet enablers—steady, capable, and unfazed by the terrain’s mood swings. Loaded down, beaten up, and pushed hard, they kept rolling through everything the Pamir threw at them.

Watch the Story

The official documentary brings the whole journey to life—absurd, beautiful, unpredictable, and unforgettable.

It’s a reminder that the best adventures aren’t the ones that go according to plan. They’re the ones where the plan falls apart, and something better takes its place.

The post Pamir Highway with OPEN Cycles appeared first on Bike Hugger.

Today, the brand announced BOOSTED, a new range of plant‑derived lubricants and solvent‑free cleaners designed to hit the same performance benchmarks riders expect—without the petroleum, PFAS, or other junk no one wants on their bike or in their watershed.

The line is shipping worldwide.

Founder and CEO Hank Krause frames it as a moment of the company coming full circle. As he puts it, “Using plant-based ingredients was not much more than a dream at that time… BOOSTED is meeting and outperforming current petroleum and paraffin standards.”

Eco Without the Usual Compromises

Finish Line is positioning BOOSTED™ as “eco without compromise,” and the formulations back that up. All four products are:

• Petroleum- and solvent‑free
• Readily biodegradable
• Non‑toxic and user‑safe
• Free of PFAS, carcinogens, dyes, fragrances, and hazardous ingredients

This list of features is significant for those who maintain drivetrains in tight spaces or need to wash lubricant off their hands immediately after use.

The BOOSTED™ Lineup

The launch includes four core products, each built on synthesized plant oils or plant‑based waxes:

BioWax

A drip-on liquid wax that dries clean, repels dirt, and keeps drivetrains quiet and efficient for long periods.

BioWet

A wet-film lubricant made from synthesized plant oils with low friction and strong wet-condition durability.

BioGrease

A NLGI-1 plant-based grease in an aluminum base, safe for O-rings and plastics, built for high loads and water exposure.

BioClean

A water-based, solvent-free degreaser that breaks down grime quickly, rivaling traditional degreasers without the hazards.

Why This Matters

Bike care products are among the last holdouts of petroleum-based formulations in cycling. Riders have more options than ever for sustainable gear, but lubes and degreasers have lagged behind—mostly because performance expectations are high and the chemistry is hard.
BOOSTED looks like Finish Line’s attempt to close that gap for good. If the products perform as claimed, this could be a meaningful shift for everyday riders, shop mechanics, and anyone who’s ever felt uneasy about rinsing solvent off their bike and sending it down the gutter.
Samples will be secured for complete real-world testing in a variety of conditions, including mud, dust, and rain.

The post Finish Line BOOSTED Bike Care appeared first on Bike Hugger.

You know the routine. You’ve got a quality folding lock, and it lives in your bag — bouncing around with your pump, your rain jacket, and whatever else you’ve convinced yourself is essential. Or it’s bungeed to the rear rack in a way that feels fine until the first pothole. Or it’s just… not with you, sitting on the workbench at home while your bike is locked up with the sketchy cable lock you keep for emergencies.

Hiplok has been chipping away at the carry problem for years — their wearable chain locks made real inroads with urban commuters. The SWITCH 105 is the next chapter: a Sold Secure-rated folding lock built around a modular carry system that genuinely addresses how real riders actually move through the world. Order the SWITCH 105 from Amazon for $129.

THE SWITCH SYSTEM

The headline feature here isn’t the lock itself — it’s the ecosystem around it. The SWITCH system ships with three components: a bracket that bolts to your frame, a holster that connects the lock to said bracket (or to any bag strap or belt), and a plate that lets your water bottle cage swap right back in when you’re not carrying the lock on-bike.

“COMMUTING AND WEEKEND RIDING REQUIRE DIFFERENT SETUPS. SWITCH ACTUALLY ACKNOWLEDGES THAT.”

That last bit is clever. The bottle cage swap means you’re not choosing between hydration and security on a mixed-use bike. On the commuter days, the lock mounts cleanly to the frame. On the trail days or the coffee shop rides, you throw the cage back in and clip the lock to your bag strap or belt via the holster. Additional brackets are sold separately, so you can set up multiple bikes without re-bolting every time.

In practice this kind of modularity lives or dies by how quick the transitions actually are. Hiplok’s video demos show a satisfying one-click swap, and the machined quality of their other products suggests this won’t feel cheap after a few hundred uses. That said — this is a lock you’ll want to handle before fully committing, so if you’re near a dealer, do that.

THE LOCK ITSELF

Strip away the carry system and you’ve got a solid, if not bombproof, folding lock. The bars are hardened steel linked with steel rivets, and the locking length tops out at 105cm — generous enough to get through a wheel and frame and around most fixed objects without requiring you to park in exactly the right spot. Folded down, the whole package measures 110mm, pocketable in a jersey or jacket.

The security rating is Sold Secure Pedal Cycle Bronze. Let’s be honest about what that means: it’s the entry level of the Sold Secure tiers, which is worth acknowledging. Hiplok is transparent that there’s no angle grinder resistance here. For a high-theft urban environment where you’re leaving your bike for hours, you’ll want to layer this with a secondary lock or a heavier hitter. As a quick-stop lock for lower-risk situations — the coffee shop, the trailhead, the grocery run — it’s appropriately specified. The bar thickness at 4mm is consistent with this positioning.

Weight comes in at 1.18kg. Not featherweight, but reasonable for a folding lock with a real mounting system attached. Three coded, replaceable keys ship in the box — the replaceable key program is a genuinely useful touch that more lock makers should adopt.

Product Details

• 105cm locking length
• Folding design with hardened steel bars
• SWITCH plate allows the lock or a bottle to use the same mount
• Sold Secure Bronze rated
• Clips to belts and bags when not mounted on the bike
• Weight: 1.17kg (2.59 lbs)
• Three replaceable keys
• Available in black and grey
• £89 | €99 | $129 from Amazon

Who It’s For

The SWITCH 105 makes the most sense for the rider who commutes on the same bike they also take out on weekends — the gravel commuter, the urban all-rounder, the person whose bike genuinely has to do everything. The flexible carry system rewards that versatility rather than fighting it.

It’s less compelling if you’re after maximum security for long-term city parking. In that case, something from the higher Sold Secure tiers (Silver or Gold) is the right call, and Hiplok’s own lineup has those options if you want to stay in the family. But if you’re shopping in the “daily carry, lower-risk stops” category, the SWITCH earns its $129.99 by making the lock more likely to actually be with you when you need it.

The lifetime warranty — activated by registering within 30 days of purchase — is a confidence-builder. It signals Hiplok believes in the hardware, and it gives buyers a reasonable backstop on a product they’ll likely use daily for years.

Bottom Line

The best lock is the one you actually bring. Hiplok built the SWITCH around that idea, and it shows. The SWITCH system is genuinely flexible, the modular bracket-and-holster design solves a real problem, and the 105cm reach gives you enough flexibility to lock up properly in most situations. The Bronze security rating asks you to be honest about your threat model — pair it accordingly — but for a huge slice of everyday riding, it’s more than adequate. Available in All Black and Light Grey.

The Verdict

Smart Carry, Honest Security

A well-built folding lock that solves the carry problem better than almost anything else at this price. Know its security ceiling and use it accordingly — it’ll reward you with years of reliable, actually-with-you performance.
$129.99 — hiplok.com

The post The Lock That Rides With You appeared first on Bike Hugger.