Today, Silca, the self-proclaimed “leader in marginal gains“, introduced what may be one of its most game-changing products yet: Titanium Clog Charms. You read that right. The brand takes marginal gains so seriously that they’ve finally applied that approach to your favorite foam slip-on footwear. After extensive research and testing, they’ve cracked the code, leveraging the watt-saving tech of their Aero Socks and utilizing in-house additive manufacturing to craft these titanium turbulators.

Whether you love or hate Croc footwear, you’re probably familiar with Croc charms, also known as Jibbitz. These little charms took the world by storm a few years back, allowing Croc-wearers to express themselves through personalization of their shoes. Now, Silca has a new way for hardcore cyclists to get in on the Croc charm action and save some precious watts in the process. At just 12.3 grams per set, these aero gains won’t weigh you down, either.

“At SILCA, we take marginal gains and performance seriously. After two years of relentless research, prototyping, and wind-tunnel testing, we have developed the most aerodynamic pair of foam slip-in clogs in the world… Designed to enhance foam clog performance, these small turbulators introduce small vortices in the boundary layer that energize the flow and promote flow attachment further around the foot. To celebrate this engineering achievement, we are offering a 3-pack of SILCA clog charms.”

Each set of three Titanium Clog Charms includes one turbolator, one Silca wordmark, and one Silca Shield logo. The Titanium Clog Charms are manufactured in-house at Silca HQ in Indianapolis, Indiana. They retail for $20 a set, which is surprisingly competitive in the Croc charms/Jibbitz market. 

If you’re interested in picking up a set of Silca’s new Titanium Clog Charms, it’s worth mentioning that they come with a warning: they must be used in sport mode only. You don’t want your Crocs to fall off when you’re riding with all that newfound speed!

Head to the Silca website to learn more or pick up a set today.

silca.cc

Once again, I found myself in the peculiar situation of being invited to a real-world bucket-list riding destination by a virtual cycling platform. This time, Zwift was hosting us out in Moab, UT. I didn’t know what to expect, other than we were told to bring road cycling gear.

So I headed off to the desert, only to be met with a deluge of rain. The same storm system that forced the cancellation of the men’s Red Bull Rampage and the Moab 240 Trail Race was still dumping rain in and around Moab. No matter, this was for Zwift, right? The indoor virtual cycling program?

Yes. But there was a reason we were in Moab – to ride a new route, both virtually and in real life.

Zwift Video

You see, Zwift has an all-new premium tier they’re calling Zwift+. And one of the two main features of Zwift+ is Zwift Video. These are real-life videos of legendary rides turned into virtual riding courses. If you’re thinking this sounds an awful lot like Rouvy, you’d be right. That’s also one of the reasons Zwift recently bought Rouvy.

Don’t worry Rouvy fans. Zwift promises that the Rouvy platform isn’t going anywhere. They also claim that they had started the Zwift Video project as a hackathon project internally before even considering the acquisition. But through the development process, it just seemed to make sense, so now Rouvy is owned by Zwift but operates independently.

What’s interesting here is that according to Zwift, there is currently just a 2% overlap between Rouvy users and Zwift users. Because of that, they still don’t see a lot of crossover between the two platforms, and Zwift wanted to make their video platform unique.

It still uses high-quality video of extraordinary rides to offer an immersive riding experience, but they added all of the Zwift features you expect out of the animated world for a workout that rides and plays like Zwift, but looks like Rouvy.

Zwifters are always asking for more tarmac (and gravel), so at launch, Zwift Video will deliver 21 new routes from six destinations. In total, there are 385km of new pavement, broken pavement, and gravel, in all season from sunrise to sunset. The routes range from short 6.2km bursts to 29km rides with 38-1055m elevation gains.

The complete list of Zwift Video destinations and routes available at launch:

• The French Alps: Col du Galibier (Lautaret), Cime de la Bonette, Upper Bonette 
• Mallorca: Sa Calobra, Coll de Femenia 
• Tenerife: Teide Plateau 
• Western Cape: Chapmans Peak, Clarence Drive, Bain’s Kloof Pass, Du Toitskloof Pass 
• Lofoten Islands: The Midnight Sun Road, Eggum Coastal, Nappvang Glow 
• Southern Utah: The Hogsback, Arches National Park, Glen Canyon, Colorado River Sunrise
• Colorado: Dolores Dirt 
• The Scottish Highlands: Glen Etive, Quinag Highlands, Glen Garry Wilds

Each video was filmed specifically for Zwift, and filmed in high definition, with a high frame rate, and vehicle speed to make it all look flawless at cycling speeds. When the Zwift team came to Utah in March, they drove thousands of kilometers to find the best roads, and settled on four routes. Lest you think it was as simple as just driving along and filming each route, one of Zwift’s employees even had to write an app to tell the driver how fast to drive in order to film at the best frame rate for cycling. They also had to contend with other vehicles and people on the routes, all while trying to film with the best lighting conditions. The results speak for themselves, but it’s clear that Zwift put a lot of effort into this.

The purpose of this trip was to ride the Colorado River Sunrise route in Zwift, and then ride it in real life the next day. Unfortunately, the weather had other plans for us, so I’ll just have to go back to Moab sometime to check it off the list. Darn.

I can also ride that route at home, albeit a shorter 15.2-mile version of it one way. Once you get to the end of that route (or any Zwift Video route), you hit a transfer portal that takes you back to the start so you can lap it as many times as you want. Just like regular Zwift worlds, you can do any prescribed workouts in the Zwift Video routes. You’ll also be sharing the routes with anyone who happens to be on that route at the same time, just like the rest of Zwift. Organized rides and MeetUps won’t be available at launch, but will be introduced in the coming months.

New Roads and destinations will be added regularly, and if you’re up for the Globetrotter Challenge, riding 10 different routes between now and February will gain you the Globetrotter kit and bonus XP.

Want to ride Zwift Video routes? They will only be available to those who pay for the new premium Zwift+ tier.

Zwift Coach

The other thing you’ll get in that premium Zwift+ tier is access to the new Zwift Coach.

At this point, Zwift has mountains of indoor training data with 88 million indoor activities in just the past year. Zwift is apparently often people’s first interaction with cycling, and their fastest-growing category is beginner and recreational cyclists. Along those lines, cycling coaching can be intimidating – many riders think they’re not serious enough, can’t afford it, etc.

Zwift doesn’t see Zwift Coach replacing traditional cycling coaches, but sees it as another tool that cyclists can use along their journey with approachable training advice. After all, the most effective workout is the one you actually do – again, Zwift has the data to back it up. Riders on a Zwift plan gained roughly twice the FTP of riders with no plan, and those who ride at least twice per week are 2.8x fitter than those who ride once every two weeks. And Zwifters with a 12-week streak see 6-12% gains in FTP.

Clearly, structure pays off, but a lot of riders don’t know what that structure should be. That’s where Coach comes in. Stating that training should adapt to your life, not the other way around, you simply set a goal, and Coach does the rest. With all the hype around AI, you may be expecting this to just be Zwift-ified ChatGPT, but Zwift states that the program uses a science-based training model using their collection of indoor ride data (claimed to be the largest in the world) to build a mathematical training guide.

That’s not to say that Zwift Coach doesn’t use AI. Instead of using AI to build the plan, they use AI to take the mathematically built plan and then explain it to you and present it in a way that’s easy to understand.

To start using Coach, you’ll create a training plan on the Zwift Companion App and answer a number of questions to determine what you want to focus on, how long you want the plan to be (2 weeks – 6 months max), what days you can work out, and other details to personalize the training program. Once you create the plan, Zwift Coach will sit right on the home screen to give you daily guidance with today’s activities and your week ahead.

As soon as you finish a ride, you’ll be given post-ride feedback on how you performed, the duration, focus, and cumulative stress score, what comes next, and you’ll gain XP and Drops for the effort to help keep you motivated.

If you miss a day, decide it’s too hard, etc., the training program will adapt – though currently you have to physically press a button to tell it to Adapt Plan.

The plan will (soon) also take into account rides done outside and runs, though Zwift was quick to point out that this is not a running coach. We’ve been given early access to Zwift+ and Zwift Coach, but since we’re using it in a walled-off version of the Companion app in TestFlight and a downloaded offline version of Zwift, it didn’t get leaked early; it’s hard to say what functionality is lacking because of that or what’s just not ready yet. I have the option of adding outdoor workouts, but once added, it doesn’t seem to show up anywhere unless you schedule it for the future. Eventually, you should be able to add outdoor workouts that you completed in the past and have that impact your training program.

Along those lines, expect Coach to improve along with your cycling performance. Zwift is already planning to add alternative workouts, more personalization, and a Coach Chat feature that will allow you to ask what you need to do and why to do it.

Zwift gave two examples of external testers who used Zwift Coach, and their results were pretty impressive. One century rider was training for a specific event and used it for a 4.5-week Coach plan that saw their fitness (CTL) increase by 18%, while their FTP went up from 246W to 259W on event day, and continued up to 275W for the full plan. Another rider hoped to level up to group B with an FTP increase, and used a 15-week Coach plan to see their FTP increase from 178W to 210W, an increase of 18%.

Obviously, you have to put in the work. But Zwift Coach seems like a great way to turn your goal into actionable workouts. It’s important to note that Zwift has pledged to remain a fully open platform, even with Zwift Coach – all existing and new coaching products that integrate with Zwift will continue to do so.

Zwift+ / Zwift Pricing, and How to Access Video & Coach

There’s a lot that went into the development of Zwift Video and Zwift Coach. In fact, they had to create an entirely new team at Zwift to devote to Zwift+, now with 300 people working on various aspects of the program. So, to make it all work financially, you’ve gotta pay. Currently, Zwift Video and Zwift Coach are only available in the new Zwift+ premium tier. Zwift+ is $29.99 per month, and includes everything you get out of normal Zwift plus the Video and Coach features.

For those who aren’t interested in Video or Coach and still want to use Zwift, the standard Zwift tier will still be available for $19.99 per month. At launch, existing Zwift users can opt into a limited-time one-month free trial of Zwift+, while completely new users can get a 14-day free trial before having to purchase.

There are no plans for any dual Zwift/Rouvy memberships, mostly because it doesn’t sound like Zwift expects there to be demand. So if that’s something you’d be into, speak up.

Regular Zwift Updates

But wait, there’s more! In addition to Zwift+, the standard Zwift world is receiving a number of updates, including a refreshed home screen with a cleaner, simpler layout, a new progress widget, a Zwift Companion home screen update, Oura ring integration, deeper Whoop integration, and a Watt Lock feature to allow you to stick to a specific wattage during freeride mode.

For the route hunters, Zwift is adding another Watopia expansion with a three-island archipelago inspired by California’s coast and Catalina Island. The update adds about 17km of flat, fast roads with ocean views and new wildlife. Two of the islands are built with crit racing in mind, and the new roads provide a bypass around the Mayan Jungle to create a longer, flatter route. At launch, there will be 9 new cycling routes and 3 running routes, including Caldera Coaster, Seafoam Circuit, and Pacific Pursuit, all live from day one along with Stage 4 of The Tour of Watopia.

zwift.com

After acquiring a vehicle that won’t fit a bike inside, I’ve become reliant on hitch racks to move my bikes around. This Spring, I got the offer to test the OnRamp LX 2-bike hitch rack from Yakima. This rack offers a 70 lbs. per bike capacity and a detachable ramp to roll heavier bikes (like ebikes) onto its trays. The rack uses stabilizers to hold your bikes’ frame or seatpost, so it can carry bikes with fenders.

While the OnRamp LX is slightly less user-friendly than other racks, its weight capacity, adaptability to different bikes, and stability on my vehicle all impressed me. Any of the rack’s inconveniences are pretty minor, and in my eyes forgivable in exchange for its trustworthy construction and reliable operation.  

Yakima OnRamp LX – Key Specs:

The OnRamp LX carries two bikes, with a max. capacity of 70 lbs. per tray (or 80 lbs. for the 2” receiver model), so it’s a great option for moving ebikes or eMTBs. I tested the 1 ¼” model, and the rack itself weighs 53.5 lbs.

The rack’s trays accommodate tires up to 5” wide, wheels up to 32” diameter, and wheelbases up to 54”. The OnRamp LX’s stabilizers clamp to your bikes’ frame or seatpost, so fenders are no problem and the rack should accommodate nearly any bike.

Yakima’s hitch pin comes with a lock so the rack can’t be removed from your vehicle. The OnRamp LX does not include a lock for your bikes, but any cable lock can be looped around the rack’s frame and your bikes. When not in use, the rack folds up vertically and takes up little space.

Assembly/Adjustments:

Assembling the OnRamp LX was an easy job. Once you’ve installed a single bolt that joins the tongue portion to the rest of the rack, the rack is fully assembled! Attaching the rack to your vehicle only requires you to slip the tongue into the receiver, screw in the hitch pin, and put the lock on the end of the pin.

The only thing I’ll note is the hitch pin must be installed tightly (100 Nm). Yakima supplies wrenches, but they’re thin and not easy on the hands. I used a socket wrench on the hitch pin, partly to ensure it was tight enough, but also because my vehicle and hitch don’t leave a lot of room around the pin. I used Yakima’s wrench to install the bolt that joins the rack to its tongue, but that bolt took a fair bit of torque, so a socket wrench would make that job easier too.

Now the rack is complete and attached to your vehicle, but there are a few adjustments you’ll have to make to ensure your bikes fit on it properly. First, you’ll want to adjust the length of the trays so your wheels fit securely against the chocks. You also need to make sure your bikes are centered on your vehicle.

Adjusting one end of the tray is easy and tool-free, but for the first bikes I loaded (my MTB and a commuter bike), I did have to move the bolted-in half of both trays to get the bikes centered. This requires the removal of one Allen bolt per tray, and only takes a few minutes.

From step one of assembly to having two bikes loaded with all the necessary adjustments made, it took me one hour and 15 minutes – and I was in no rush.

Once your trays are adjusted, you’re ready to load bikes. The namesake feature of the OnRamp LX is a detachable ramp that allows you to simply roll heavier bikes up and onto the tray. When not in use, the ramp attaches to the rack so it’s always there if needed. The only catch with the ramp is that you need to have the space to use it. I have a single-car driveway, so I’d have to pull my car out to attach and utilize the ramp. In parking lots, the vehicle next to you could be in the way.

Loading Bikes/Ease of Use:

Securing bikes is fairly easy, but there’s one awkward moment when you’re loading a bike onto the inner tray: You have to hold your bike upright with one hand while you raise the rack’s mast, get one of the stabilizers positioned to hold your frame or seatpost, and buckle its strap around your bike. This isn’t terribly tricky to do, but racks that hold the bike’s wheel(s) are easier to load. Loading bikes on the OnRamp LX’s outside tray is slightly easier since the mast will be raised already.

It’s up to you to decide where you want to put the stabilizer, but I had no trouble finding good places on the frames or seatposts to hold all the bikes I hauled. I’d recommend getting as close to the top tube/seat mast junction as possible, but I clamped my lighter commuter bike on the down tube for a short drive, and it was perfectly stable.

One thing I’ll mention is to be sure to tighten the stabilizers snugly on the mast; On my first load, I thought I had one tight, but it suddenly moved. It took a few more turns of the knob to get the stabilizer properly secured.

After this, it’s just a matter of strapping both your bike’s wheels down to the trays. The straps must be positioned at outward 45° angles, but the buckles are fixed in that position so you can’t go wrong. Finally, Yakima does supply a strap to put around your bikes for extra security (and they recommend using it every time). They simply instruct you to strap it around both frames and the rack’s mast. The strap is basically a fail-safe in case something breaks or a bike is loaded incorrectly – It could prevent bikes from falling right off the rack.

Removing bikes is mostly an easy job, but there’s another tricky moment when you’re taking the bike off the inner tray. When that bike comes off, you’ll want to drop the mast out of the way. This involves holding the bike up while unbuckling and loosening the stabilizer, then pulling a pin at the bottom of the mast and pushing the mast sideways. Thankfully, just a nudge on the mast is enough to disengage the clip that holds it upright.

When the mast goes down, you’ll also have to re-position the stabilizers so they don’t interfere with the trays. This means you can’t position a stabilizer to hold your bike and leave it there – It has to be repositioned every time the mast goes up and down.

Aside from loading and unloading bikes, the OnRamp LX isn’t the quickest or easiest rack to use in a few other ways. First off, it does require tools to remove it from your vehicle. If you regularly take your rack on and off, a tool-free mechanism like Thule’s Verse rack offers is a nicer option… however, some people might prefer the security of Yakima’s screw-in hitch pin. The Thule Verse also has the OnRamp LX beat in terms of adjusting to different wheelbases. Its simple sliding wheel chocks are quicker and easier than adjusting tray lengths.

Bike Compatibility:

Throughout the summer, I carried at least five different bikes on the OnRamp LX, including a commuter bike, an e-commuter, multiple MTBs, and two eMTBs. The rack’s ‘Stadium Seating’ trays sit at staggered heights, so I had no problems loading any of these bikes securely, and only one minor interference between two of them. With my commuter bike and MTB on the rack, I had to move the seat on my commuter so it didn’t touch my MTB’s handlebars. Aside from that, all the bikes I hauled were safely separated on the OnRamp LX.

When I loaded up my Priority ebike, I did have to shorten the tray length for its wheelbase. Thankfully, the end of the tray you can adjust by hand-spinning a knob afforded enough adjustment, so it was a quick job with no tools required. Being able to carry bikes with fenders was great – Those stabilizers are a bit finicky to operate versus wheel holders, but their compatibility with bikes is excellent.

Driving:

Something I liked right away about the OnRamp LX is how little it sticks out when it’s folded up. The folded rack only protrudes about 8” from my car’s bumper, which is great when you’re parking in tighter spots. With my car, I can’t even see the top of the rack over my trunk, so it doesn’t impede visibility at all when folded up. The trunk of my car will easily open with the rack upright, and in most cases I could still open it with bikes on the rack. Folding the rack up and down is easy: There’s a spring-loaded pin on one side and a backup pin that pops in and out on the other.

The only potential issue with leaving the rack up depends on your vehicle…, but in my case the tray blocks my license plate! Thankfully, even when left down, the rack doesn’t stick out too far, so it’s totally reasonable to drive with it down and keep your plate visible. I was able to leave my car in several parking spots with the rack down, without going outside the lines.

As for rear visibility with bikes on the rack, the OnRamp LX holds bikes high enough that they do take up most of my rearward view. However, it’s not difficult to see what’s happening behind you even when you’re looking through two bikes.

I found another potential concern, but everything was OK in my case: The front wheel of the bike on the OnRamp LX’s inside tray sits close to my exhaust pipes. After one early drive, the rack felt a bit warm, so I kept an eye on this. Fortunately, after several longer drives, I never had a tire get warm, let alone hot.

Stability/Reliability:

I found the OnRamp LX to be a stable and very trustworthy rack. Immediately, I liked the square-framed design, which looks very sturdy. The threaded hitch pin holds the rack tightly to the receiver, and even if it loosens up, the pin lock should keep it from falling out.

Your bikes will do some side-to-side wiggling when driving bumpy roads, but the OnRamp LX resisted movement slightly better than the Thule rack I tested last year. I had no concerning wobbles travelling a few miles on a washboarded gravel road with my 53 lbs. ebike on the rack, or anytime I had two bikes loaded up.

I did notice the front wheel of my MTB was wiggling back and forth slightly while I drove – The wheel straps are not very flexible, and they don’t sit perfectly flat against my rim. The straps never loosened up, but they do allow some wheel wiggle in high winds.

After a whole summer on my car with regular use, I have no concerns about durability or reliability with the OnRamp LX. I’ve had no functional issues with the rack; there’s no excessive wear and tear to report, nothing has loosened up, and I trust it to carry my bikes safely.

The Yakima OnRamp LX hitch rack retails for $999.00.

yakima.com

Chromag Bikes started building their brand on hardtail frames, but as components came along, they quickly became Whistler, B.C.’s unofficial handlebar of choice, then put out some very popular seats. Back in mid-June, Chromag Bikes announced their new Limber seat. This saddle was designed to be easy to move around when you’re standing up, but comfortable enough when you’re seated for long rides.

A few years ago I would have called Chromag’s Lynx DT saddle my current favourite, so I was stoked to try out the new Limber. I’ve been riding the Limber since its release, and despite facing a tough comparison to my favourite seat ever (Ergon’s SMC Core), I found it perfectly comfortable. The Limber is a nicely supportive saddle that maintains a sleek overall profile and a reasonable weight.

Chromag Limber Saddle – Construction Features:

Chromag says the new Limber was based upon their Lift saddle, but refined with a shorter profile and a broader center relief channel. The Limber’s vacuum-formed construction enables a seamless finish and a consistent surface feel. It features a durable, weather-resistant synthetic cover, and its design leaves no exposed plastic or sharp edges. Chromag gave the Limber chromoly rails for strength and durability without excess weight.

The Limber saddle offers a short 260mm length and movement-friendly shape to allow riders to shift around it easily, while a stable but not bulky 140mm platform width provides comfort when you are seated.

This saddle’s padding is on the thinner, firmer side, but the Limber’s design is all about proper support. Its platform was shaped to support the sit bones, where the bulk of your body weight hits the saddle. It also gets a widened center relief channel to keep pressure off sensitive areas and eliminate unnecessary discomfort. 

The Limber’s cover features a semi-perforated texture on the rear part of the platform and on the nose for a little grip, and remains smooth everywhere else.

When I installed the Limber saddle on my bike, I noticed the rails offer about 5mm less forward/back adjustability vs. the Ergon SMC Core seat I was previously riding (which is a larger seat). To match the Ergon’s position, I had to run the Limber as far forward as its clamp range allows, but that put it exactly where I wanted.

Chromag lists the Limber saddle’s weight at 278g. I’d call that honest, as my scale showed it at 279g. That’s 14g lighter than my old Lynx DT, and shaves 65g off the Ergon SMC Core’s weight.

Ride Impressions: Comfort

My first ride with the Limber saddle was a 1:45 long lap, and I was wearing my well-padded 7mesh MK3 chamois. Even after switching from a very cushy saddle, the Limber was more comfortable than expected. I attribute this to its shape more than anything; The rear half of this seat is wide enough to support my sit bones really well. I should note, I’m a fairly slim guy, but the Limber’s width was easily adequate for me.

My next ride was with a slimmer chamois, and since I was still getting used to it, the Limber felt a bit firm initially. However, I quickly stopped thinking about it as I rode, and I remained comfortable throughout this hour and a half long ride.

Just my third ride with the Limber was over three hours long. After two hours of climbing, my descent, and a lengthy pedal home, my butt was just starting to get a bit tired of sitting. Given I was still getting used to the Limber, I was pretty happy to complete this longer lap with no discomfort or soreness afterwards.

At this point I have ridden countless loops with the Limber saddle, and I’ve gotten familiar with it. Honestly, the Limber’s lean padding simply won’t match up to my Ergon SMC Core, which is amazingly cushy and comfortable. But since the sit bone support is excellent with the Limber, I still find it very comfortable and have no complaints about it. Through all my test rides, I’ve never had any specific comfort-related issues with this seat. Also, I have luckily never had problems with this, but the Limber’s wide center channel definitely kept my sensitive bits happy with no numbness at all.

Shape:

As stated above, my favourite thing about the Limber’s shape is its supportive rear half. That said, the nose worked really well for me too. I don’t like saddles with wide noses, and the Limber’s is narrow enough that I found it perfectly comfortable to pedal with. If a seat’s nose is too wide, I will feel like it’s pushing my thighs apart, but this was not a problem with the Limber.

While the Limber’s nose is noticeably shorter than the seat I was riding, that doesn’t seem to come with any sacrifice in comfort. The shorter nose also proved pretty good at not snagging the crotch of any of my various shorts or MTB pants. I’ll attribute this to the shape, but also the synthetic cover material. It’s grippy enough to not feel slippery, so when you plant your butt on the seat it doesn’t shift around. Thankfully, the cover isn’t grabby enough that it hooks up on clothing.  

Chromag wanted this seat to be easy to move around while you ride, and I’d agree it is. It’s just big enough to be supportive, and I never found it obtrusive or noticed my legs contacting it unexpectedly. The seat’s trim dimensions help it stay out of the way during stand-up pedalling sprints and on descents.

Durability:

Sorry, but I haven’t crashed hard or bounced my bike off a trail since installing the Limber saddle! After a few months of riding my seat shows no signs of damage, or excessive wear and tear. The rails are straight, the cover is fully intact, and I doubt anything would damage this seat except for a gnarly crash.

The Limber saddle retails for $110 USD. It is available in Black/Sand (as tested) or Chocolate colors. Chromag covers all their components with a two-year warranty.

chromagbikes.com

Look, if you’re rocking a Tailfin bikepacking system on your steed, there’s a good chance you bikepack “fast” or “ultra”. Like, you need your bikepacking gear minimal and strapped high and tight on your bike. Well, recently, Tailfin teased us with some work they’ve been doing in their R&D Kitchen that’s for the bikepackers out there who aren’t in a hurry to get to where they’re going.

Now, this is a one-off, prototype bag setup. And as of right now, it will not be going into production. So try not to get too excited.

Slowing Things Down…

Tailfin is best known for making bikepacking gear lighter, faster, and generally more aero than your average sleeping bag. So it’s kinda cool that its latest project is about slowing down, bringing a fishing rod, and not being in any hurry.

The project came out of Tailfin’s “R&D Kitchen,” a couple-times-a-year side gig for Tailfin’s prototyping department. The workshop sits next to the kitchen at HQ, so therefore “R&D Kitchen”.

The department’s day job is building prototypes for the R&D Division, which is the brand’s group of ultra athletes. The Kitchen projects have no commercial target. They’re about experimenting and having fun.

For this one, the team skipped the usual “lighter and faster” goal. Instead, they asked what they’d actually want to take on a trip built around the stops rather than the distance. Their answer was extra time and extra luxuries.

For the Love of Waxed Canvas…

The bags are the star here, as they should be. Product team member Theo designed a front bag designed around holding a film camera, complete with a pocket for a real paper map “for the romance of it.” So far, I love this…

Molly turned one pannier into an insulated cool bag for cold beers and a refrigerated picnic. What? She also made a separate bag for a small espresso maker. This is turning out to be spectacular…

Soft Goods Prototyper Callum redesigned the frame bag with flip-top closures instead of zips. And it’s split vertically rather than horizontally, with access at the front so you can dig around in it while riding.

1960s Japanese Touring!

The inspiration came from Callum’s research into 1960s Japanese touring photos, which led back to the French constructeurs, who built bikes, racks, and bags as one integrated system. Japanese builders refined the idea over the following decades. “The bags aren’t an afterthought,” Callum said. The result is a British take on that tradition.

But what about the bike? The bags are built around the new Singular Peregrine Mk5, a lugged steel bike from Sam Alison’s Singular Cycles. Alison launched the Peregrine in 2008, and it was arguably a gravel bike before the category had a name.

Tailfin made its own versions of two touring classics for it: low front panniers and a randonneur handlebar bag. Both use British waxed canvas that weathers naturally, plus the same mounting hardware and stability engineering as Tailfin’s race gear. Bristol tailor David Darby Minns, a friend of the team, supplied fabric samples and vintage tailoring inspiration.

This bike and bag system hits me right in the feels so hard. The color, the aesthetics, the fenders… I am a sucker for a good-lookin’ randoneurring rig. But sadly, it’s not a product that’s in development. Boo!!!

However, the light at the end of the tunnel is that Tailfin expects ideas from the project to inform future work. So, hopefully we will see some more waxed canvas.

Where to See It?

• Kendal Mountain Festival, 19–22 November 2026, Kendal, UK.
• Velofollies, 22–24 January 2027, Kortrijk Xpo, Belgium

Hit the link below for Tailfin products that are in production and ready to go.

TailFin.cc

VelociRAX has made a name for itself with its high-quality and thoughtfully designed vertical hitch bike racks. Beyond being sturdy and capable of carrying numerous bikes at a time, the brand’s vertical racks stand out for their user-friendliness, particularly ease of loading and unloading. The designers at VelociRAX applied that same easy-loading formula to their first tray-style hitch rack, the RAXzilla, with tilting trays, an integrated loading ramp, and hydraulic clamp arms. 

They also swung for the fences and made it one of the burliest racks on the market. The 2-bike RAXzilla can haul one bike up to 250 pounds, and another up to 130 pounds, meaning it can carry almost anything from your featherweight road bikes to gas-powered motos. So, is it a bike rack or a moto rack? Well, it’s either or both, depending on what you need to haul. It’s undoubtedly a unique entry into the hitch bike rack market.

I’ve been testing the RAXzilla for the past couple of months. I don’t ride or own any motocross bikes, so I’ve only used it to haul my muscle/analog and electric mountain bikes to and from nearby trailheads. It is hands-down the easiest loading rack I’ve ever used, and a great option for the right rider, but it won’t be for everyone.

VelociRAX RAXzilla 2-Bike

Check Price at VelociRAX

Specifications

• MSRP: $1,999 (1-bike: $1,199)
• Number of Bikes: 2
• Receiver Sizes: 2"
• Rack Weight: 126 lbs.
• Per Bike Weight Capacity: 1st tray – 250 lbs, 2nd tray – 130 lbs (380 lbs total)
• Max. Wheelbase: 60" tray length
• Max. Tire Width: 5"
• Wheel Size Compatibility: 24 to 29"
• Security: Locking hitch pin

Pros

• 250 lbs weight limit
• Versatile – can carry everything from road bikes to motos
• Very easy to load – integrated loading ramp and hydraulic arms
• Robust – sturdy build
• Stable and secure

Cons

• Very heavy
• Expensive
• Doesn't work with bikes with fenders

Jeremy Benson

Back in March of this year, we reported on VelociRAX teasing the soon-to-be-released RAXzilla on its social media channels. It caught our attention both for its super-high weight limit and its seemingly very quick and user-friendly loading process. It certainly stood out from the crowd, and the teaser videos with people riding motos up onto the rack made it look as burly and easy to load as advertised.

VelociRAX RAXzilla Details

The RAXzilla is a tray-style hitch rack and comes in 1-bike and 2-bike versions. It is designed for roll-in and roll-out loading, with no lifting of bikes required. To that end, the trays are designed to tilt and have integrated, slide-out loading ramps to roll bikes up into position. The trays have large tilt-release handles and robust mechanisms locking them in place, and they can be adjusted laterally on the main support arm to avoid bike-on-bike interference.

Each tray has three clamp arms to secure bikes on the rack. The front wheel is captured by two arms: a three-position adjustable arm in the front and a lever-actuated hydraulic clamp arm sandwiching it from the rear. The rear wheel is secured with a single hydraulic clamp arm. This system is not only incredibly easy to use, but there is no frame or wheel contact; it only touches your bike’s tires.

The 1-bike version is rated to carry bikes up to 275 pounds. On the 2-bike version, the 1st tray can support up to 250 pounds, the second tray up to 130 pounds, with a total weight limit of a whopping 380 pounds. For bikes over 90 pounds, VelociRAX recommends using its tie-down straps and anchor kit ($26, sold separately) for extra security.

The trays are 60” long and can handle wheelbases up to that length. It’s designed to work with wheel sizes between 24” and 29” and tires up to 5” wide. It also comes with small tire adapters for 16” to 21” dirt bike wheels.

The RAXzilla has a large release handle to adjust the rack’s tilt between its three positions: up/stowed, flat for use, down for trunk/vehicle access. It comes with a locking hitch pin to secure it to your vehicle, and an anti-wobble cam mechanism that tightens inside the receiver to stabilize the rack. 

The 2-bike RAXzilla weighs a claimed 126 pounds, and it is equipped with two small wheels to roll it across smooth surfaces. Given the rack’s weight and its high weight limit, it comes in a 2” receiver size only and requires a Class III hitch with a tongue capacity of 500 lbs. It’s arguably best suited for use on trucks or large SUVs.

Assembly

The RAXzilla showed up at my house in three large boxes. One contained the hitch assembly and main support arm, and the other two had the preassembled trays. Of course, it also came with all of the necessary hardware, a couple of allen keys, and the small wheel adapters. My test rack arrived with the pivoting tray brackets already installed on the main support arm, but I still need to install the tilt-release handles and attach the trays themselves. 

Beyond the individual components being somewhat heavy, completing the assembly was pretty straightforward. I scanned the QR code and just followed the PDF instructions — there’s an assembly video if you prefer — and I was done in right around 1 hour. During the assembly, I chose to offset the horizontal positions of the trays to reduce the chances of handlebar conflict with the mountain bikes I would be carrying. That’s something you can do during assembly, or easily adjust later if needed.

Installation

Installing and removing the RAXzilla from your vehicle is just like most other hitch bike racks on the market, with the caveat that it’s really freaking heavy. Off the vehicle, it’s easy enough to move around thanks to its transport wheels, which roll easily across garage floors or smooth driveways. At 126 pounds, picking it up is another story, and while it might be manageable for some people on their own, I’d suggest getting another person to help you lift it up to or down from the receiver on your vehicle.

Once in the receiver, line up the hitch pin holes and secure it with the included locking hitch pin. A 17mm bolt at the end of the receiver arm tightens the anti-wobble cam inside the receiver. Like most other hitch racks, I found it helpful to wiggle the rack a bit while tightening it to take out any play and make it as stable as possible. 

Using the RAXzilla

Like any bike rack, there’s an order of operations to loading bikes on the RAXzilla, but the learning curve is very steep. Of course, you need to fold the rack into its flat position for carrying bikes, which is super easy using the large tilt-release lever and handle. It’s heavier than most racks, so the first few tilts take a little getting used to, but I found it to be easy to adjust.

First, fold the forward front wheel clamp open — it has three positions for varying wheelbase lengths or lateral position adjustments. Next, slide the loading ramp out from the end of the tray and fully open the rear wheel clamp arm. Then pull the release lever and tilt the rear of the tray down so the loading ramp is touching the ground.

In its ready-to-load position, all you have to do is roll your bike up the ramp and onto the tray. When your front wheel hits the trigger on the tray, it actuates the hydraulic clamp arm, which automatically grabs the wheel from behind and squeezes it against the opposing/forward clamp arm. At the same time, the weight of the bike causes the tray to tilt back to its flat position, and the spring-loaded mechanism locks it in place. 

You then manually actuate the rear clamp arm, which captures the rear wheel with its hydraulic pistons. Then you slide the integrated loading ramp back into the tray, and you’re ready to roll. The process is the same for the outer tray. In the ready-to-load position, it really only takes about 10 seconds to load a bike. From start to finish, including opening the clamp arms, sliding out the loading ramp, and tilting the tray, it’s about 30 seconds.

To remove the bike, you repeat this process in reverse. Slide out the ramp, tilt the rack, and pull the rear wheel clamp down. Then, grab the bike by the handlebars and pull it backward (with some force) and roll it down off the rack. This was by far the easiest loading and unloading process I’ve experienced for heavy eMTBs.  

While the roll-in, roll-out design makes it very easy to load heavier bikes, you can also use the RAXzilla like a regular hitch rack with lighter bikes. I used it with analog trail bikes and gravel bikes, and it’s easy enough to just lift them into position on the trays — the front and rear wheel clamp arms hold and secure them in the same way, just without the roll-in loading process.

I haven’t loaded any motos or bikes weighing more than 60 pounds on the RAXzilla, so I can’t speak to how it handles that. But it’s clear from the brand’s videos and photos that it’s capable of carrying much more weight than I’ve put on it. A lot more…

On the Road

The RAXzilla is easily the sturdiest and most stable bike rack that I’ve ever driven around with. With the anti-wobble cam super-tight in the receiver, the rack hasn’t budged or wiggled around at all while driving. It is absolutely rock solid on the road.

Likewise, the bikes are really locked down and don’t wiggle, wobble, or shake in any direction. It’s obviously way overbuilt for the eMTBs and analog bikes that I’ve been carrying, so I’m nowhere close to maxing out its weight capacity. The hydraulic clamp arms are also designed to secure much heavier bikes and have no shortage of clamping force to keep the bikes steady and secure on the road. In fact, VelociRAX says you can remove one of the hydraulic pistons to reduce the clamping force on lighter bikes if you like.

Bike Compatibility

A max capacity of up to 250 pounds on the inner tray means the RAXzilla is one of the most versatile hitch bike racks from a weight perspective. It can handle most gas-powered adult motocross bikes, which tend to top out around 250 pounds depending on the model and motor size. Of course, that also means it can carry just about any bike that weighs less than that, too, assuming they have 24” to 29” wheels and tires 5” wide or less.

Given the way the RAXzilla holds bikes with its clamp arms, however, it is not compatible with bikes with large fenders. This includes a lot of the electric commuter, cargo, and fat tire bikes out there, which also happen to be some of the heaviest and hardest to load on most bike racks. That’s why racks like the Thule Vero exist: to accommodate bikes with fenders, odd wheel sizes, funky frame shapes, or all of the above. 

Security

There isn’t much to discuss in terms of security features on the RAXzilla. It comes with a locking hitch pin, which is appreciated and will certainly help keep would-be thieves from making off with your expensive rack. Beyond that, it’s up to you to secure your bikes to the rack however you choose. Realistically, most included/integrated locking systems are little more than opportunistic theft deterrents, and you typically need to add an aftermarket lock for real bike security anyway. 

Who’s It For?

The RAXzilla occupies its own niche in the hitch rack market, and there’s definitely an ideal consumer for it. Obviously, anyone with bikes can use it, but realistically, this rack is perfect for the cyclist who also rides moto, or conversely, the moto-rider who also rides bikes. Instead of needing/having separate racks for your moto and bikes, it’s a one-rack quiver that can handle both.

At the same time, it’s also thoughtfully designed to make it one of the most convenient and user-friendly racks on the market, especially in terms of loading and unloading. The tilting trays, integrated loading ramp, and hydraulic clamp arms make quick work of loading heavy bikes, and it’s a solid option for anyone whose bikes are challenging to load for transport — assuming they don’t have fenders.

What’s the Rub? 

The RAXzilla is without a doubt the easiest loading tray rack that I’ve ever used. It’s incredibly versatile, user-friendly, sturdy, and frankly, way overbuilt for most cyclists. If you don’t ride a gas-powered moto, e-moto, or Surron, it’s arguably way more rack than most people need. Don’t get me wrong, the convenience factor is very high, but so is its weight. This thing is REALLY HEAVY. It weighs roughly twice as much as a Thule Verse or Kuat Piston Pro.  

Still, I think the design is excellent. Everything from the hydraulic wheel clamps, tilting trays, and integrated loading ramp puts it head and shoulders above other racks I’ve used for ease of loading. I think VelociRAX would be wise to incorporate the same design and features into a lighter rack with a lower weight limit, say around 100 pounds, that would still easily cover the needs of cyclists and e-bikers. They could call it the RAXzilla Lite…

At $1,999, it’s also pretty darn spendy for a 2-bike rack. That said, if you’re using it for motos and regular bikes, then it’s essentially two racks in one, and could potentially save you money compared to buying both. Likewise, the ease of loading heavy bikes could help prevent injuries and/or open up the possibility of riding more, and that could certainly justify the expense for some. It’s also super rugged, and I expect that translates to a very long lifespan.

My Takeaway

The VelociRAX RAXzilla is a beast of a rack that lives up to its name. It’s super solid with a very high weight limit, secure hydraulic clamp arms, and a robust build that seems like it will outlast any vehicle you mount it on. At the same time, it’s soft around the edges, with a design and features that make it one of the most convenient and user-friendly hitch bike racks on the market. Not only is it very easy to load, but it’s one of the most versatile racks you can buy — assuming you ever need to haul bikes over 100 pounds. It’s ideal for the cyclist who also rides motos and is a solid option for people who want an easy loading rack for their e-bikes, too.

It’s heavy, it’s expensive, and it’s probably more rack than most people need. Still, it’s one of the best tray hitch racks that I’ve used, with an excellent design and bombproof construction. The RAXzilla tops the charts for its stability, sturdiness, and ease of loading, and while it might not be for everyone, it’s definitely the perfect rack for the right rider.

velocirax.com

New cyclists and professional athletes alike will find an Elite smart trainer to meet their needs. There’s a reason pro cycling teams love Elite trainers.

The new Elite Rivo with Zwift Cog and Click joins the Justo 2 and Avanti in the stable of Elite’s Zwift-ready smart trainers. The Rivo is the most affordable of the trio with a compact design, yet still delivers the same quiet rides and smart tech as its siblings. It is a direct-drive indoor trainer with fully interactive features and a price tag closer to wheel-on and non-interactive trainers.

The Elite Rivo is a great choice for a first smart trainer, or for riders who want to streamline their training setup. Part of its appeal is the compact size, whether for storage between sessions or rolling it to the car for a pre-race warm-up. The Rivo weighs just 22 pounds, has a carry handle, and folds down to just 52cm x 16cm x 49cm tall.

Even experienced riders interested in the Rivo’s compact design will appreciate the brand’s reliable data (±2.5% power accuracy), automatic resistance, and Zwift’s virtual shifting. Other smart features include WiFi, automatic firmware updates, and stand-alone modes. (See more performance and compatibility specs below.)

About Zwift Cog & Zwift Click

Zwift Cog is a single sprocket that replaces the cassette, so it’s easy to attach to your bike. It comes pre-installed. The Cog has built-in micro-adjustments for perfect alignment and a chain guard to ensure maintenance-free training sessions. It is compatible with 8- to 13-speed bikes with no need to adjust the derailleur.

The Cog is removable. If you fit a 9- to 12-speed cassette, the Rivo trainer works with all major apps (Zwift, MyWhoosh, Rouvy, Kinomap, and more).

Every Zwift-ready smart trainer comes with Zwift Click controllers so you can adjust your ride with the push of a button. The Zwift Click controls let you access any in-game options, including 24 virtual gears, steering, shifting, menu navigation, and even giving fellow riders a Ride-On. The controls can be set up anywhere on the handlebars to keep within easy reach.

Right now, new users can take advantage of Zwift’s dedicated subscription promotion.

Performance

• Power accuracy (estimated): ± 2.5%
• Max simulated gradient: 18%
• Max power: 2,000 W at 40 km/h
• Flywheel: 4 kg
• Electromagnetic resistance, quiet operation
• Easy Start (smoother interval restarts)
• Supertuck (power drops to near zero when you stop pedaling, triggering the aero tuck in Zwift)

Design and Portability

• Weight: 10 kg
• Folded dimensions: 52 x 16 x 49 cm
• Folding legs and integrated carry handle
• Developed from the Suito platform for high-level portability
• Compatible with road, gravel, MTB, and city bikes. Adapters included for QR 5×130–135 and thru-axle 12×142; others available separately

Connectivity

• Built-in WiFi (2.4 GHz) with automatic firmware updates and automatic reconnection after first setup
• Bluetooth with dual channel (such as app and head unit simultaneously)
• Bridge function for heart rate and cadence sensors via FTMS BLE, useful on Apple TV
• Zwift Protocol BLE
• Zwift Protocol Wi-Fi (and Zwift Sensor Relay available).

Stand-Alone Modes

• Powered, no app: Gradient up to 18% preset via the My E-Training app
• Unpowered: Resistance level 1–16 set in the app beforehand

Ecosystem Compatibility

• Rizer (gradient simulator with steering), Aria (smart fan), Square smart frame (with Zwift Cog removed), Zwift Ride

Warranty Extension

• Standard warranty: Two years. Elite adds two more years free of charge. In countries where standard legal warranty is three years, Elite adds one more year free of charge.
• Activation: Product registration at https://redeem.elite-it.com, extending coverage to four years from purchase.
• Applies to Rivo, Justo 2, and Avanti, including Zwift Cog and Click versions, purchased by December 31, 2028.
• Elite Certified Refurbished products are excluded.

This article is sponsored by Elite.

Ok, so you may or may not remember when this story was published a few weeks ago. It was a really popular story about the new K-EDGE SRAM AXS Battery Holder. It was a big hit, and K-EDGE sold out of it in a few hours after the review went live.

The reason you’re seeing it again is twofold. First, we wanted to let you know that the K-EDGE AXS Battery Holder is back in stock! And second, it will now come without the ability to carry a spare CR2032 coin battery.

Don’t worry, the new version will still be able to carry your spare AXS battery, but that’s it. You’ll have to throw the coin battery in your hip pack, jersey pocket, or saddlebag like you were doing before, if you even brought it with you.

But Why?

Here’s what the crew at K-EDGE had to say about it:

“We’re bike riders here at K-EDGE and were setting out to build something we needed ourselves.  Whether it was an uncharged or forgotten battery ruining a ride, we had a desire to make a battery holder.  Along the way, we thought, why not add a CR2032 coin battery holder?  Upon showing the world this new product, we quickly learned we had overlooked a child safety law protecting against easily accessible coin batteries in consumer products, so we returned to our original design focused on the AXS battery.  

“As experts in CNC-machined aluminum products who make everything in-house, we pride ourselves on our brand’s Lifetime Warranty. So, we spent this past summer dialing in the 3D printing process in-house and testing and riding a lot to ensure this battery holder was K-EDGE quality.“

Original Review Minus the Coin Cell Storage

It hasn’t happened to me yet. But I’ve heard the horror stories. You’re excited to ride, and halfway through your favorite route, your shifting stops working. Ugh! You forgot to charge your rear derailleur battery. Or your shifter pod battery is depleted. Either way, it won’t be fun to get back to the trailhead. Well, K-EDGE might have a solution for you with their new SRAM AXS Battery Holder.

And I’m giving it a quick lil’ review!

Yes, people, this is where we find ourselves these days. I mean, the obvious solution to this is a cable-actuated drivetrain. But that would be downright silly and barbaric.

The other obvious solution to dead drivetrain batteries is to bring extra batteries with you on your ride. But where do you put the spares? Sure, you can drop them in a hip pack or jersey pocket.

But do you want to take the time to search for them when you need them? Or risk damage to the terminals from bouncing around in your bag? Wouldn’t it be easier if the spares were mounted right there on your bike, all charged up and ready to roll?

You bet it would be!

K-EDGE SRAM AXS Battery Holder

As an industry, we’ve fully committed to electronic drivetrains, more specifically the SRAM AXS system. That system needs batteries to work. K-EDGE’s new SRAM AXS Battery Holder is designed to carry your extra SRAM AXS eTap battery. You know, just in case.

It attaches under and just below your bottle cage. I have it mounted to my Aventon Ramblas at the moment (which is kinda silly that an ebike needs extra batteries for the drivetrain, but that’s a different story…). I found it easy to install and precise and robust in its construction, though it’s not the typical CNC-machined aluminum – the battery holder itself is 3D printed “fireproof plastic” with a spring steel mounting bracket.

This is K-EDGE’s first production 3D-printed part, to which they commented, “As CNC machine guys, we are quite discerning and defensive about the 3D-printed connotation, that perhaps it’s not of quality. So we took extra time in designing and printing and testing and printing and testing and printing and testing, to make sure we were proud to go to market with this.”

In Use…

I haven’t needed it yet, but it is nice to know that it’s there, securely holding my spare battery if I need it. It fits and feels secure when mounted. It’s got a positive, confidence-inspiring “snap” when securing the battery. When loaded and closed, the system feels very secure, and I don’t anticipate it coming loose during heavy trail use.

Not to mention, it’s made right here in America, in good ol’ Boise, Idaho.

Battery Holder Retail & Detail

Retail: $30

• Secure latch mechanism for the roughest rides
• Fireproof plastic body and spring steel mounting arm
• Available at the best bike shops and online partners

In Conclusion

I like this kind of organization in my life. Does it seem a little overkill? Perhaps to some, but not to me; I use the life philosophy of “a place for everything, and everything in its place”. If this is how you think as well, then this is an easy $30 for you to spend.

More than anything, this mount mostly guarantees you’ll never leave home without a battery for your bike. You can still leave your battery on the charger at home, but as long as you always keep a spare mounted to the frame, you’ll spare yourself that ‘oh sh*t’ moment when you’ve driven all the way to the trailhead without a battery in your derailleur.

I would highly recommend this product to anyone who likes clever solutions that help keep you not only prepared, but organized, with the solution to your problem right at your fingertips.

Check out all of the cool, precision bike bits that K-EDGE has to offer at the link below.

K-EDGE.com

Commencal’s capable alloy trail bike gets updated with new internal cable routing, but not what you’re thinking. The TEMPO already tried internal routing through its headset. But Commencal is practical. Even though we love a clean setup, they’ve gone back to cables entering the sides of the TEMPO v2’s headtube.

That’s it; pretty much everything else is the same. Don’t mess with what works.

2026 Commencal TEMPO v2 alloy trail bike updated

The Commencal T.E.M.P.O. V2 is a solid modern short travel trail bike. An alloy 29er with 125mm of playful short-link rear wheel travel, 140mm forks, and progressive geometry that Commencal says is “as playful and dynamic as ever”. This is the kind of machine for no-nonsense mountain bikers who just want to ride.

So, it’s also the kind of bike that will get ridden hard and put away wet & muddy. Not the kind that should have to worry about rerouting brake, shift & dropper lines when it comes time to pop a fresh headset bearing into it. So, Commencal stepped back away from the fully integrated routing trend. And they gave the second-gen of this bike a classic set of cable ports in the side of its headtube.

Easy routing for mechanical shifting, a dropper, and your rear brake. Still a clean setup, but also simpler to service.

Anything else new?

That’s pretty much it from the tech side compared to V1. The new TEMPO v2 does also get updated frame protectors. Although we were hard-pressed to really notice the difference. But Commencal assures that they’ve been reshaped to quiet your drivetrain and better protect against impacts.

Tech details

• 6069 alloy T4, T6 aluminum frame
• 3440g claimed frame weight
• “no carbon” 🙂
• ZS56/56 oversized headset (still integrated routing compatible with a different headset)
• full 29er
• max 64mm / 2.5″ tire clearance
• 31.6mm seatpost
• one main bottle cage mount, plus tool mount under toptube
• ISCG05 lower chain guide mount
• PressFit BB92 bottom bracket
• UDH, Boost spacing
• reinforced expander system thru-axles

• size-specific chainstay length
• 4 stock sizes (S-XL)
• Category 5 DH/Gravity EFBE Tri-Test certified
• lifetime frame warranty

2026 Commencal TEMPO V2 – New build options, pricing & availability

The new TEMPO V2 now comes in ‘Pure White’ only. While it wasn’t available when the TEMPO first launched back in 2022, the new V2 carries over the frame-only option that was added later for anyone looking to build their own ultimate hardcore short-travel trail bike. And as a pleasant surprise, the new Commencal TEMPO V2 frame sells for the same $1900 / 1785€ price tag as the outgoing model did. (Although those cables-through-the-headset v1 frames are now selling for a 17% discount, while they last!)

Commencal gives the new TEMPO V2 a new premium RockShox complete bike build, too. For $6400 / 5900€ you get a 140mm Lineair XL-equipped RockShox Lyrik Ultimate fork with its fender paired to a custom-tuned Super Deluxe Select shock, a no-nonsense XT mechanical 12sp build with 4-piston XT (MT905) brakes, alloy house-brand Ride Alpha cockpit, and dependable DT Swiss XM 1700 wheels on 350 DEG hubs with their DF anti-kickback device built-in. The 15kg build (size S claimed, w/o pedals) also includes a OneUp v3 dropper, Maxxis EXO Minion DHRII front & Dissector rear tires, and even a Fidlock mount.

Both new v2 frame and complete build are available now directly from Commencal.

Commencal.com

New Zealand-based Mons Royale has been specializing in merino apparel for biking, skiing, and outdoor recreation for years. For mountain biking specifically, Mons makes a wide range of tops and bottoms for male and female riders, all of which are made from merino wool-blend fabrics. The Diversion Merino Trail Pants are the brand’s latest mountain bike trousers, and the Diversion Merino Wind Jacket is a lightweight, packable hybrid jacket.

I’ve been a big fan of Mons Royale’s apparel for a few years, even calling it out in my Best of 2023 list. I appreciate that the brand uses natural fibers and brings something different to a market saturated with synthetics. It doesn’t hurt that Mons’ apparel fits great, performs well, and is aesthetically pleasing, in my opinion, anyway. 

While my Mons kit from 2023 is still kickin’, I jumped at the chance to check out the new Diversion Merino Trail Pants and Wind jacket. I’ve been testing both since fall arrived and brought seasonally cool temperatures along with it. Turns out, I’m still a big fan of merino wool. 

Mons Royale Diversion Merino Trail Pants

Check Price at REI

Specifications

• MSRP: $219.95
• Material: 150 gsm merino wool/nylon stretch blend
• Weight: 327 g (size M)
• Inseam: 30.7" (size M)
• Pockets: 2 hand pockets, 2 zippered thigh pockets
• Colors: Black, Caramel, Dark Olive
• Sizes: S, M, L, XL, XXL

Pros

• Exceptionally comfortable
• Great fit
• Breathable
• Lightweight
• Good pocket layout
• Killer style

Cons

• Expensive
• You won't want to wear anything else

Jeremy Benson

The Diversion Merino Trail Pants are the latest and currently the only mountain bike pants in the Mons Royale lineup. At first glance, they look a lot like many other mountain bike pants, but they set themselves apart with their unique fabric. Unlike the vast majority of MTB pants, these are made with a material that includes some natural fibers. The 150 gsm fabric blend is composed of 48% Nylon, 28% Recycled Nylon, 18% Merino Wool, and 6% Elastane. 

If you’re thinking 18% merino doesn’t sound like very much, remember that we’re talking about mountain bike pants, and durability is a major concern. Even with merino as just a small percentage of the blend, this fabric still stands out for its softness and exceptional comfort while remaining tough enough for the job. Compared to fully synthetic fabrics, it really does feel much more natural against the skin.

At 150 gsm, it’s also pretty lightweight and gives the Diversion Pants a wide temperature bandwidth. I’ve been comfortable wearing them in temperatures ranging from the mid-40s to the high-70s F. The material wicks sweat and breathes very well, which helps regulate temperature by keeping moisture off my skin. I also appreciate that the merino in the blend provides a little natural odor resistance, because all of my bike gear tends to get pretty stinky.

The Diversion Pants have a bike-specific cut with a tailored but relaxed fit. They have an articulated waistband that’s raised in the rear, articulated knees with space for low-profile knee pads, and an elasticised ankle cuff.  There’s a zipper fly with a locking snap and elastic sliders on both sides to adjust tension on the waist. With my 32” waist, I’m technically a small on Mons’ size chart, but I sized up to a medium for a little extra length. I’ve got the waist adjusters cranked, but otherwise they’re an excellent fit.

The open, jeans-style pockets are great for use off the bike when running errands on my way to or from the trailhead. The zippered, back-loading thigh pockets are well-designed and positioned perfectly for use on the bike. Both can fit modern smartphones and hold their contents off to the side where they don’t conflict with the pedal stroke. 

I also happen to think the Diversion Pants look great with a flattering cut, solid earth-tone colors, and relatively low-key branding. More than anything, though, it’s the comfort and performance of the material that does it for me. At $220, they certainly aren’t cheap, but based on the condition of my 3-year-old Mons pants, they’re built to last. 

Mons Royale Diversion Merino Wind Jacket

Check Price at REI

Specifications

• MRSP: $229.95
• Materials: 140 gsm Merino recycled Shift blend w/ 100% recycled Pertex panels
• Weight: 310 g (size M)
• Pockets: Zippered chest pocket
• Colors: Black, Cinder/Blue Granite, Coffee/Black, Fern/Back, Grunge/Black
• Sizes: S, M, L, XL, XXL

Pros

• Super comfortable
• Great cut and fit
• I think it's stylish
• Breathable and temperature regulating
• Odor resistant
• Blocks wind on chest, shoulders, and arms

Cons

• Moderately expensive
• Slightly heavier/less packable than pure wind shells

Jeremy Benson

The Diversion Merino Wind Jacket is a bit of a jersey/jacket hybrid. It has a full zip and a hood, but a unique construction that combines a merino blend body material with windproof Pertex panels on the chest, shoulders, arms, and hood. So, it’s essentially a cross between a long-sleeve jersey and a wind jacket, combining the best parts of each into a single garment.

The body of the Wind Jacket is made from Mons’ Merino Recycled Shift fabric that’s a blend of 52% Merino Wool, 35% Recycled Polyester, 13% Nylon. This fabric is lightweight, super soft, and highly breathable. The lower torso and back are not covered by the Pertex material, which allows lots of moisture to escape. 

The chest, shoulders/arms, and hood are all covered with the 100% recycled Pertex Quantum ripstop material. This thin windproof layer blocks the wind from hitting all of the parts of your body facing the direction of travel, taking the bite out of cool air while you ride. The Pertex material doesn’t breathe quite as effectively, but the underlying Shift fabric still pulls moisture away from the body.

The Diversion Wind Jacket has a relatively tailored cut with a drop-tail hem. I’m 6’0” and 170 lbs, and the size medium fits great. The body and sleeves are the perfect length, and the torso has a slim, performance-oriented fit. There’s room for a shirt or base layer underneath, or it’s easy to layer it under another jacket if needed. 

There’s a single zippered pocket on the left chest that’s great for keeping small items easily accessible. The hood is low-profile and designed to fit under a helmet — the top of the hood is not lined with Shift merino fabric; it’s just a thin layer of Pertex. In my experience, the hood doesn’t act as a wind scoop and choke you out when you’re going fast, which is nice.

The Diversion Jacket is also designed to fold into a neat little package in its own hood. It folds down fairly small, and mine weighs 310 grams in size medium. It fits easily into most of my hydration vests, but it’s a little bit bulkier and slightly heavier than dedicated wind shells. That said, I’ve found that it breathes well enough that I can typically leave it on for the duration of my rides, with the occasional unzip to dump heat on the climbs. 

Like the Diversion Pants, I think the Wind jacket also looks great. It fits well, has a flattering cut, and an understated style that transitions easily from mountain biking to any other outdoor activity or even kicking it around town. At $230, it’s not exactly inexpensive, but it’s a stellar jacket that’s super comfortable, looks great, and performs well in the variable temperatures and conditions of the shoulder seasons. 

Check out the Diversion Merino Trail Pants and Wind Jacket on the Mons Royale website: monsroyale.com