BikeRadar.com Mountain Biking

Maxxis Ikon EXO 2.2 tyre review

Andy McCandlish — Fri, 24 May 2013 11:00:00 GMT

The Ikon’s tread design was made for the 29er platform. Shallow, closely spaced knobs, a large volume and superb weight add up to a comfy but rocket-fast tyre. It shines as the larger footprint gives it surprising levels of grip for trail riding under most conditions.

The only time it trips up is in sections of deep and slippery mud, where it clogs and spins out instead of climbing. If you don’t face that kind of slick clay/deep mud every day, the Ikon will serve you well. It’s particularly well suited to trail centres, and the supple carcass makes it predictable on roots and loose rock.

Unless conditions are dry and hard packed you won’t find us strapping one on the front, though, as we prefer something with a little more spike. On the back it ticks all the boxes and gives your whole bike a light and fast feel.

We tested the top-of-the-range model with triple compound and reinforced sidewalls – and an appropriate price tag – but you can pick a cheaper version up, and it will still serve you extremely well.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Cole Aries 920 wheelset review

Matt Legg-Bagg — Fri, 24 May 2013 09:00:00 GMT

Currently an unknown quantity in most riders’ eyes, Cole may become better recognised thanks to a recent distribution deal with Evans Cycles.

The Aries 920 are Cole’s mid-range cross-country wheels. At 1,910g a pair they aren’t the lightest, but you do get rim tape, skewers, six-bolt disc adapters and 9mm/15mm axle adaptors.

The 21mm anodised aluminium rims are laced with 28 double-butted spokes, and each spoke is treaded at both ends – the hub end threads into a replaceable brass barrel. The aim is increased strength, but it does mean spoke replacement is very specific.

Both hubs are Centrelock and run silky smooth thanks to well-sealed cartridge bearings. Once rolling, the nice noisy ticking of the freehub is reminiscent of a Pro 2 – even if the engagement isn’t.

The nearest comparisons to the Aries 920 are the Mavic Crossride wheels, which are two-thirds of the price and slightly lighter, although they’re blessed with bladed spokes. The Aries are versatile and attractive, but otherwise unremarkable.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Partner Promotion: 25% off For Goodness Shakes and NECTAR

BikeRadar UK — Fri, 24 May 2013 07:30:00 GMT

Hands up those of you who are addicted to For Goodness Shakes? These popular milkshakes are sold as recovery drinks but work just as well as a nutritious snack any time of the day. Their combination of carbohydrate, protein, vitamins and minerals is ideal for getting you refuelled and repaired for your next training session.

If you're after a sports drink then NECTAR by For Goodness Shakes is worth checking out. It's a 2:1 mix of glucose and fructose containing five electrolytes to keep your energy and hydration levels up while cycling. It's available as a concentrate that you can mix to your desired strength, as well as energy gels and carbohydrate-free hydration tablets.

This week BikeRadar has partnered with Athlete Store - the official outlet for For Goodness Shakes and NECTAR - to offer our readers 25% off purchases of a great range of their nutritional products. Visit athletestore.co.uk, select your products and enter the voucher code BIKE25 at the checkout to claim your discount.

The offer is applicable worldwide subject to shipping costs, but if you live in the UK you can get free delivery for orders of over £30 after the discount is applied. It's valid until 2 June and doesn't apply to POLAR items, Nectar Concentrate Micro Tank (15 X 50ml), Samples and Starter Kits, except the Deluxe Starter Kit (£20.09).

Fuel cycling with For Goodness Shakes and NECTAR

Trek 7.4 FX Disc – first ride review

Cycling Plus — Fri, 24 May 2013 07:00:00 GMT

Trek’s 7.4 FX Disc is one of their big sellers, and part of the welcome trend for hydraulic brakes to appear on more hybrids. It makes much more sense than superfluous suspension forks.

The Hayes brakes don’t have the absolute stopping power of some, but they easily have enough for urban riding and masses of control. Shimano provide most of the rest of the kit, the 48/36/26 chainrings and 11-32T cassette offering a huge gear range, particularly at the bottom end. Yes, there are largish gaps between gears but their sheer range more than makes up for that.

Handling is sit-up-and-beg steady, not surprising given its lengthy 105cm wheelbase, a theme further emphasised by the relaxed head tube angle. This is great for high visibility head-up urban riding, and comfortable too, aided by the palm-comforting rubberised IsoZone grips. The 32mm tyres offer a good balance of plushness, protection from pothole-induced punctures and rolling resistance.

Considering the price the 11.7kg (25.8lb) weight is decent. Wheel life should be boosted by the absence of rim brakes, and with rear rack, front and rear mudguard eyes and loads of clearance it’s well specced for year-round versatility, too.

A top ride, good kit and a price your bank manager won’t blanch at – a star Trek and a special FX.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

SRAM updates trigger shifters, adds X7 Type 2 rear derailleur

James Huang — Fri, 24 May 2013 00:46:00 GMT

In the latest round of trickle-down news, SRAM has announced key upgrades to its X0, X9 and X7 trigger shifters, infusing many of the features currently found in the XX and XX1 models. SRAM also added a new budget-priced X7 Type 2 rear derailleur with its impressive clutched-pulley cage.

Visual changes to the 10-speed shifters are dramatic with the new X0, X9 and X7 triggers all sporting a trimmer and more streamlined shape. The X0 model also retains its adjustable cable pull lever that allows riders to more finely tune the ergonomics.

The changes are more than skin-deep, too, with all three boasting XX-level internals, including SRAM's Zero Loss mechanism for faster shifts and shorter lever throws, according to SRAM, plus ball bearings for the X0 and X9 levers. X7 will carry on with bushings to keep the cost down but the cover will sport a more convenient rubber flap for quicker cable changes.

The new XO shifters feature a trimmed-down shape similar to that of XX and XX1

All of the new shifters should be available now. We're still waiting for claimed weights from SRAM but prices are as follows:

· SRAM X0 trigger shifters, US$262/€236 per pair

· SRAM X9 trigger shifters, US$123/€111 per pair

· SRAM X7 trigger shifters, US$70/€63 per pair

Also arriving in stores right now is the new X7 Type 2 rear derailleur with the same pulley-controlling roller clutch as on the current XX1, X0 and X9 Type 2 models, meaning that even riders on a tight budget will be able to enjoy quieter drivetrains, less chain slap and better chain security. Also making its way on to the X7 Type 2 rear derailleur is the same Cage Lock feature, which locks the pulley cage in a forward position and removes chain tension for easier wheel changes.

Claimed weight is 293g and suggested retail price is US$89/€80. SRAM will offer the X7 Type 2 rear derailleur in short, medium, and long pulley cages with maximum cassette cog compatibility up to 36 teeth.

The new X7 Type 2 derailleur has a clutch in the lower pulley to decrease noise and improve chain retention

Magura eELECT electronic suspension fork

James Huang — Fri, 24 May 2013 00:23:00 GMT

Following RockShox and Fox, Magura has jumped into the electronic suspension game with a new auto-lockout technology called eLECT. It's surprisingly simple, lightweight and, best of all, it actually seems to work.

The beauty of the new eLECT compression damper lies in the simplicity of its operation. The system automatically determines the fork's angular orientation relative to the ground using a 3D accelerometer – just like what's found in many modern smartphones. In other words, eLECT knows whether you're traveling on level terrain, heading downhill or climbing uphill.

The Bluetooth wireless remote can be used for manual adjustments

When using a standard setup procedure, the system remains open when riding on flat terrain or heading downhill but the front end is locked out on climbs. Users can also trick the system to better suit their own particular needs by calibrating the system on something other than level ground. Or, riders can simply operate in manual mode using the Bluetooth-enabled wireless handlebar remote switch. There's even a 'free fall' mode to ensure a soft landing on jumps and drops even if the fork is tilted in an upward orientation (such as when landing rear wheel first, for example).

The eLECT accelerometer can also detect if you hit a patch of bumpy terrain when heading uphill, opening the system with a claimed 0.2-second reaction time to help keep the wheel on the ground but then locking out again once things smooth out. A basic blow-off valve is on hand to handle the first few impacts before the system opens up.

The beauty of the design is its simplicity - eLECT is light, clean and functional

Magura has chosen a similarly straightforward path for the eLECT damper's mechanical design. A small internal servo rotates a stainless steel shim with three holes in it on the bottom of the compression piston. Rotating the shim so as to close the matching ports in the compression piston locks out the fork; otherwise, the damper behaves like a conventional pyramid-type shim stack as is used in nearly every modern suspension fork.

Smart design creates a low drain on the internal Li-ion battery. The shim itself weighs nearly nothing and the motor is only used to switch between open and locked modes. Likewise, the on-board LED indicators are only lit when changing modes or calibrating the system.

Claimed run time in auto mode is 40 hours of riding (on average); manual mode boosts that figure to 60 hours. In either case, the damper's small internal Li-ion battery is recharged with a standard micro-USB port hidden beneath the thread-on cap. The remote is powered with a watch-type battery. In the event of a total power loss or system failure, the shim is spring-loaded to default to open mode.

Underneath the cap lie the master arming switch and the micro-USB charging port

Users have become accustomed to electronic-enhanced suspension adding weight relative to a fully mechanical system, but in this case, the new eLECT system will now be the company's lightest option. The damper itself weighs just 81g and the remote adds another 12g, making it 15g lighter than a Magura DLO² damper.

Even better, eLECT is a direct drop-in replacement for any existing Magura TS6 or TS8 fork with no modifications needed, although it's likely best suited for cross-country applications. Magura is currently finalizing details such as available fork models, upgrade kits, projected delivery dates and pricing. Given the system's simplicity, though, we're hoping for a retail cost that isn't outrageous.

First ride review: it works!

We tested the new eLECT damper on a Magura TS8 120 29" fork on the rocky trails just behind the well-known Bike & Bean bike shop and café in Sedona, Arizona. In short, eLECT seems to work as advertised – although we wouldn't mind a little more refinement in the firmware programming and a little more adjustability.

As promised, eLECT leaves the fork fully active (and feeling downright normal) on both flat ground and when heading downhill; once the valve is open, it's open. Tilt the front end upward for a climb, however, and you're quickly rewarded with an efficiently firm front end that doesn't bob when muscling the bars and pedaling out of the saddle. Moreover, the system works well enough that we were perfectly content leaving it in fully automatic mode throughout our test loop, trusting in its intuitive little electronic brain to do the thinking for us.

We rode away from a brief testing session in Sedona, Arizona mostly impressed

We wouldn't mind if eLECT would occasionally think a little faster, though. While 0.2 seconds doesn't seem like much, it equates to about five meters (about 5.5 yards) when traveling at a modest 20km/h (12.4mph) – and a lot can happen in that short distance on more technical trails. We also wished the threshold was user adjustable.

Sedona's Slim Shady trail, for example, features several sections where you're climbing on relatively smooth ground, only to be confronted with a steeper, technical pitch. Charging into these with a head of steam is a good way to get up and over them quickly but in this situation, eLECT at first still thinks you want a firm front end when we would have rather had a little more squish to help maintain our momentum.

Ultimately, we'll reserve final judgment until we're able to spend more time on a production model but at least for now, eLECT seems very promising.

UVEX helmet and eyewear ranges expanded

James Huang — Thu, 23 May 2013 09:22:00 GMT

UVEX continues to grow its expansive range of eyewear and helmets for the coming season – and if we're to believe reports from its US distributor, Magura USA, the brand is gaining steam stateside as well, boosted by its solid reputation, reasonable pricing, and the fact that much of the collection is still made in Germany.

New eyewear bolstered with photochromic options

The new sunglasses range features three key highlights: the US$199/£119.99 SGL 104 Vario, the US$159/£89.99 SGL 202 Race Vario, and the US$149/£69.99 Active Vario Shield. All three models come with photochromic Variomatic Smoke lenses and impressive broad transmission ranges from 9 to 78 percent depending on tint, meaning users shouldn't need to swap lenses with changing conditions.

The SGL 104 Vario is the most sport-oriented of the three, with a traditional shield-type, single-piece lens. This is secured to a continuous upper frame with a novel retractable pin to lock the interchangeable lens in place and bendable ear- and nosepieces for a customizable fit. Available frame colors include white/black, white/green, and all black.

UVEX SGL 104 Vario

The SGL 202 Race Vario is a slightly modified version of UVEX's ultralight standard SGL 202 Vario, adding bendable, stiffer earpieces to go along with the existing bendable nosepiece for a more secure fit when riding off-road. In contrast to the SGL 104 Vario, the 202 is a frameless design for a wider field of view. Frame color choices include black/white, white/black, and green/white.

UVEX SGL 202 Race Vario

Finally, the Active Vario Shield looks similar to the existing Active Vario model but with a new single shield-type lens and no upper frame to block your view. Magura USA will offer this model in black, white/brown, and orange frame colors.

UVEX Active Vario Shield

New helmet models for both on-road and off

UVEX's road helmet range is topped by the new US$239/£139.99 Race 5 model, which is currently being used by the Ag2r-La Mondiale and Argos-Shimano teams. Features include a competitive 225g claimed weight, 23 vents, antibacterial carbon-infused pads, and double in-molded construction with upper and lower microshells for durability.

UVEX Race 5

The easy-to-use, single-dial retention system is also padded for comfort and height adjustable, the ratcheting buckle makes for quicker on-the-bike adjustments, and the entire strap system can be removed from the helmet for washing. Designed in Germany, made in Asia.

Interestingly, UVEX chose to skip the internal reinforcement skeleton used in the previous Race 3 flagship. While that system allowed for bigger and more deeply channeled vents, the company says it's also responsible for that helmet's so-so 270g claimed weight. Magura says that model is still quite popular, though, so it remains in the range for US$199/€169.95.

Topping the MTB range is the US$149/£99.99, made-in-Germany Ultrasonic CC. Like the Race 5, this model features a double in-molded construction with upper and lower shells as well as the same retention system and ratcheting buckle.

UVEX Ultrasonic CC

The Ultrasonic offers a little more coverage on the rear of your head, however. There's a fixed-position visor included, and vent count dips to 19 although the forward-facing ones are augmented with molded-in bug netting. Claimed weight is 235g.

Other popular models such as the made-in-Germany US$119/£74.99 Supersonic and US$99/£59.99 XP CC carry over with updated colors.

For more information see the UVEX website.

Cannondale Scalpel 29er 3 review

Seb Rogers — Thu, 23 May 2013 07:00:00 GMT

Last year’s Cannondale Scalpel 3 was a carbon framed, 80mm (3.1in) travel, lightweight whippet with 26in wheels, a sub-11kg (23lb) weight and a £3,000/US$4,100 price tag.

It’s all change this year, with a move to big wheels and 100mm (3.9in) travel for the entire Scalpel range – and you’ll need to cough up a hefty £4,500/US$5,550 to score the carbon-framed Scalpel 29er Carbon 2. The new 3 gets an alu chassis instead, but retains Cannondale’s proprietary single-sided Lefty fork. Is it still a worthy racing snake?

Ride & handling: Plush rear but heavy for a race weapon

The classic zero pivot, carbon-stayed Scalpel has a ride quality all of its own. Less full-blown full-susser than hardtail with added traction and comfort, the suspension’s unique geometry works with the bike’s low weight to deliver a fast, comfortable and ground-hugging ride. It’s an acquired taste. It’s also in a class of one. No other production bike offers quite the same combination of pace, weight and comfort.

Replacing the carbon rear end with a conventional alu suspension setup has changed all that. The Scalpel 3’s suspension does everything that it ought to do without fuss, delivering 100mm of rear wheel travel with no nasty surprises.

In that respect it’s arguably an improvement on the pivotless carbon alternative, which, last time we tested it in its 100mm travel guise, struggled to deliver the full range of travel. That’s the good news. The bad news is that the extra weight over last year’s carbon bike significantly blunts the Scalpel’s performance.

With its conventional rear end and conventional weight, the Scalpel 3 doesn’t stand out in the way that it used to (or that the more expensive carbon versions arguably still do). It’s fighting for attention among a plethora of similarly priced and specced mid-travel bikes.

And, although the Lefty fork gives it crowd-pulling potential, that’s not matched by the on-trail reality. The Lefty’s accurate steering and sound engineering principles aren’t in doubt, but it needs better internals to deliver on the promise of details such as roller bearing smoothness.

All of which begs the question – what’s the point of the Scalpel 3? Without the comfort and weight advantages of a pivotless carbon rear end, it’s just another mid-travel mid-ranger with a below-par fork up front.

If you want to race and you can afford the extra, the Scalpel 2 would be a better bet. But if you want a bike for more rounded trail duties, the harsh truth is there are better options available than the Scalpel 3.

Frame & equipment: Alu chassis has piled on the pounds

Cannondale’s original Scalpel concept was all about a pivotless rear end. Carbon chainstays, shaped to flex at a certain point, were supported by the usual air shock and made a compliant rear end that’d stay better planted in the rough than a race hardtail.

At the higher end of 2013’s Scalpel range, the same principles still apply, even if the wheels are now bigger and the travel – nominally, at least – a bit longer. But the budget-minded 3 and the cheaper 4 both feature alu frames, which changes more than the price.

Carbon Scalpels of the past pivoted partway along the chainstays. No normal full susser does that (for good reason – it’s not a great place to put the main pivot). So the Scalpel 3 has a traditionally positioned main pivot at the bottom of the seat tube and a four-bar system driving a Fox Float shock with CTD. It gives the Scalpel 29er 3 a much more conventional suspension setup than previous incarnations – which is a good thing in terms of rear suspension performance.

The trouble is that the conventional design and aluminium build pile on the pounds, literally. This year’s Scalpel 3 is more than 2.3kg (5lb) heavier than last year’s. That’s a huge difference that radically changes how it rides – more on that later.

The Lefty fork combines odd looks with a rather mixed performance. Despite appearances, it actually tracks more accurately than most similarly specced conventional forks – and the mud clearance is effectively limitless.

Cannondale’s spring and damper design has always lagged though, and 2013’s Lefty is no exception. Our sample felt particularly sluggish whatever we did to it, packing up on successive hits and limiting our willingness to take the Scalpel down lines it should have shrugged off.

A flat bar and a 2x10 SRAM X9-based transmission make perfect sense for a race-focused bike, while light wheels help mitigate a little of the Scalpel 29er 3’s middle-aged spread.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Lapierre Zesty 514 E.I – just in

Robin Weaver — Wed, 22 May 2013 14:38:00 GMT

Lapierre have made a few tweaks to this year’s Zesty frame, but the most interesting feature of the Zesty 514 E.I (£3,399.99) is the inclusion of E.I (Electronic Intelligence) technology. E.I is a collaborative effort between Lapierre and RockShox, and is an electronic system used to manage the compression and lockout settings of the rear shock automatically and on the fly.

There are accelerometers on the fork and stem cap, along with a speed sensor on the fork and cadence unit on the bottom bracket. A small servo motor mounted on top of the RockShox Monarch RT3 E.I rear shock then adjusts the amount of low-speed compression damping according to hits going through the fork and the amount you're pedalling.

The shock can automatically toggle through the three low-speed compression settings: open, platform or locked. There’s a small screen on the bar to display what setting the E.I system is in, along with various other details including speed, time and distance.

A small servo motor adjusts compression damping

The 514 frame boasts full carbon front and rear triangles, housing the well established OST+ suspension system. Cables are all internally routed, for a clean finish, with routing for a RockShox Reverb Stealth post. The head tube is tapered and there are ISCG 05 tabs for anyone wanting to add some chain security.

Lapierre have lowered the seat tube height to improve clearance if you use a dropper post. They've also stiffened up the bottom bracket area to improve pedalling efficiency. A 12x142mm rear axle is present to bolster stiffness, and the length of the chainstays has been increased to 430mm for improved stability on faster trails.

The 514 also includes a transmission mix of Shimano’s XT and SLX, and a Mavic Crossride wheelset wearing Schwalbe Nobby Nic and Rocket Ron tyres. The fork is a 150mm travel Fox 32 Float Evolution CTD model. Stopping the Zesty is a set of Formula’s RX brakes.

Bar-mounted controls for changing E.I settings on the move

For more information see www.lapierre-bikes.co.uk. A full BikeRadar review will be coming soon.

Scott Lin helmet review

Rob Weaver — Wed, 22 May 2013 09:00:00 GMT

Scott’s Lin helmet packs one hell of a feature-filled punch. The in-mould construction has 18 whopping vents and some deep internal channelling, which does a good job of keeping your head cool even after you’ve trudged up long, sweaty climbs.

Inside, the thin padding helps create a comfortable fit and wicks well when things heat up. The adjustable cradle uses Scott’s RAS (Rotary Adjustment System) technology to help tailor the fit using a small, quite narrow, indexed clicker wheel. Although this works well enough, after months of getting caked in mud, it can get a little gritty and doesn’t turn quite as easily.

What makes the Lin really stand out is the inclusion of MIPS technology, a feature that most competitors charge an awful lot more for. MIPS is a low friction layer that sits between the helmet padding and EPS liner, helping to dissipate energy from awkward angled impacts to your head. It’s a great safety addition to any lid.

All-day comfort is right up there with the best of them and the fact that the Lin weighs 278g certainly doesn’t do it any harm. We like the styling, and if green isn’t your thing there’s a full stealth option too.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Video: 3D titanium printing of bicycle components

Oli Woodman — Wed, 22 May 2013 07:22:00 GMT

3D printing is often in the headlines, in fact the technology looks set to start an industrial revolution of its own. Yet the use of 3D printing is still limited within the bike industry, so when Charge bikes released a video showing the world's first 3D printed titanium frame component we knew it'd get people talking.

After collaborating with corporate research centre of EADS innovation works (The European Aeronautic Defence and Space Company) Charge used a process developed for the aerospace industry to produced a batch of intricate dropouts for use in the frameset of the Freezer Ti custom cross bike.

Watch below as Charge’s Nick Larsen talks to Andy Hawkins from EADS about the process of 3D printing and its benefits over traditional fabrication methods.

Please install Adobe Flash player to view this content

9point8 Pulse Stepper dropper seatpost - first look

Oli Woodman — Tue, 21 May 2013 15:50:00 GMT

Ontario based manufacturer 9point8 have announced their debut product, the Pulse Stepper Seatpost. Branded as 'not another dropper post' the Stepper sets itself aside from the competition through the use of a unique indexing system controlled via an equally unique handlebar lever.

The Pulse offers 100mm of adjustability and drops in either 5mm increments or throughout its entire travel depending on the rider's input at the bar-mounted lever. The lever itself being a big talking point, stepping away from the compact designs many other manufacturers are producing, the Pulse gets a full sized lever designed to be run inboard of the brakes. It isn't pretty or in any way discreet, but the seperating clamp allows for convenient installation.

It'll be available in 30.9 and 31.6mm diameters and can be run either in an in-line or offset configuration via the use of a conversion kit. Pricing is still TBC with stock expecting to land in late June. Meanwhile, you can watch the Pulse in action in the video below.

Please install Adobe Flash player to view this content

Magura adds 150mm-travel 29er fork

James Huang — Tue, 21 May 2013 12:57:00 GMT

Magura will add a new 150mm-travel TS8 29er fork for 2014 to address the growing legion of long-travel, big-wheeled trail bike market. Boasting a claimed weight of just 1,600g (3.53lb), the new TS8 R 150 29" will be awfully light for its class, too, when it starts arriving in stores in 4-6 weeks.

Instead of upsizing to 34mm or 35mm like some Fox and RockShox offerings, Magura'snew fork is essentially a longer version of the current 120mm-travel model with the same 32mm aluminum stanchion diameter to help keep the weight low.As with all Magura forks, though, the TS8 R 150 29" will use a dual-arch, magnesium lower leg casting that should help offset the smaller tubes, at least in terms of torsional stiffness.

Those lower legs will also feature Magura's own 15mm thru-axle design, rubber lower leg protectors to help stand the bike upright when the front wheel is removed, and post mount caliper tabs sized for 180mm-diameter rotors.

Tucked inside one of those legs is the company's latest DLO³ compression damping cartridge with three settings that can be selected via a crown-mounted dial: Open for the most active ride on bumpy terrain; Firm to decrease movement while still retaining some measure of bump absorption; and Lockout for the most possible efficiency on smoother terrain. The rebound cartridge is unchanged although Magura has reshaped the knob for easier adjustments.

Inside the other leg sits a revamped air spring with an easily adjustable spring rate. Simply add snap-on spacers underneath the air cap to decrease air volume for a more progressive feel or remove them to get a more linear stroke.

One thing to note for US buyers: the new forks will actually be set at 140mm (Magura apparently felt that was a more appropriate figure for that market) but users will only have to move an internal spacer to extract the full travel.

Retail price is still being determined but given that it's essentially just a longer-travel version of the current 120mm-travel TS8, we anticipate it will be close to that fork's US$849 figure.

The new TS8 140 29" will come with Magura's own 15mm axle along with rubber lower leg protectors and an updated rebound knob shape for easier adjustments

Other fork updates

All of Magura's new forks will supposedly be more active than before on smaller bumps, too. Teflon-impregnated and precision-sized metallic bushings replace last year's plastic ones while a new silicone-based grease will replace the oil baths inthe air chamber and lower legs. The recommended service interval is 50 hours – about on par with other manufacturer's suggestions.

Magura will offer the bushing and grease upgrade as a "Performance Package" retrofit for older forks.

Starting in November, 27.5"/650b-compatible forks get an update as well with dedicated lower leg castings instead of ones borrowed from the old Thor range. Axle-to-crown length increases a few millimeters but claimed tire clearance will jump from 2.35" to 2.5". Lower legs with 9mm quick-release dropouts will use post mount tabs for 160mm and up while 15mm thru-axle models will fit rotors starting at 180mm.

Video: Frenchman rides rocket bike to 263km/h

Sam Dansie — Tue, 21 May 2013 12:30:00 GMT

François Gissy piloted a home-made rocket-powered bike to 263km/h on a disused air force runway on Sunday.

Gissy developed the bike with help from Swiss company Exotic Thermo Engineering who made the hydrogen peroxide powered propulsion unit. Speed was measured with a GPS unit on the hydrogen peroxide powered mountain bike, reported French news agency AFP.

In the understandably short video, Gissy holds on for dear life as the rocket powered bike – blasts past a car on the runway.

Please install Adobe Flash player to view this content

The unverified 263km/h (163mph) – other sources suggest lower speeds of 180km/h and 163km/h – would still shy of the 268km/h achieved by Fred Rompelberg, who was motor-paced to the absolute bike speed world record in 1995 on salt flats in Utah, America.

Marin Rift Zone XC8 29er review

Seb Rogers — Tue, 21 May 2013 07:00:00 GMT

There are four bikes in Marin’s Rift Zone range. They span a wide price range – from a relatively wallet-friendly £1,700/US$1,999.99 to a don’t-tell-the-other-half £3,500/US$5,099.99 – but share a few things in common: 29er wheels and 100mm (3.9in) of travel at each end are the obvious links, but they also boast exactly the same 6061 aluminium chassis.

The XC8 occupies the rung just below the top. With its blend of XT transmission and Fox shocks, is it the right blend of performance and value?

Ride & handling: Puts the fun back into big wheel territory

Despite the fact that it’s all but impossible to walk into a bike shop now without being greeted by rows of big-wheeled bikes, there’s still a fair bit of resistance to the idea from many riders. The good news is that bikes like the Rift Zone prove there’s no need to worry. Once you’re on board and riding you’ll forget the wheels are around 3in bigger in diameter than ‘normal’ ones.

Actually, scratch that. You won’t worry about it, but you’ll certainly notice it. In a good way. Because the Marin takes all the good bits of 29er wheels – smooth rolling, mostly – and leaves the bad bits – sluggardly handling, principally – behind.

Partly this is down to a wheelset that minimises the inherent rotating mass disadvantage that all big wheels have over the 26in alternative. The Rift Zone accelerates and climbs better than its near-13kg (29lb) weight might suggest, though it’s not in the same league as a race bike. But that’s okay, because it’s not trying to be a race bike.

It’s also absolutely sorted in terms of geometry, with a willingly plantable front end that’s as much fun to chuck around as most of the smaller wheeled, longer travel alternatives. It’s hard to overstate just how important an agile front end is to the overall feel of a big-wheeler. By getting this bit right, Marin have given the Rift Zone a big ol’ dose of fun.

The final link in the ‘big wheels good’ chain is Marin’s tweaked Quad Link system, which seems better suited to the 100mm of the Rift Zone than longer travelled bikes elsewhere in the Marin range.

Fox’s CTD does a good job of controlling the setup’s inherent small-bump plush, while the steep rising rate at the upper end of the travel is delivered so progressively it never feels like an issue.

Perhaps the biggest compliment we can give is that it helped us clear a rock-filled gulley that’s defeated us for years. Racers might want something lighter, but for us it’s a reminder that big wheels can do trail fun too.

Frame & equipment: On the heavy side but solid spec

Although Marin’s long-running, compact Quad Link suspension design has its fans, it took up an awful lot of space inside the bike’s main triangle – leaving nowhere to put a water bottle. More seriously for Marin’s designers, it didn’t work too well with bigger wheels.

So the new, reworked Quad Link puts everything in a, well, more ‘normal’ position. It all works in pretty much the same way as before, with a rear axle path that maximises small bump responsiveness, and a rising rate that ramps up sharply near the limit of the shock’s travel (although a bit less sharply than before). It just doesn’t look different from all the other full sussers out there any more. Depending on your perspective, that might be a good thing… Or not.

New for 2013, Marin’s adoption of a 142x12mm rear end adds a claimed 15 percent stiffness to the swingarm and, in the process, cures one of our niggles with the new design (that it was a tad flexy in the rough). Tucking the rear brake calliper away inside the stays is a neat touch, there’s space to run the cable for a remote dropper post under the top tube and Marin’s lifetime bearing warranty still holds.

Swallowing rocks whole and spitting them out in bite-size chunks is handled by a pair of Fox’s CTD shocks – a Float at the rear and a 32 in 29er trim up front. No complaints there, though we find that unless there’s a bar-mounted remote we tend to leave CTD shocks on ‘trail’ setting by default.

A 3x10 transmission might be old hat now, but we’ll take Shimano XT’s solid reliability and unerring smooth shifts over just about anything else on the market. Without spending silly money you simply can’t buy better.

Formula discs make a refreshing change from the Avid norm, while light Easton wheels shod with fast-rolling Continental rubber work well in all but very wet conditions. It’s all good stuff.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

AngryAsian: Tire makers - spell out exactly what you're selling

James Huang — Tue, 21 May 2013 04:12:00 GMT

Stated tire sizes can be notoriously random, with one company's "2.3-inch" or "23mm" sometimes differing significantly from identically badged tires from another brand – and possibly neither measuring true to size. Occasionally, there are even inconsistencies within a brand. I can't magically make every hot stamp adhere to reality but I do have a solution – state the rim width at which they measure the labeled size.

Predicting the width of tubulars is relatively simple. After all, they have almost perfectly circular cross-sections so if you know the circumference of the casing (in this case, its width before stitching), you can calculate the diameter – easy as π.

Clinchers are trickier. While the cross-section is still nominally circular when inflated, the tire itself only comprises part of the circumference. Plus, the internal bead-to-bead width can vary wildly from rim to rim with drastic effects. For example, a "700x23mm" road tire could measure 21mm on one rim but 25mm on another.

Hutchinson's old Intensive Road Tubeless tire was marked 28mm, but was actually much narrower

Unfortunately, rim widths are becoming more divergent, not less – and it's critical to note that we're talking internal width here, not external. For example, Mavic's latest Cosmic Carbone 40 C clinchers have an internal width of just 15mm while HED's new Ardennes Plus extrusion is nearly 20mm across – a full 33 percent wider. Likewise, Easton's supposed "all-mountain" Haven Carbon rims are 21mm wide while Syntace now has its 'MX' series of wheels with widths up to 33.5mm – nearly twice that of Mavic's current Crossmax SLR.

Tire makers therefore base stated measurements on the rim dimension they think a rider will use. It seems they have a 50/50 chance of getting it right — and a 50/50 chance of having a satisfied customer.

The fix is conceptually easy: just add another number to the label.

Adding a little more information wouldn't cost much, but it would add a lot

Bontrager and WTB once attempted to institute a more informative label ("XX/YY") several years with the "XX" designating the maximum tread width and the "YY" denoting the maximum casing width. In this way, buyers could theoretically get a better idea of how a tire might behave on the trail.

It was a good effort but one that ultimately didn't catch on.

Instead, I propose that the additional number should be the internal rim width on which the printed tire size is based, such as "700x23(19)" or "27.5x2.25(22)" and so on. This shouldn't be terribly onerous to do. After all, manufacturers should already be basing claimed tire widths on a certain rim width. And they are certainly already printing information on the side of the tires.

Riders would still have to incorporate a slight correction factor depending on their own rim width, which means they'd have to know what it is in the first place. But this would provide a more realistic guideline for how a tire will end up in the real world. In other words, win-win.

I spoke with Keith Bontrager about the tire labeling issue and he suggested that tire companies would also possibly have to readjust their sizing protocols to better reflect modern usage.

"The older version of the tire size protocol was IRC's thing," he said, referring to IRC Tire. "The tires were installed on very wide rims, inflated to 60psi, left that way for 24 hours, topped back up to 60psi and then the casing was measured. If it was a 2.1", it would be within a millimeter of that in that state. Casings stretch when they are new so the high initial pressure and time were useful. The tire was much closer to its final dimensional state afterwards. Recall that 10 years ago there were no high-end rims at that width, and no one rode with 60psi off-road. Tires that were 'on size' when measured were too small on a 17mm rim at 30psi."

Bontrager said printing the internal-rim width would be good, "if everyone wants to do it right. You'll need a pressure spec (one MTB and one road?) to make it real accurate. But it would be good to get all the suppliers on the same page."

The dDstandard tool is useful for calculating how wide a tire will be on your rim

In other words, there's hope. But companies would have to get together and agree to some sort of testing standard. While that certainly wouldn't be easy, everyone would benefit, including riders, product managers, dealers, and nearly everyone else in the bicycle industry.

In the meantime, you can use something like the dDstandard tool developed by the folks at DirectDimension.org and sold by Wheel Fanatyk to get a pretty accurate prediction of how wide a tire will be on your rim.

But what to do if a company decides to adopt that naming convention and still can't get it right? Well in that case, it'd be time to serve up a slice of humble π instead.

James Huang has been writing about bicycle tech since 2005 but also has more than 14 years of experience as a shop mechanic. In that time he's seen plenty of fantastic gear and technology but also a lot of things that have just flat-out pissed him off. You can follow the 'Angry Asian' on Twitter at @angryasian.

Scapin Morgan – first look

Josh Patterson — Mon, 20 May 2013 18:56:00 GMT

Scapin is set to introduce the Morgan, a carbon cross-country full suspension mountain bike designed around 650b (27.5in) wheels. BikeRadar take an exclusive closer look at the first Morgan to leave the shores of Italy.

According to Scapin, the Morgan has been in development for three years. It’s the Italian bicycle brand’s first full suspension model and features 100mm of rear suspension travel. The Morgan is able to accommodate 100-120mm suspension forks.

The carbon monocoque frame is constructed using T700 high modulus carbon fiber. Titanium fasteners are used for all the suspension hardware. The claimed weight for a medium frame is 3.9lb (1,770g).

The frame has internal cable routing for the front and rear derailleur cables, with an externally-routed brake line running along the underside of the downtube for ease of servicing. The company claims the ‘through the top tube’ shock placement makes it easier to adjust the shock while riding and shields it from dirt and other contaminants.

The shock is tucked into a split in the top tube

Other frame features include a 12x142mm thru-axle, BB92 bottom bracket, direct mount front derailleur, and post-mount disc brake tabs.

The complete bike shown here has a claimed weight of just under 22lb (10kg) and is priced at £6,399

The Morgan is available in small, medium and large sizes. All three frame sizes share 70.5-degree head tube angles, 73-degree seat tube angles and 17.3in (438mm) chainstays. Price range for the Morgan is £4,000 to £7,500. visit the Scapin UK website for more information or sales enquiries.

In North America Scapin is distributed by Stage Race. Pricing and availability for North American consumers is to be determined.

Man rides off waterfall, plus other best bits from BikeRadar videos

BikeRadar — Mon, 20 May 2013 15:36:00 GMT

The BikeRadar video team have been hard at it for two years, and today they’re celebrating the upload of their 500th YouTube vid with a collection of snippets from the annals.

Watch the video below if you want to have a snoop around the Cervélos in the Garmin-Sharp mechanics’ area, drool over some super-cool bike tech and see someone ride a mountain bike off a waterfall…

Please install Adobe Flash player to view this content

The gear testing, rider interviewing, trail blazing, product explaining videos – uploaded to the dedicated BikeRadar YouTube channel (almost) every day – have attracted more than 10m views and nearly 40,000 subscribers.

So to be kept up to date with the best bike product news, analysis and star interviews with the likes of Chris Hoy, Chris Boardman and athletes of the Tour de France, subscribe now.

BikeRadar Deals of the Week – Mountain Bikes

BikeRadar — Mon, 20 May 2013 15:00:00 GMT

BikeRadar's weekly round-up of great online deals from our recommended retailers could save you both time and money.

If you just want to get to the bargains, skip to the end of the article to see the deals listed as Quick Links.

Otherwise, read on for more details including pictures, BikeRadar reviews and your opinions wherever possible – so you can make sure you're fully in the picture before parting with your hard-earned cash.

1. Sunn Shamann S1 (2011) – Buy Now from Chain Reaction for £1,572 and save 45 percent

What the manufacturer says:

"The Shamann S1 is the full suspension bike of the XC lineup. The Shamann Alpha frame geometry has been designed to give an efficient balance of traction, acceleration and long distance comfort to make the perfect marathon bike. The RockShox Monarch RT3 shock absorber provides a highly progressive 100mm of rear travel. The front-end is comprised of RockShox SID RLT forks also with 100mm travel. SRAM 2x10 transmissions allow for a lighter and more efficient shifting system. Add to this SRAM X9 pedals, UN Premium 600-0 SL wheels and Hutchinson Python tyres for a bike that mixes performance with riding pleasure."

2. Saracen Zen 1 Bike (2010) – Buy Now from Winstanleys Bikes for £449.99 and save 47 percent

What the manufacturer says:

"The Zens are 100% UK specific aggressive trail screamers, ready to take on whatever you throw at them. The lightweight frame uses a triple butted 6061 alloy tubeset designed specifically for longer travel forks and the mud clearance on the rear of the frame is class-leading. Also featuring RockShox Tora 289 U-Turn forks with 85-130 mm travel, Shimano HG50 9-speed cassette, Quad Sting Pro hydraulic disc brakes and Continental Mountain King tyres, these long-travel hardcore trail bikes were designed to take UK trail riding to the next level."

3. GT Zaskar Carbon Expert (2011) – Buy Now from Wiggle for £ 1429.99 and save 35 percent

What the manufacturer says:

"Classy carbon hardtail that won't let you down. The Zaskar Carbon Expert is full of top class components that compliment the Foc-Ultra Carbon frame well. Proven RockShox Recon Solo Air forks are fitted to soak up punishing ground along with SRAM S1400 chainset ensuring a solid drive over varied terrain. Formula RX brakes with 160mm rotor both front and rear provide plenty of stopping power. Crankbros Cobalt 2 flat handlebars and seat stem as well as DT Swiss wheelset and Maxxis Aspen tyres round off a bike that can handle any terrain."

Quick Links:

Sunn Shamann S1 (2011) – Buy Now from Chain Reaction for £1,572 and save 45 percent
Saracen Zen 1 Bike (2010) – Buy Now from Winstanleys Bikes for £449.99 and save 47 percent
GT Zaskar Carbon Expert (2011) – Buy Now from Wiggle for £ 1429.99 and save 35 percent

Offers courtesy of: Wiggle, Chain Reaction Cycles and Winstanleys Bikes

Subscription offer:

What Mountain Bike – Buy Now from myfavouritemagazines.co.uk for as little as £41.99 (£3.23/issue) and save 23 percent

The essential magazine to consult before you spend your cash on any mountain biking equipment. Read more & subscribe.

Compression clothing could affect perceived recovery

Sam Dansie — Mon, 20 May 2013 13:09:00 GMT

New research published in the latest European Journal of Applied Physiology casts doubts on the physiological benefits of compression clothing – often used by cyclists to aid training – but has found an improvement in athletes’ perceived recovery.

Researchers in Australia tested eight highly trained field hockey players and measured blood lactate, inflammation levels and perceived recovery. The athletes were put through two match simulations, four weeks apart. After one simulation the players wore compression shorts, and after the other loose trousers, for 24 hours post exercise.

The researchers regularly blood tested the athletes for lactate and inflammation indictors, and noted that levels were “signifacantly elevated” after both matches. However, the compression shorts appeared to make little difference relative to the loose trousers.

Researchers also questioned the athletes on perceived recovery and noted a significant improvement, and reduced muscle soreness.

Compression clothing such as socks and shorts is a favourite of athletes because it's believed to aid recovery by boosting blood flow and flushing toxins out of hard-working muscles. Its physiological effectiveness has always been subject to debate.

Earlier this year, researchers from the Department of Sport Science at the University of Wuppertal, Germany, conducted a review of original academic research papers and found little improvement in athletic performance related to compression wear.

Daniel McConnell wins opening round of cross-country world cup

BikeRadar — Mon, 20 May 2013 11:43:00 GMT

Rank outsider Daniel McConnell (Trek Factory Racing) won the first men’s UCI cross-country world cup of 2013 yesterday, in Albstadt, Germany. He’s the first Australian rider to have done so since Cadel Evans, in 2000. The opening event also saw the women’s elite race won by a resurgent Eva Lechner (Colnago-Südtirol), and featured the eliminator, back for a second season.

McConnell took a dramatic and unexpected win in the flagship men’s cross-country event on a treacherously slippery course, picking his way past six riders on the final lap. Sergio Gutierrez (Wild Wolf Trek Pro Racing) and Olympic XC gold medallist Jaroslav Kulhavy (Specialized Racing XC) rounded off the podium, in second and third places respectively.

Australian champion McConnell, who only had one world cup top 20 on his palmarès before yesterday, said he was surprised by his triumph. “I did not expect this,” he admitted. “I came into this looking for a solid top 15, so it’s unbelievable.”

Full results and report - Cyclingnews

Elite women’s event

Eva Lechner took the ladies’ marquee event by the scruff of the neck and stayed close to the front all day. She won a tough, rain-soaked finale against Maja Wloszczowska (Giant Pro XC) and Katrin Leumann (Ghost Factory Racing).

It was Lechner’s first world cup win since 2010 after a difficult, injury plagued 2012. She said afterwards: “I'm so happy to be back up here after the last season. I can't describe it in words.”

Full results and report - Cyclingnews

Eliminator race

The eliminator returned to the calendar after its first outing last year. The men’s race was won by Austrian Daniel Federspiel (Ötztal Scott Racing) and the women’s by Alexandra Engen (Ghost Factory Racing). They became the first riders to win eliminator rainbow stripes.

A victorious Alexandra Engen

The spectator-friendly event starts with a time trial around a tight, obstacle-filled urban course. The top 32 riders progress to the knockouts. In each heat, a quartet of riders hit the 700m circuit, with the top two progressing up the rounds until just four riders are left to contest the final.

The next cross-country/eliminator world cup round takes place in Czechoslovakia this weekend.

For full coverage of the MTB world cup, visit Cyclingnews.com.


Elite men cross-country
1 Daniel McConnell (Aus) Trek Factory Racing	1:42:36
2 Sergio Mantecon Gutierrez (Spa) Wild Wolf Trek Pro Racing	0:00:02
3 Jaroslav Kulhavy (Cze) Specialized Racing Xc	0:00:13

Elite women cross-country
1 Eva Lechner (Ita) Team Colnago Sudtirol	1:33:52
2 Maja Wloszczowska (Pol) Giant Pro XC Team	0:00:08
3 Katrin Leumann (Swi) Ghost Factory Racing Team	0:00:16

Elite women eliminator
1 Alexandra Engen (Swe) Ghost Factory Racing Team
2 Kathrin Stirnemann (Swi) Sabine Spitz Haibike Pro Team
3 Nadine Rieder (Ger) Topeak Ergon Racing Team

Elite men eliminator
1 Daniel Federspiel (Aut) Ötztal Scott Racing Team
2 Thomas Litscher (Swi) Multivan Merida Biking Team
3 Miha Halzer (Slo)

U23 men cross-country
1 Markus Schulte-Luenzum (Ger) Focus XC Team	1:21:16
2 Jens Schuermans (Bel) Versluys Team	0:00:17
3 Michiel Van Der Heijden (Ned) Giant Pro XC Team	0:00:33

U23 women cross-country
1 Rebecca Henderson (Aus) Trek Factory Racing	1:05:56
2 Jenny Rissveds (Swe)	0:00:48
3 Yana Belomoyna (Ukr) Superior Brentjens Mountainbike Racing Team	0:01:02

Junior women cross-country
1 Greta Weithaler (Ita) Italy	0:52:43
2 Malene Degn (Den) Denmark	0:00:04
3 Kate Courtney (USA) United States Of America	0:00:34

Junior men cross-country
1 Raphael Gay (Fra) Creuse Oxygene	1:11:02
2 Philipp Bertsch (Ger) Germany
3 Neilo Perrin-Ganier (Fra) France	0:00:01

Pipedream Skookum 29er – just in

Seb Rogers — Mon, 20 May 2013 11:22:00 GMT

We've just got our hands on a titanium 29er from Pipedream Cycle – it's called the Skookum and is a singlespeed, belt drive hardtail retailing for £2,699, or £1,175 for the frame only.

Belt drives aren't new in terms of technology; they use the same principles and manufacturing techniques that car cam belts employ. But with chain-driven transmissions being the dominant force when it comes to two wheels, a belt drive makes for an interesting bike.

The titanium frame is intriguing because, for obvious reasons, you can’t split a belt to fit it round the chainstay. Therefore, you need to be able to separate the frame – temporarily – so the belt can be fitted. That's why the Skookum's chassis features a threaded coupling part-way up the driveside seatstay. A tool is supplied to loosen or tighten the coupling – once unscrewed, the frame can spring apart just enough to pop the belt in or out.

The driveside seatstay comes apart here

The Skookum is essentially the same as the well established, 26in-wheeled Pipedream Sirius hardtail, but with 29in wheels and a shorter fork travel – it’s designed to work with an 80-100mm fork, in this case a 100mm X-Fusion Slide 29 air unit. The wheels are Halo Vapours wrapped in the same brand's Choir Master tyres, stopped by Hope Tech Evo X2 brakes.

You can spec a variety of other options, including an eccentric bottom bracket and cable routing for a geared Shimano or Rohloff hub. It can be built with a standard chain transmission, too. Our test model's 44mm head tube, belt coupling and sliding dropouts pushed the bare frame price from £989 to £1,175.

Gusset parts make up the cockpit

Pipedream's belt drive of choice is the Gates Carbon Drive 22T singlespeed. Claimed weight for a typical Gates belt is under 100g, against more than 200g for a chain.

To stop the belt slipping off, Pipedream’s setup uses the CenterTrack system, with a single central raised ridge on the sprocket and chainring that mates with a slot running the length of the belt. Cranks are Truvativ X9s, with Gusset providing the bar, stem, and saddle. The dropper seatpost is by X-Fusion.

A full review of the Pipedream Skookum is coming up in issue 149 of What Mountain Bike, on sale 4 June. For more information on Pipedream bikes see www.pipedreamcycles.com.

B'Twin 7 XC bib shorts review

What Mountain Bike — Mon, 20 May 2013 11:00:00 GMT

B’Twin are the house brand of the Decathlon chain of sporting goods shops, and these bibs offer many features of more expensive shorts at a fraction of the price.

The mesh and Lycra-edged straps are a cooling highlight, although the seam between the back and front isn’t stitched flat and can rub. The multi-panel construction means the fit is very good, although again the lack of flatlock seams across the back can be felt under a pack from time to time and the sizing is very European – the medium size fitting tighter than most smalls.

The multi-thickness chamois with gel inserts does a sterling job of cutting out shocks from the saddle, though we found it bunched a bit at the nose and was noticeably sweatier than others.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

RaceFace 2x10 Turbine chainset review

Matt Legg-Bagg — Mon, 20 May 2013 09:00:00 GMT

RaceFace’s top line Turbine range is aimed at bridging the gap between trail and cross-country race, with a group of components that home in on low weight as much as strength.

The Turbine cranks have changed little for 2013. The arms are cold forged then machined to remove excess weight and create the stiff I-Beam profile. Weighing 820g with bottom bracket, they are slightly heavier than the cheaper Shimano XT equivalent but are stiff and well made. If you want a lighter setup, there’s a Turbine SL with a titanium axle, but they cost £120 more.

The cranks fit in the opposite way to Shimano with the chromoly axle connected to the non-drive arm, and a machined spline keeping it all tight. A single bolt on the driveside holds it all together. Available in 26/38 and 28/40 teeth, the anodised chainrings are tough and last well. There are double bashguard and triple ring options with a standard 104mm BCD.

An external bottom bracket is included and uses the same installation tools as Shimano. The bottom bracket’s bearings are housed in a titanium coated shell with improved seals, and come with spacers to perfect chainline.

RaceFace has press-fit and BB30 conversions too, and crank lengths between 170mm and 180mm. The shape of the arms lends itself to rub damage so a good wrap with heli tape is advised, but they’re stiff and smooth, with sharp shifting.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Orbea Occam H30 – just in

Mike Davis — Sun, 19 May 2013 09:00:00 GMT

The Orbea Occam H30 is a 120mm full-suspension trail bike weighing less than 13kg (28.7lb) for £2,069. It's the cheapest of four Occams, although the distinctions between them are blurred by Orbea's custom options, which allow you to tweak the spec to suit your taste.

At the back, the Occam has a concentric chainstay/seatstay pivot that's very similar to Trek's ABP system. The main swingarm pivot housing and bottom bracket shell are one forged piece, with the seat and down tubes welded to it.

Under the top tube is a Fox Float Evolution CTD shock. There's a forged linkage pivoting off the top tube but it doesn't affect the leverage ratio – it's just there to keep everything stiff and in line.

The chainset is a triple offering from Shimano's Deore line, while an SLX Shadow Plus clutch rear mech is a nice addition and should keep things more taut. Stopping duties are handled by Formula RX brakes, which come as OE equipment. The Occam rolls on a Mavic XM 119 Disc wheelset wrapped in Hutchinson's Cobra Air Light rubber.

The standard H30 has a quick-release on its Fox 32 FLOAT CTD fork, but you can specify a thru-axle when you order. However, the cheapest QR15 upgrade option will add £280 to the price. A 710mm RaceFace Ride bar is matched to a RaceFace stem, resulting in a fairly standard cockpit.

The finish of the Occam H30’s frame is sublime

It’s also worth noting that the 29er version of the Occam is only £30 more for essentially the same spec.

Look out for a full review of the Orbea Occam H30 in issue 149 of What Mountain Bike, on sale Tuesday 4 June. For more information on Orbea products see www.orbea.com.