The best budget mountain bike market can be a minefield. Choose the wrong one, and it'll rob you of a fun-filled future, but buy the right one, and it'll be the gateway to a lifetime of berm slapping and bike adventures. Luckily, entry-level MTBs no longer have to equate to trail-riding disappointment.

Our expert testers have many decades of experience riding affordable mountain bikes, which is how we picked the best budget options here. Something to bear in mind when looking at budget MTBs is that there will always be compromises. If a bike has a great drivetrain, it might have a lower-end suspension in order to keep the price down or vice versa.

Once you buy a bike, you might find that you want to upgrade some of the components. Tyres are consumables that eventually wear out, or you might want to swap your stock tyres to something that better suits your needs. Should either case happen, we've got guides to the best MTB trail tyres and best XC tyres, and we've also got a guide to the best MTB grips.

As everyone's idea of 'budget' can differ, we've chosen a range of affordable mountain bikes to allow riders to match their expectations to a specific price point.

Best budget mountain bikes

Best budget hardtail

Trek knows how to make a high-quality frame, and the Roscoe 7 Gen 4 comes with all the features and additions that you would want to find on a modern hardtail.

The top tube is low slung for plenty of standover height, there's a relaxed 65-degree head angle to aid confident descending, and Boost hub spacing on the fork and frame for increased stiffness and wheel upgrade potential later on. All the cabling is internally routed through the frame, and the bike also comes with a frame bag.

The specification is what you'd expect from the Wisconsin brand, including a decent quality, 150mm travel, air-suspension RockShox Recon Silver RL fork and Shimano CUES 1x10 drivetrain paired with TLR 30 rims and Gunnison Pro XR 2.4in tyres from in-house brand Bontrager. It also comes with a TranzX dropper post with 150mm drop on the size S, 170mm on M and ML, and 200mm on L and XL.

We've ridden various iterations of the Trek Roscoe. With its easy, confident handling and plenty of traction from the bigger tyres, it's a great option for beginner riders and dirt tourers looking for a little extra comfort, or trail riding predictability. The 150mm fork means the Roscoe is more capable up front than most of the other hardtails in this round-up, too.

Best full-suspension

Bet you weren't expecting to see a full-suspension bike in our list of the best budget mountain bikes, yet Marin has pulled it off.

Not only does the Rift Zone 1 have the on-trail benefits of full-suspension – adding confidence, grip, and control – it also manages to budget in a solid spec sheet that rivals some equally priced hardtails. There's also a choice of 27.5 and 29-inch wheeled versions.

There are a few compromises though, the X-Fusion rear shock is basic rather than brilliant, as are the Tektro hydraulic brakes. But overall, the Rift Zone is still a proper bargain and you can upgrade these components later if you wish.

As to be expected from an established brand like Marin, the geometry is sorted as well, with a 65.5-degree head angle, 77-degree seat angle, and decent reach numbers, which put you in a great position to shred the trail both up and down.

Best budget mountain bike for trail riding

Merida's latest Big Trail hardtail is an even more sorted trail steed than before. The previous model had really well dialled-in geometry and an excellent ride feel, but the new version has even more confident handling, guaranteeing good times on genuinely big trails. If you're looking for a budget hardtail that's got what it takes to go beyond blue-marked trails, this is the one for you.

While the 140mm RockShox Psylo fork, Shimano CUES groupset with hydraulic brakes, 2.5in wide tyre up front with a 2.4in rear, and a dropper post are all obvious highlights, there's some great 'hidden' detailing too.

Short seat tubes let you size up or down to get the reach you want for the kind of riding you do. There are twin bottle mounts and an accessory mount for trail essentials, but also a stealth kickstand and fender fixtures for weekday workhorse duties. What's not to love?

The Big Trail range consists of three models. While we've featured the mid-price, mid-spec Big Trail 500 here, all three bikes use the same excellent frame and bike setup, so the cheaper 300 model is well worth a look too. We've tested the slightly costlier model, so see our Merida Big Trail 600 review for a verdict on how the bike rides.

Best budget mountain bike for speed

If you're looking for a speed-hungry mountain bike at a decent price, the Specialized Rockhopper Expert is a good option.

A low overall weight (13.2kg, size large) provides an energetic and lively ride feel that encourages stamping on the pedals with enthusiasm. Paired with the smooth RockShox Judy air-sprung fork, low bottom bracket and fantastically well-modulated Shimano MT200 brakes, the Rockhopper oozes confidence on less technical trails. The amount of available fork travel increases with frame size, from 80mm on XS and S, up to 100mm for the L, XL and XXL. We're not really sure why Spesh gives smaller riders less suspension travel, but it's worth noting.

Something more significant is that, just like its previous, very similar iteration – the Specialised Rockhopper Elite reviewed by our tester, Jim Bland – this latest Rockhopper shares a potentially major drawback: a straight, non-tapered head tube. With all the best aftermarket suspension forks using tapered steerer tubes, there’s no room for upgrading the Rockhopper’s front-end performance with a better fork. While this could be a deal-breaker for some, if you're not planning any future fork upgrades, it won't matter at all.

As Jim said of the Rockhopper Elite, "If you think you’re a rider who will keep things stock and just ride, the Rockhopper’s trail prowess, excellent brakes and sorted gearing make it a great riding option that should provide years of fun."

Best budget mountain bike for all-round riding

The Marlin hardtail family are Trek's best-selling mountain bikes, which makes them some of the most popular in the world. It's easy to see why, with the Marlin 6's under 33lb weight, fast-rolling 29er wheels, and good looks all making it a standout performer.

Older Marlins had more upright geometry that was better suited to cross-country than trail riding, but the latest frames are longer and more relaxed. This increases stability and rider confidence, and is much more suited to tackling modern trails. Fast rolling tyres keep riding speeds up though, so this bike is definitely no slouch on flatter trails.

The Marlin's new trail-friendly nature is further enhanced with a TranzX dropper post, which allows you to lower your saddle so it doesn't hinder you when descending. The 100mm fork has far less travel than the Trek Roscoe or the Merida Big Trail though, so if you're looking to go beyond blue-marked trails, they are both better bets.

Trek has also taken the super smart decision to only use the most reliable equipment. This includes Shimano CUES gears, Shimano MT200 hydraulic brakes, and a RockShox Judy fork, which means you get to ride more and worry about maintenance less.

We're less impressed with the decision to use a straight head tube on the frame though. Like the Specialized Rockhopper, this severely restricts any potential fork upgrades you may wish to make in future, as better quality forks require a tapered head tube. However, Trek has a workaround in the form of its FSA Orbit headset. This has an external bottom cup that makes the Marlin's frame compatible with tapered steerer forks.

There are four different Marlins at various price points. We reckon the Marlin 6 is the best bang-for-buck catch. While the Marlin 7 is the top specced model, you're not getting a whole lot more for your money. The two models below the Marlin 6 both have downgraded forks and fewer gear choices.

Things to consider when buying a budget mountain bike

Between us, our test team has tested a huge number of mountain bikes of all price points over the years. That's helped us identify exactly what to look for when buying a budget mountain bike. If the bike you're interested in ticks all the boxes on our checklist below, it's likely to serve you well. If you want more details after reading this, check out our article on 5 must-have features on budget mountain bikes.

• Geometry: Modern frame geometry can deliver a confidence-inspiring ride without the need for state-of-the-art suspension. A key number is the head angle – look for numbers less than 67 degrees, anything over that is likely to feel twitchy and nervous in trail situations. Reach is also a key factor, as longer numbers here will also help to boost trail confidence, though going too long can feel uncomfortably stretched for the rider. Look for around 470mm for a large frame, 450mm for a medium frame and 430mm on a small.
• Brakes: MTB brakes have moved on from grabbing the wheel rim to using specially designed discs (like most motor vehicle brakes) also known as rotors. Disc brakes are much more effective and come in two varieties – hydraulic and cable-operated (aka mechanical). Hydraulic brakes give more reliable stopping as the calipers self-adjust as the pads wear down, but cable operated are decent too. Out of the two types, we'd opt for hydraulics every time though.

• Skinny head tubes: The short explanation here is to just avoid them. Beneath your frame's skinny and straight head tube is a fork with a straight steerer. Straight steerers are an outdated fork standard as most forks now have tapered steerers that are wider at the bottom, and narrower at the top. While straight steerer-equipped forks aren't necessarily worse than similarly specced tapered models, if you want to upgrade to a better fork later on, you're unlikely to find anything that fits your frame.
• Thru-axles: Rather than using a skinny QR skewer rod (that hasn't moved on since they were invented in 1926!) to attach your wheels to your bike, any mountain bike worth its salt these days uses bolt thru-axles. They are threaded tubes that are much stiffer and more secure than QR wheel skewers and will ideally be on the fork and rear dropouts. Look for 'Boost-width' (110mm wide at the front and 148mm at the back) as this is the most commonly used standard these days, so will give you more choice if you decide to upgrade your wheels later.

Best budget mountain bike FAQs

How we test the best budget mountain bikes

All the budget mountain bikes tested here have been ridden on a wide range of trails, from singletrack to technical woodsy riding, in a variety of weather conditions, from bone dry to properly sodden. We test bikes over a number of months so we can assess how they fare over time.

If you're in market for a new MTB, there are loads of budget mountain bike options to choose from. So how do you decide which ones are winners and which are losers? Not just now, but further down the line when you're hooked on trail time and want to upgrade parts or replace bits you've worn out.

Our ultra-experienced bike tester, Guy Kesteven, reveals the five must-have features you might not think about at first, but matter way more than component brands and the number of gears in the long run.

1. Good geometry

If the bike frame isn’t a good shape to start with, there’s nothing you can do to make it ride confidently, so you can have maximum fun. Unfortunately, some cheap mountain bikes just re-use old, outdated frames to save money.

The really important number is the head angle. This is the angle the forks sit in the frame and the smaller that number is the more stable the steering of the bike will feel. For general trail riding, you want a 67-degree head angle or less. Otherwise, the steering will feel really nervous.

A generous reach – the horizontal distance from the centre of cranks to the fork top – also helps stabilise the bike. My baseline numbers are 470mm for a large frame, 450mm for a medium frame and 430mm for a small frame. If you have to size up to get the reach you need, make sure you still have enough space under the saddle to fit a dropper post if you’re looking to upgrade to one in future.

Buyer beware...

To be clear here, we’re talking about the angles of the frame tubes – not the shape of the tubes themselves. They don’t really matter in the grand scheme of things, although be aware that big, square tubes will generally give a harder ride than skinny round ones.

2. Disc brakes

Thankfully it’s been a long time since I’ve tested a mountain bike with brakes that rub on the rims to eventually stop you. That’s because disc brakes give much more consistent braking in wet weather or on dirty trails and have become the industry standard. Ideally, you want brakes that use hydraulic fluid as they self-adjust for pad wear, but wire cable-operated disc brakes are still better than rim brakes.

If your budget doesn’t stretch that far then at least get a frame and forks that have the attachment points for disc brakes already built in.

Buyer beware...

Check with the shop what sort of replacement brake pads you’ll need for your brakes. Many budget brakes share standards with Shimano, but some are a special shape which can be hard to find.

3. Through-axles

‘Through-axles’ that slide through solid ends in the fork and frame are a lot more secure than old road bike style quick-release (QR) axles that sit in open slotted fork and frame tips. Ideally, you want them to be ‘Boost’ standard which means 110mm wide at the front and 148mm wide at the back too. This makes the frame and forks stiffer for more accurate control and makes it much easier to upgrade with better wheels in the future.

Buyer beware...

Even at $1,000, some of the most popular mountain bikes still have QR skewers with a skinny steel rod, not a thicker through-axle. Don’t be fooled by ‘standards’ like “Boost 141mm” either as they’re not a proper Boost fit and still use a QR skewer.

4. Tapered fork fit

Another future upgrade issue I still see hiding on some four figure price tag mountain bikes are skinny head tubes with skinny straight ‘steerer’ suspension forks. To be honest, the performance of these forks isn’t much worse than other similarly cheap models so you’re not losing out much at first. However, all better quality forks and frames use a ‘tapered' steerer with a larger bottom bearing as that design is lighter and stiffer, so you won’t be able to upgrade in the future.

Buyer beware...

Speaking of cheap forks, coil-sprung versions can feel great if you’re between 70-80kg in weight. However, if you’re lighter or heavier than that try and get a fork with an air spring that can be adjusted to your weight or how hard you ride.

5. Twenty niner wheels

The final item on my wish list for budget mountain bikes is probably the most controversial one. Unless you’re buying an XS frame I’d say always go for 29-inch wheels if you can. Partly that’s because they roll a bit smoother and easier than 27.5in wheels so your bike will make you feel like a slightly better, fitter rider. You’ll generally find 29in wheeled bikes will have more up-to-date geometry too.

However, yet again the main issue is upgrading in the future. That’s because decent quality 27.5in wheels and tires – particularly front ones – are getting increasingly hard to find as most bikes switch to 29in.

Buyer beware...

The big issue with saying that you should always buy a bike with 29in wheels is that some of the best budget mountain bikes available now still come with 27.5in wheels. Just to be really awkward, they often come with all the essential features listed above while some 29er bikes don’t. So in this case, feel free to ignore me about wheel size, just be sure to buy some spare tyres while you still can (and while they’re being sold off cheap).

The original Big Trail started as a collaboration between Merida and UK dealers wanting something more rad than the average trail hardtail, but it’s become a super popular mix of tech-taming capability and everyday practicality the world over. For this latest version, Merida has made the geometry even more aggressive to create a serious rad ride that’ll kick ass on proper enduro trails while still letting you mount a kickstand for work days.

Design

Before you freak out about the idea of utility mounts making it look like you’ve stolen a Dutch nan’s shopping bike to hit the trails on, rest assured that the kickstand, rack, and full fender fixtures are very cleverly hidden. The only ‘basic’ looking part is the big seat stay gusset that can mount the ‘whale tail’ rear fender. That’s only a thin plate though and when you look closely at the top quality welding, hollowed out rear dropouts and the flowing hydroformed tube shapes, Merida’s metal working mastery is clear to see.

The big head tube allows the use of ‘Wire Port’ internal brake and gear routing through the Acros headset to keep the main tubes clear and clean, and Merida has capitalised on that with relatively slim and shallow, organically shaped top and down tubes. The down tube is long enough to fit two bottle cages on every size (500 + 700ml on XS – M, 2 x 700ml on L – XL) with an accessory mount in the top tube ‘armpit’. That leaves the oversized seat post straight and clear to take a long travel dropper (200mm on the ‘Long’ size I rode) in a stiffness and reliability boosting 34.9mm diameter. There’s only room for a 2.4in rear tyre between the curving rear stays though, which is a shame as fatter rear rubber is a nice option on a hardtail that’s begging to be ridden properly hard.

You do get a top chain guide mounted on the ISCG bolts around the bottom bracket though, and a 55mm chain line keeps the links clearer of mud on dirty days. Chaotic trail calmness gets another real audio and emotional upgrade from the fully foam-sleeved cables inside the mainframe and a dual-compound clip-on chainstay guard that even has hollow nodules to further deaden chain noise. While we’re on the subject of detailing, the seat tube clamp is a really neat, crisp, twin-band piece that elevates the overall aesthetic more than a basic forged option. Finally, the far end of the stays uses a distinctive angular ‘elbow’ above the dropouts to give clearance to fit the four-pot Shimano brakes on the chainstays rather than seat stays, where they could potentially reduce compliance. Do I even have to say it’s UDH too, or is that just expected on new bikes now?

Geometry

If you’ve been watching what Merida has done with the ‘Agilometer’ geometry on its One-Sixty, One-Forty and One-Twenty full-suspension bikes, then the angles and lengths of the new Big Trail will be less of a surprise. 64-degree head tube, 70mm BB drop and 480mm reach (on a size Long) are still proper rad for a mass-production hardtail rather than a niche cult bike. Merida has been slightly more conservative with their 76.5-degree seat angle compared to its crazy steep full-sus bikes, but it’s still very much a front and centred riding position. If you don’t want a super long stretch, then relatively short seat tubes mean you can size down without running into saddle height issues either, hence the use of Extra Short / Extra Long, etc. naming rather than Extra Small / Extra Large, etc.

Components and build

Merida has matched the more radical angles with a more control-focused build on the Big Trail too. That headlines with the Shimano XT brakes with a 200mm front rotor connecting to the trail through a 2.5in wide, triple MaxTerra compound Maxxis DHF tyre. A basic RockShox Pike fork separates them with 140mm of travel and Shimano hubs on the 30mm internal Merida rims create a sturdy wheelset. Hassle your Merida dealer to fit the tape, valves and sealant needed to turn them tubeless before you leave the shop though as they aren’t supplied. An EXO+ carcass on the rear Dissector tyre means you might not need an insert unless you’re really getting rowdy in the rocks. Deore gears deliver their usual remarkably smooth and accurate shifting reminder that you don’t need anything fancier. The low cost of replacement reduces the concerns about close passing trailside boulders too. While my test bike came with 170mm cranks, production bikes will have 165mm arms on all sizes but XL, which means more ground clearance to compensate for the super low bottom bracket.

The rest of the bike is Merida own brand, which is totally fine. I particularly appreciated the higher rise bars which help lifts the far away front end. The ‘Ergon–ish’ grips are comfy and the short coffin-shaped stem gets matching coffin-shaped spacers underneath. Merida has used a fixed-length dropper post rather than an adjustable one to save a bit of cash, and the lumpy lever mount isn’t the prettiest thing, but the lever action is actually really smooth. The Merida saddle is comfy enough and it comes with a mini-tool mounted underneath. The rear axle has a 4mm and 6mm hex head built into it too.

Ride, handling and performance

While all the detailing and smart spec is important to the overall package, what should dominate a lot of riders' decision to put the Big Trail on your short list is the ride vibe. That’s because the Big Trail isn’t just an exercise in extreme handling arithmetic, it’s clearly a bike that’s been ride tested into a really righteous balance for as much radness as you can handle. It only took about five minutes into the first ride for the super slack front end to save me. Turning a full facial slam into a self-steering emergency press-up save, when the back end went sideways on a wet root as I abseiled a janky drop. With that precedent set, the rest of the first ride was all about pushing harder and harder and realising just how much the Big Trail could handle. Actually, ‘handle’ sounds a bit half-hearted, the naturally centralised, feet-on-the-floor feel insists you attack all the sketchy stuff as fast as possible. It totally dominated snaking chutes that I’d been really concerned about rolling into beforehand and it’ll rail a turn like someone has you on a lunge rein.

It’s not just the geo either. Those slim, pressure-moulded main tubes set up an excellent blend of traction-boosting compliance without worrying twang or wander that could teach many steel bikes a lesson. There’s enough spring and life to really flatter the grip, comfort and smoothness of the base-level fork too, so I never worried about fully committing the front end into the most random rut, root and rock off-piste. As mentioned previously, the higher riser bars help lift the nose off drops or manualing through ditches. The seat angle means there’s enough weight over the front to keep the tyre steering and straight on steep scrambles too. It’s a good job the production bikes will have shorter cranks though, as I had to do a lot of half-cranking to stop tapping out on ruts and stepped sections. While it's relatively light for a trail hardtail, the build kit and grippy tyres mean it's no XC race bike if you're really into long rides and hefty climbs.

Inevitably, the rear end also makes things a game of two halves in terms of the amount of abuse coming from the back wheel. That massive seat tube definitely means sitting and pedalling through rough sections can be a jolting, momentum-spilling experience. Hover your butt off the saddle though and there was enough give in the stays to not find every old fracture in my ankles even on long, rough descents. Backing off ten percent on jagged and ragged technical climbs rather than charging bluntly at everything felt like it gave a thirty percent payback in terms of flow and grip too.

I can’t underestimate how calming the quietness of foam-wrapped cables, pneumatic chain protector, hushed Shimano rear hub, and even the genius spec of rattle-free non-finned pads in the XT brakes is when things might otherwise feel frantic either. It’s literally like wearing a full-face helmet in terms of reducing the acoustic anarchy that automatically spikes anxiety as soon as things start kicking off. Another sure sign that this is a bike that’s been created and crafted by real riders who understand what a big deal small things can be, not just desk jockeys looking over the shoulders of other brands.

Verdict

If you want to go on a forum to complain, then yeah, I’d rather the Big Trail had normal cable routing and space for a bigger rear tyre to reduce the game of two halves impact response. The riotously enjoyable, yet fail-forgiving ride of the radical geometry and compliant yet controlled front end outweighs those niggles by many multiples on genuinely big trails though. Both frame and parts pick are loaded with solid choices and smart details that really elevate the complete package too.

The death of Vitus and Ragley has dramatically reduced the options for affordable but properly radical hardtails, which makes the reshaped Merida even more welcome. You get the same frame on the £2,000 / €2,350 600 version here, the £1,500 / €1,175 Big Trail 500 (with a RockShox Psylo fork), and £1,100 / €1,300 300 version (Suntour XCR34 fork). Whatever model you buy, the fact that it’s a full-feature daily driver for commuting or utility use potentially makes it even better value

Test conditions

Surface: Natural off piste loam, roots and loose rock and a bit of kitty litter red run track

Trails: Natural Enduro DH and singletrack play runs and red and black grade trail center silliness

Tech spec: Merida Big Trail 600

Discipline: Trail

Price: £2,000 / €2,350 / not available in US

Head angle: 64 degrees

Frame material: Hydroformed aluminum alloy

Fork: RockShox Pike, 140mm travel

Size: X Short, Short, Medium, Long, X Long

Weight: 14.48kg (Long tested)

Wheel size: 29in

Chainset: Shimano Deore , 32T, 170mm arms with Hollowtech II bottom bracket.

Rear mech: Shimano Deore

Shifter: Shimano Deore

Cassette: Shimano Deore 12-speed 11-51T

Brakes: Shimano Deore XT hydraulic disc brakes with 200/180mm rotors

Tires: Maxxis DHF 3C MaxTerra 29x2.5in front and Maxxis Dissector 3C MaxTerra 29x2.4in rear tires

Wheels: Merida 30mm tubeless rims on Shimano hubs

Bars: Merida high rise alloy 780mm width

Stem: Merida alloy

Grips: Merida Ergo lock-on

Seatpost: Merida EXP TR 200mm dropper

Saddle: Merida TR

The Rockhopper has been part of Specialized’s lineup since 1985, and ever since its release it’s been one of the most sorted options for new riders getting into mountain biking.

The latest version we have here sports an impressively low weight and a smooth engaging ride, but with several design features severely limiting upgrade potential, it’s hard to recommend to riders who are wanting to enhance the performance of their ride as time goes on.

Does the Rockhopper have what it takes to be one of the best budget mountain bikes? Keep scrolling as we hit the trails to find out.

This review was originally published in October 2022. The Rockhopper Elite 29 is no longer available, but the nearest equivalent model is the Specialized Rockhopper Expert.

Design and geometry

At the heart of the Rockhopper Elite lies an A1 butted aluminium frameset that utilises a low-slung top tube, a chunky ovalized downtube and sleek stays that give a really premium look and feel. With a suitably low 305mm bottom bracket that positions you 62mm below the axles, and a 68.5 degree head angle paired with a 445mm reach (size Large), the Rockhopper projects well on the trail.

While short chainstays are all the rage, Specialized has opted to run a 440mm back centre here, which places the Rockhopper’s rear end at the longer end of the spectrum – I presume this move was made to better suit the Rockhopper’s XC intention, along with providing a balanced ride feel throughout the wide S to XXL size range.

Specialized has gone to great detail to ensure the Rockhopper’s aesthetic is as good as it can be, and by hiding rack mounts inside the stays and featuring a sleek chainstay bridge that doubles as a kickstand mounting point, the overall frame is pleasing to the eye. I'm a huge fan of the army green colourway too, but for those who aren’t, Specialized also offers the Rockhopper Elite in an additional two colourways.

Internal cable routing provides a neat and quiet ride, and there’s space for a fully internally routed dropper should you want to upgrade in the future. But while the cable routing is slick, the quality of the inside of the seat tube itself was sub-par, and due to a lack of reaming, my seat post was scratched up right from the off.

While lots of small details have been stressed, it's strange that several larger, fundamental parts of the design have been missed – the most obvious one being the straight non-tapered head tube. With pretty much all of the best aftermarket forks in 2022 only being available with a tapered 1-18/1.5in steerer option, it seems odd for Specialized to make such an oversight, which really limits the Rockhopper’s future upgrade potential. While I do understand that bikes in this price bracket have been hit the hardest following the global pandemic, I can’t help but feel this decision is limiting the Rockhopper’s general sustainability beyond 2023.

I tested the 29er version, but Specialized also offers the Rockhopper Elite with 27.5in wheels. While smaller wheels this would add an aspect of playfulness to the Rockhopper’s ride, I do think the bike's nature and focus is best suited to bigger 29in hoops.

Components

A straight head tube requires a straight steerer, but thankfully Specialized has selected the excellent RockShox Judy Solo Air fork to provide comfort and grip up front. Having an air-sprung damper means the fork can be adjusted specifically to any rider's weight, which in turn should offer an increase in composure over a more basic coil-sprung fork, similar to the sub-par option that’s fitted to the Trek Roscoe we tested alongside the Rockhopper. While the Judy itself is a component highlight, it’s strange to see that different frame sizes get different amounts of fork travel – the small gets 80mm, the medium gets 90mm, while large and bigger get 100mm; this is a specification choice that is going to give smaller riders a compromised performance on the trail.

Unfortunately, the same goes for stem lengths too, as larger frame sizes get longer stems, another specification choice that is going to offer different characteristics between the various frame sizes – in reality it just means the taller you are, the worse your handling characteristics are. Thankfully, the stem is an easy switch and the stock 740mm bar is a solid and comfortable shape, if a little narrow by current standards.

It’s not all negative in the component department, though and the 11-speed Shimano Deore provides smooth and reliable shifting throughout the enormous 11-51t cassette. The Deore derailleur also features a clutch which helps to keep chain slap to a minimum. But the best component on the whole bike is by far the brakes, and Shimano’s MT200 hydraulic disc units provide best-in-class power, feel and reliability.

Keeping the Rockhopper rolling is a set of 25mm internal rims laced to smooth rolling Formula hubs. Both the front and rear use a traditional quick-release axle system. Specialized’s own Fast Trak tyres roll fast but they’re undersized by modern standards and the relatively firm T5 rubber compound prioritises rolling resistance over grip.

Ride, handling and performance

Thanks to the generous bottom bracket drop, the Rockhopper feels natural and confident on the trail, and when riding back-to back with the more cramped and dated feeling Trek Roscoe 6, the Rockhopper’s low and stable riding position gave me the confidence to push harder almost everywhere. To complement this ‘in the bike’ feel I would like to see the head angle slackened a degree or two though, and while it would dilute the addictively snappy nature slightly, I do think it would unleash the Rockhopper’s full descending potential and maximise fun.

The Rockhopper provides procession and smoothness on the trail, and massively contributing to this smoothness is the Rockshox Judy fork. An air-sprung fork means rider-specific tune-ability to an individual’s weight, and the performance enhancement it gave over roots, through slick off-camber sections and over fast repeated hits just echoed how it’s a vital component for bikes around the $1,000/£1,000 price point. The fact that it’s a straight steerer matched with a non-tapered head tube is a real sour grape though, as it leaves next to no upgrade potential in the fork department should you be looking for even greater performance down the line.

The low 13.2kg weight means the Rockhopper feels eager to surge up and along the trail – something that encouraged me to get out the saddle and sprint through the next section of track with enthusiasm. Along with the fact that the huge range cassette provides a suitable gear for any gradient, I think the Rockhopper would be a stellar option for riders who favour climbing and long-ride efficiency. The biggest thing that limits riding fluidity is the lack of a dropper post, and it’s something I’d like to see on a hardtail at this price.

The best-in-class brakes from Shimano provide the feel and power to slow speeds in a controlled manner with just one finger on the lever. But the biggest cause of compromised traction are Specialized’s own FastTrak tires, and while they do roll fast the hard rubber compound and narrow width proved to be sketchy as soon as I remotely begin to push on the trail. As a result, swapping to a bigger volume gripper front tire would be the first alteration I’d make to the Rockhopper Elite.

Verdict

Summarising the Rockhopper is tricky as its composed shape, great feel and low weight provide some highly desired traits on the trail. However, while I understand bikes in this price bracket have been the main victims of the recent global pandemic, it’s hard to recommend a bike to someone that is heavily compromised in component longevity and upgradability. That being said, if you think you’re a rider who will keep things stock and just ride, the Rockhopper’s trail prowess, excellent brakes and sorted gearing make it a great riding option that should provide years of fun.

Tech specs: Specialized Rockhopper Elite 29

• Model name: Rockhopper Elite 29
• Discipline: Entry-level trail
• Head angle: 68.5 degrees
• Frame material: Alloy
• Sizes: S to XXL
• Weight: 13.2kg (large tested)
• Wheel size: 29x2.3in
• Suspension (front): 100mm travel, 46mm offset
• Groupset: Shimano Deore 1x11-speed
• Crank: Stout 30T alloy
• Brakes: Shimano MT200 with 180/160mm rotors
• Tires: Specialized Fast Trak T5 29x2.35in tires on 25mm rims
• Bars: Stout Mini Rise 740mm
• Seat post: Unbranded 31.6mm

Tom Pidcock continued to rule supreme in the Nové Mesto Men's Elite XC event of the UCI Mountain Bike World Series, collecting his fifth top title in the race in as many starts.

Meanwhile in the women's equivalent event, Austrian star Laura Stigger - a road racer for a year with SD Worx-Protime in 2025 - claimed victory by nearly a minute, her first in MTB for 2026.

The battle for the podium in the technical woodlands circuit in the Czech Republic was much more intense, with Sina Frei, Jenny Rissveds and Nicole Koller fighting for two spots. Finally Koller fell off the pace, with Rissveds outsprinting Frei for the silver, 47 seconds down on Stigger, while Koller crossed the line in fourth, 56 seconds down.

Meanwhile in the men's race, Pidcock opened up a good gap early on, only for France's Luca Martin, the winner at Les Gets last year, to fight back. Eventually, Pidcock crossed the line for yet another win, but only by 18 seconds. Third was Switzerland's Filippo Colombo, 1:18 down.

"I didn't make it easy for myself, the level rises each year and i can't rest on my laurels," Pidcock, second the previous day behind France's Mathis Azzaro in the XCC event, said in a statement reported by Sporza.

“I had a really good start and I was probably a bit too keen in the first laps” he added in a press release from Pinarello-Q36.5, adding he'd used his strength on the climbs to make the difference.

"When Luca went in front, I knew that was a point where everyone was kind of showing themselves a little bit and I thought, I will test the water and see what happens. But it's a long way. Luca was pushing me all the way. He kept coming close and I had to kick again a few times.

“My fitness is good, but when I haven't done many races, I need to be a bit more cautious than perhaps in another part of the season” he continued.

“I think it shows everyone is pushing, everyone is getting better and stronger. The level of the sport keeps getting higher and higher. It keeps me on my toes because I can't rest on my laurels. These guys are working just as hard.”

Editor's Note:

At the time of publishing, the 2026 Highland Trail 550 is in full swing. It started on Saturday morning, so competitors are currently on their third day of riding. Graham has stopped for just six hours and 25 minutes since then.

He currently sits in 2nd place, and is closing in on Checkpoint Six at Fisherfield, having covered 560km, most of which on rough mountain bike - and hike-a-bike - terrain.

You can follow along with Graham's progress here.

Below is a bike check and recap of Graham's 2025 attempt. His setup remains largely unchanged for this year.

Aptly, the story begins in Fisherfield.

It’s been raining more on than off for the last 60 hours, but in this remote valley, sandwiched between towering mountains, it’s really coming down hard now. I squint at my GPS, I’m still on track, although there isn’t even the suggestion of a path or trail through the bog in front of me. I trudge on, knowing I have at least another couple of hours of pushing across waterlogged ground and over a mountain pass before I will be able to start riding again. This is Fisherfield, and it’s considered the crux of the Highland Trail 550, a bikepacking race that has earned a reputation for being extremely attritional and unforgiving.

Although Fisherfield is one of the most challenging parts of the route, it isn’t the only section that will derail a rider's race. The HT550 route snakes its way through the Highlands of Scotland. Starting in Tyndrom, it heads north before looping west, then south, and back to the start point. From the singletrack of the Bealach Horn to the rock slabs of Torridon, many sections demand sharp MTB skills and are connected by long, remote gravel sections where resupply options are few and far between. Combine that with weather conditions that can transition from glorious to diabolical in the blink of an eye.

So many uncontrollable factors mean there is no perfect bike for this race, so every bike lining up at the start is a reflection of a rider's strengths and weaknesses. With even the smallest detail having the potential to have massive effects during the race, I put a lot of thought into building the bike that I would race on the Highland Trail 550.

Hardtail vs full-suspension frame and some hard-wearing bearings

The first big decision was whether to choose a hardtail or a full-suspension bike. Although I think full-suspension has the potential to be faster due to the extra grip and comfort it affords, hardtails are still the dominating force on this route. With a background in mountain biking, I was confident I would have sufficient skills to pilot a hardtail down the most challenging technical terrain on the route. While I would sacrifice some comfort choosing a hardtail, it's offset by having more frame space for storage, so I wanted to find a frame with a high top tube that would help me make the most of it.

There aren’t many dedicated bikepacking framesets that also have a bit of XC performance baked in. When I saw the Gloria* All Terrain, it immediately caught my eye. Geometry is modern enough to be confident on singletrack without feeling like a handful on faster, flatter terrain. The high top tube opens up loads of real estate for a big frame bag, plus there is plenty of clearance for 2.4in tyres. Most comparable framesets are made from steel, but All Terrain is built from Grade 9 3Al-2.5V titanium butted tubing, saving some weight and easing the worries of abrasion damage that comes with strapping bags to a bike.

I run Enduro Bearings on my mountain bike and have been very impressed with the durability, requiring zero maintenance over the last three years. As this bike was likely to face a lot of riding in some inhospitable conditions and its fair share of river submersions, I specced an Enduro Bearing headset and bottom bracket to ensure that the handlebars and cranks would continue to spin smoothly.

Suspension and dropper post

Before I even started delving into the finer details of this build, I already knew exactly what suspension I wanted to run. Having already used Fox’s 32 Step Cast fork on several test bikes and on every ride, it has consistently impressed me with its performance. The silky smooth and immediately reactive action means it hoovers up trail vibrations on the long sections of gravel and double track that less sensitive forks might otherwise ignore. It's also claimed to be the lightest 100mm XC fork on the market, yet the chassis remains remarkably taut and precise when ploughing into technical terrain.

I tuned the suspension up a little differently from how I would for a normal cross-country ride. I set the fork up with a little less air pressure than Fox recommends for my weight. With long sections of gravel and rough double track, I wanted to enhance the small- to mid-bump plushness to stave off hand discomfort for as long as possible. The fork has a three-position handlebar adjustment too, so if I wanted to lock the fork out when climbing or needed a little more support when descending, it was available to me at a flick of the thumb.

To match the fork, it only made sense to also run a Fox dropper. To carry on the lightweight theme, I chose the Transfer SL with 125mm of travel. Ideally, I would have wanted more drop, but the minimum insertion depth of the frame stopped me from using the Transfer SL in its longest 150mm length. It’s worth noting that the Transfer SL has its limitations for bikepacking. It's one of the lightest dropper posts around with its mechanical internals, but the two-position design means the dropper can only be ridden either fully extended or fully down. That means it’s not compatible with a seatpack that mounts to the seatpost, which is essentially all of them. I'm not a big fan of seatpacks when riding off-road, though, so this wouldn't be an issue for me.

Fox recently released a dual lockout and dropper lever, although it was out of stock when I built my bike. Luckily, the separate lockout and dropper lever both play well with each other. I ran the lockout lever a little further inboard so that it cleared the dropper lever, and after a few hours of riding, the lever positions were second nature.

Keeping it mechanical

While I could have got my hands on one of the new Shimano MTB Di2 groupsets, I wanted to go full mechanical for peace of mind. I have never had an issue with electronic shifting and ridden several electronic groupsets in some really terrible conditions, but there is enough to think about in an ultra race without having to worry about more electronics and more batteries. Shimano’s XTR M9100 mechanical groupset is arguably the pinnacle of cable-actuated gear shifting, delivering smooth and crisp shifting throughout the ride.

Although Shimano’s own XTR crankset would have performed admirably, I instead had the opportunity to get my hands on something a little more special. I couldn’t say no to this Sturdy Cycles' 3D-printed titanium crankset that was looking for a good home.

These cranks are made to order and constructed from 6/4 titanium, plus the shot-blasted Titanium finish pairs beautifully with the titanium Gloria frame. Featuring a custom-machined titanium spindle to save more weight, they weigh in at 368g, saving around 100g compared to the Shimano XTR crankset.

Sturdy uses an 8-bolt SRAM direct mount system and has its own matching Titanium chainrings. Due to the last-minute addition of the cranks to the build, I sourced a Works Components 30T oval chainring.

To match the drivetrain, I went for Shimano XTR 2-pot callipers paired with a 180 front and 160mm rear XTR Ice-Tech rotors. The brakes are one of the few parts, in retrospect, I would consider changing. There were a couple of descents where I yearned for the extra power and modulation that would have been on offer had I specced a 4-pot XTR calliper up front. Otherwise, they were flawless throughout the ride. Even in the super-wet and gritty conditions, I managed to get around the full route without needing to change the stock sintered brakepads.

Wheels, tyres and whether to insert or not to insert

It's been a long time since I rode a MTB with an inner rim diameter narrower than 30mm, as this has become almost standard across all MTB disciplines. I opted to downsize my inner rim diameter because, although a narrower rim would reduce the tyre footprint and sacrifice a little traction, it should give the 2.4in wide Pirelli Scorpion RC tyres a slightly taller shape. I hoped this would give them the best chance of avoiding pinch punctures on the rocky terrain and square-edged drainage bars which litter the trails waiting to catch out tired riders.

I could have chosen to run an insert, and several HT550 veterans recommended I should. However, I felt that the added rolling resistance, weight and potential faff if I did puncture wasn’t worth it.

Black Inc’s Twenty Seven carbon wheelset fit the bill with a 27mm inner rim diameter, bladed spokes and ceramic bearings to ensure I was rolling along with maximum efficiency. I knew I would be strong on the descents, and despite not holding back, the Twenty Sevens were still running straight and true when I rolled into the finish. Not only that, but I didn't suffer a single puncture over the 900 km of racing, even with plenty of tired and clumsy line choices.

Finishing kit

The SQ Labs 311 FL-X Carbon 16 is pretty radical compared to the majority of mountain bike handlebars, but the 16-degree sweep is a shape that I have really enjoyed riding. I find the hand position very comfortable without limiting control, and there is a noticeable level of vibration-smoothing compliance too. The 311 FL-X is SQ Labs' cross-country specific handlebar, and I specced the low-rise 15mm bar, leaving it uncut at 740mm.

I wasn’t intending on running the Fizik Tempo Argo R3 saddle; it was the saddle that was close to hand when I was building the bike. I have previously done some big days on it, so after some test riding, I decided to use it for the race.

Bikepacking bags

Having the best bikepacking bags is almost as important as the bike spec. Being able to securely carry everything you need, especially when riding in the mountains, is vital. Rather than go into a full breakdown of everything I packed, here are the key items.

At the centre of the setup is a Straightcut Design framebag, which was custom-made for a previous bikepacking bike but conveniently fitted the Gloria too. It is a direct mount bag, so it needed a little bit of customisation to mount it to the bottle cage bolts of the new bike. In the bottom compartment of the frame bag, I stored all my tools and spares to keep the heaviest items low down. I used the top compartment to store my bivy bag and some food.

Tailfin kindly supplied the top tube bags and handlebar bag. The bolt-on handlebar mounting system clamps to the handlebar to provide a very secure platform. I chose the small flat-bar version, it has a 14.9L capacity, which was more than enough to swallow up my sleeping bag, mat, puffer jacket, spare bibsorts and some other bits and bobs. I really liked the four mesh front pockets too, which provided convenient storage for easy-to-reach snacks. The Bar Bag System also solved my light mounting conundrum, as I could use the built-in GoPro mount to attach my Exposure Maxx D light in the optimum position. This main light was supplemented with a helmet-mounted Exposure Zenith, which I used for technical trails at night.

I used two top tube bags with the front one storing my battery pack, enabling me to charge items on the go, and I kept toiletries in the rear bag.

With the frame bag, I was able to run a bottle mounted to the frame, which I used for carb mix, and I supplemented this with a hydration vest. I chose the Restrap Race Hydration Vest as it has a good amount of internal storage, a low profile and a good range of pockets built into the straps. This was also where I kept my waterproof jacket and trousers on the rare occasion I wasn’t wearing them.

The perfect setup

In the run-up to the HT550, Scotland saw a long spell of dry, warm weather, and I had originally intended a far more lightweight setup. It’s said that you pack your fears, and while I don’t regret everything I brought, the stormy weather report had me worried. Lack of experience with the course also encouraged me to stay on the safe side, as I didn’t want to find myself caught out in the mountains and having to scratch from the race due to poor kit choices. Had the weather forecast not been so grim, I may have been a bit braver.

With a few changes to my sleep system, I could have safely gone lighter without sacrificing comfort. Trimming down my sleep setup would have not only saved weight but also made the bike more balanced, as I could have reduced the size of my handlebar bag. This streamlined bag layout would have been considerably more aero, saving energy on some of the road and block headwind sections.

I finished in 4 days and 13 minutes. Could this have been enough to slip under my four-day goal? Quite likely, but my primary aim was to finish confidently rather than purely chasing the clock.

Today has been one of those days where the news, at least from a bicycle tech standpoint, has been decidedly silly.

Hot on the heels of Assos releasing a winter jersey with a sunglasses holder on the upper arm (no, really), news has come across our desk of British brand Pashley launching (in its own words), a ‘grountain bike’, in the form of its new Wildfinder; a steel, suspension-corrected-frame with 2.4in tyre clearance, and mounting points galore.

There have been several attempts to smash the ‘gr’ from gravel into some ugly portmanteau in the past, with ‘groad’ being the only one that has, to a thankfully lesser degree, stuck. The bicycle industry has sensibly decided to either use ‘gravel’ or ‘all-road’ to describe variations of gravel bike from the road end of the spectrum, all the way through to the gnarly, lumpy bumpy extreme varieties.

Now however, primarily as a result of the likes of Dylan Johnson et. al. fitting drop bars to mountain bikes for the likes of Leadville 100, we are seeing more of these drop bar mountain bikes (no, not ‘grountain bikes’, how many times must I go over this). Lee Cougan has one, as does Ridley, and I’m sure there are plenty more out there, either officially or unofficially.

If it looks like a mountain bike but has drop bars, it’s a drop bar mountain bike. Hell, I’d even be happy to just say it’s a mountain bike and drop the ‘drop bar’ bit. If it was good enough for John Tomac it’s good enough for us.

If I use my cyclocross bike for gravel that doesn’t make it a gryclocross bike, and likewise if I take a gravelly diversion on my commute home my cargo bike doesn’t become a grargo bike (though I will accept gnargo bike, as it’s more audibly appealing).

We can’t just smash the start of gravel onto any bike we choose just because gravel is where the money is right now. While I do lament this ugly nomenclature, I do think we need to start adopting the ATB (all-terrain bike) label to more bikes. It’s far more elegant, and works for basically anything that isn’t a gravel race bike all the way to those machines, like this ‘grountain bike’ that are clearly just mountain bikes retrofitted with drop bars.

Canyon has launched an Amazon store, selling a range of its bikes direct to customers in the USA via the online behemoth.

At present, the options in the Canyon Amazon store are limited to a subset of its trail mountain bikes, electric bikes and urban bikes. 

It's an opportunity, however, for the brand to spread its reach to a broader range of US riders. IT also presents a quality and well-renowned set of alternatives to the array of unknown-brand-name bikes that are generally available on Amazon. 

The sole drop bar representative in the Canyon Amazon store is the Grail:ON CF 7 AXS electric gravel bike, based on the first generation Grail with its double-decker 'Hoverfly' handlebars. 

It's available in Medium and Large, is equipped with a SRAM Force AXS 1x groupset, priced at $5,599.

It's a bike that has been discontinued from Canyon's main line-up, having been superseded by the Grizl:ONfly, an e-bike that US buyers can purchase directly from the main Canyon US site.

Electric bikes feature heavily in the Urban options too, with the sole pedal-only option the Roadlite CF 8, another bike that you can't buy direct from Canyon's stand-alone site. There are multiple step-through options for the Precede:ON and Pathlite:ON electric bikes, including the Pathlite:ON SUV, with chunky tyres that should also handle off-road exploration, not just city streets.

The cohort of trail mountain bikes is all non-electric, with hardtail and full-suspension options, and includes the Spectral Young Hero, a full-suspension 27.5in bike aimed at junior riders.

USA riders wanting to emulate Mathieu van der Poel and ride an Aeroad CFR, or to access Canyon's other road and gravel options, will still have to head to Canyon's own site. The brand also has a demo centre for Southern Californian riders, sited at its US headquarters in Carlsbad, CA. 

Check out the Canyon Amazon store for more details.

Mountain bike brand YT industries, the brand most probably known to most out-and-out roadies as having the advert with Hollywood actor Christopher Walken advertising one of its bikes, has jumped into the gravel space with the release of a new gravel bike: The Szepter. 

YT claims to have steadily noticed an increase over the last several years of more and more drop bar bikes appearing in the woods and figured with its gravity background and knowing what makes a fun bike when things head off-road, the time was right to drop into the gravel bike sector. The brand wouldn't be wrong on that score, with the gravel sector of the market exploding over the last several years. The best gravel bikes now cover a range of gravel riding, indeed there is a myriad of categories falling under the gravel banner now, from gravel race, touring, adventure etc. There is certainly a blurring of the lines here with lots of category overlap still commonplace. YT set out to create a bike that had its gravity DNA running through its veins (or fibres) and was first and foremost great fun to ride.

Design and Aesthetics 

YT has chosen a High Modulus carbon fibre construction for the Szepter with the aim of striking a balance between stiffness and compliance. The need for a fun, gravity-influenced bike meant one thing was an absolute must for YT: A suspension fork, in this case a RockShox Rudy model. Geometry-wise YT has considered popular gravel bike geometry and decided on some numbers it thinks suit its target riding characteristics. The Szepter has a 69.4-degree head tube angle, which is slightly slacker than some other gravel bikes fitted with suspension forks off the peg, but not crazily so. 

The head tube also has a specific carbon layup for extra strength with internal strengthening ribs and uses 1.5in headset bearings to fit the fork steerer. Reach has been increased to promote stability and stack raised compared to the average.  The seat tube angle has been steepened to 74.3 degrees, which is designed to improve stability in the drops while maintaining snappy climbing and handling characteristics.

Visually the top-tier Core 4 model comes in a matte light grey colourway which I liked. Graphics and logos are minimal with a new head tube logo and white YT logo under the down tube  The frame certainly looks like it could have some aero considerations included in the design, with dropped seatstays and a sculpted junction between seatstays and seat tube, but YT says aero has not been high up on the list of priorities for the Szepter, and any specific frame tube profiles are there to increase stiffness with specific extra layups in certain area. 

The more slimline seatstays and top tube are designed to add flex and rider comfort. The beefed-up seat tube/stay cluster also aids the design and placement of the custom rear integrated mudguard that YT has designed for the bike, something it has also done for the fork. This does have the slight drawback of reducing mud clearance and adding to the overall frame weight however.

YT has also disregarded the notion of completely internally routed brake hoses just to tick a box which is a popular move currently. This would also dictate bar, stem and headset choice, citing serviceability and lower servicing costs to be more valuable to customers in the real world. This is a big tick in my book and for the type of riding the Szepter is designed for where muck and water from riding and washing will work their way into the headset and past bearing seals over time. 

Elsewhere there are a pair of water bottle mounts in the usual places and you can make use of the YT-specific Fidlock and Thirstmaster bottle system or fit a cage of your choice. There are also four mounts under the top tube to help with on-bike storage should you want to fit frame bags etc.

Specifications 

I spent some time riding the top-spec Szepter Core 4 model, which is a Sram-only affair and utilises the Sram XPLR series. Starting from the front, the bike is equipped with one of the best gravel suspension forks in the shape of a RockShox Rudy Ultimate XPLR fork in glossy black with 40mm of travel. The fork is equipped with a lockout switch so you can toggle this as and when you need the fork locking out. Groupset and braking are taken care of by the (deep breath) Sram Force ETAP AXS XPLR groupset, which is a 1 x 12 setup with 38t chainring and 10-44t cassette at the rear. However, the bike can be set up with a mechanical groupset should the need ever arise. 

It also features a Sram DUB PF bottom bracket standard which should be a fairly low-hassle affair. The Force brakes use Sram HS2 disc rotors in 180mm at the front and 160mm at the rear, the inclusion of the Rudy fork means fitting a 180mm rotor at the front is possible for increased braking power. 

Bars and stem are in keeping with the Sram package in the form of the Sram-owned Zipp service course SL which uses titanium hardware and the SL XPLR handlebar. The stem length is 70mm and the bars feature a short 70mm reach, bar widths increase in size from small to larger sizes and the size medium I rode had 440mm bars fitted which felt just right. These numbers promote handling and comfort well without going completely overboard in the trend for wide, flared gravel bars which coming from an MTB background, YT could have done. 

The next product taken from the XPLR range is the Sram Reverb AXS dropper post which is a 27.2mm diameter with 50mm of travel. The dropper is actuated by hitting both shift paddles simultaneously and is a slick affair with multiple clicks on offer to fine-tune the drop, this is a world away from the feel of earlier reverbs. Air-only internals also provide a degree of additional compliance and cushion. Perched on top is an SDG Belair V3 overland saddle in 140mm width which is a custom option for YT.

Finally, wheels and tyres come in the shape of the WTB Proterra Light i23 wheelset and WTB Resolute tyres in a 42mm width, (the listed bike max is 45mm, though you could perhaps fit a slightly higher volume tyre in the front end due to the fork) The Resolute tyres feature a 120TPI casing and were set up tubeless with the impressive looking Peaty's tubeless valves and sealant.

Ride Performance 

I got to ride the Szepter for a couple of days starting at the YT Mill, the brand’s UK base on the edge of the Surrey Hills. I've ridden plenty of cyclocross and mountain bike but this was my first time aboard a gravel bike with a suspension fork and I was eager to see how it would perform. 

The average weight for size small Szepter comes in at 9.9kg so I'd guess my Medium bike was somewhere over 10kg. We covered a variety of well-chosen terrain over two days from regular tarmac roads including a useful 3km tarmac climb to bridleways, MTB trails, gravel sections, the odd small jump and drop off and deep sandy tracks reminiscent of a choice few cyclocross world cup tracks.

The Szepter felt stiff and climbed well on the road, spinning out of town on the second morning and straight into a 3km climb was a good chance to experiment with fork lockout and out-of-the-saddle climbing and accelerations and the bike certainly didn't feel laboured or slow. I suspect most road riders would probably baulk at the idea of riding a drop bar bike on the road with a suspension fork and I was keen to explore how it would feel. Accelerating at low speed prompted a fast response and I enjoyed riding up the climb rather than feeling I was on the wrong bike.

Off-road, I had a ball. The Szepter inspired  confidence and its handling was even and balanced. It was stable on high-speed descents but, I suspect partly due to the seat tube angle, it allowed you to dart in and out of technical sections and make quick line alterations. A standout for me was the bar height and reach which seemed perfect for being able to just hook into the drops of the bars when tackling steeper descents or MTB trails, lower the dropper slightly and do my best to follow James from YT's lines. 

We certainly covered ground I would normally bookmark as 'for a mountain bike' and the Szepter ate it up. I found myself grinning riding trails at speed and not once worrying about the bike, I feel this would have been different on a rigid bike and suspect I would have felt things a lot more in my arms, neck and hands after a while, reinforcing the case for including a suspension fork. 

Equipment wise braking and shifting were perfect and I did my best at times to upset the AXS shifting and it didn't miss a beat. My only slight gripe was the Sram rubber shifter hood's willingness to come away from the shifter bodies at the top of the lever when wrenching up a steep climb or pulling on them hard to turn, although this may in part be down to my own hand placement. 

Early Verdict 

If YT's brief with the Szepter was first and foremost a bike to have fun on then I think they have hit the nail on the head. I had a lot of fun riding the Szepter across a variety of terrain. 

The Szepter is a bike that will be brilliant if you're heading out for a blast and want or need to link up road sections, mtb trails and gravel. Which is the reality for a lot of riders who don't happen to live next door to a trail centre. The fork doesn't cause a hindrance on the road and if anything should just add more comfort but off-road will inspire confidence and allow you to access and ride more challenging terrain than you possibly have before and ride it faster. 

 Promotional feature in partnership with Lapierre 

It’s easy to think of yourself as a roadie and to keep doing what roadies do to up their fitness and performance on the bike. But there’s a whole other world of off-road riding out there and even the most die-hard road rider can learn a lot from mixing in mountain biking. 

Case in point Ineos Grenadiers rider Tom Pidcock, who’s also the current Olympic cross country MTB gold medal holder (and cyclocross world champion) and there are plenty of other examples of top level WorldTour pros who have come from an MTB background or mix the two disciplines.

If nothing else, it’s a change of routine.

So what can you get from owning an MTB as well as a stable of road bikes? We’ve outlined six things a roadie can get from mixing in some mountain biking in this video.

Improve your riding technique 

Ability to handle a bike well will help you a lot on the road, so you can negotiate tricky situations better and potentially at faster speed. 

That’s something that riding an MTB will teach you in spades. Yes, you can ride along straight, easy trails, but if you point your MTB towards trees, rocks and steep downhills, you’ll need to develop the balance, steering and handling skills to get you through safely. 

You’ll also get a much better understanding of the limits of your tyres’ grip, particularly when it’s loose or wet, when you have to traverse roots and rocks or when you have to ride through mud, so you’ll be able to corner faster. Correcting a slipping tyre becomes second nature and an automatic reflex while braking hard without locking up and maintaining control are essential skills off-road that you can transfer to your road riding.

One of the best ways to slip your tyres is to mash your pedals, so experienced mountain bikers are among the smoothest pedallers, able to put the power down consistently through the entire pedal stroke.

The ability to make hops and jumps are also really useful skills off-road that can come in handy to avoid potholes and obstacles when you’re on your road bike.

Get away from traffic 

Riding on the road, you always need to be alert to what’s happening around you and to other road users, even if you’ve picked the quietest roads at the quietest time of day. Often road surfaces are far from perfect too, so you need to be able to steer around obstacles and you need to watch your road position and signal your intentions clearly.

Ride off-road and you don’t need to worry about any of that and can concentrate more on your riding, enjoy the countryside with its the peace and quiet and clear your mind. You may encounter the odd tractor or dog walker, but there’s usually a lot less going on around you so you can concentrate on your riding or just enjoy your surroundings and the fresh air. 

Improve your short, high intensity power 

Riding an MTB is typically a lot more of a bursty activity than riding on the road; even if you haven't headed to a pump track there tend to be a lot more short, sharp ups and downs as well as more gradual ascents and descents and you need to maintain flow over the obstacles. That’s great for developing your peak power output - you either need to put out enough power to crest a bump and maintain momentum or you’re going to have to walk it. 

That bursty power delivery comes in useful on the road too, as it should help you with sprints and shorter hill climbs. It’s something you can develop with HIIT on the road or on the turbo, but it’s a lot nicer to be doing it naturally as part of your off-road ride.

Improve your anticipation 

There’s a lot more sharp turning and weaving needed in the woods than on tarmac, often with little forewarning as you negotiate a tricky trail. Even on more open trails you need to pick your line to avoid runnels, rocks and other obstacles. That’s why mountain bikes have short stems and wide handlebars for sharp, precise steering.

That ability to read the trail - and the road - ahead of you and make rapid line decisions is another skill that’s really useful on the road where, let’s face it, there are also plenty of surface imperfections and obstacles to negotiate. Anticipate them better and you’ll be able to ride faster, more smoothly and also more safely.

Even knowing to change gear at the right time is a skill that’s important off road that you can gain an advantage from on tarmac. Again, you may not get much notice of a rise coming up when you’re on a mountain bike, so need to be sharp in selecting the right gear, dropping enough ratios to see you up a rise without grinding. That fluidity is directly transferable to your road riding, so you maintain your momentum into a climb while continuing to pedal at a comfortable cadence.

Challenge yourself 

Most of your road riding is probably over the same roads; there are limited options if you’re riding around home and even fewer if you want to avoid busy main roads. That can get monotonous after a time and you may find you’re riding at a similar tempo each time and not really challenging yourself or developing as a rider.

Jump on your mountain bike and you’ve immediately got loads of opportunities to go somewhere different, opening up bridleways and byways. You may also find local pump tracks and bike parks that you can ride to. It’s a chance to test your skills and limits.

Just mixing in something different occasionally will make it more enjoyable to return to the road, while some off-road riding might be a better option on an iffy day than a dreary, damp loop on the road bike. You’ll likely find more shade off-road when it’s hot too, getting you out riding on a day when you might skip a road ride.

Improve your core strength 

Riding a road bike tends to be about holding the same position for extended periods of time, with occasional out-of-saddle efforts to tackle a climb or just to relieve your rear end. That’s not true on a mountain bike, where you’re constantly having to shift your weight to keep your balance, move yourself backwards off the saddle to negotiate steep descents and push to crest those sharp rises. 

All that improves your core and upper body strength, which are important on road as well as off. Core strength is often stressed as part of off-bike exercise routines for roadies, as it ups efficiency and allows you to hold a more tucked aero position for longer, tackle climbs and out-of-saddle efforts and control the bike better on descents. Again, it’s more fun to develop your core strength on your mountain bike than just working out in the gym.  

So next time you’re thinking about buying a new bike, maybe your shortlist should include a mountain bike to up your skills and enjoyment, not just the latest, lightest road bike out there.

As a company widely renowned for producing some of the best road bikes, Factor has today announced the launch of its mountain bike platform, the Lando XC and HT. With a line-up that already comprises a brace of off-road-specific models - the Factor Vista and LS gravel bike - the Lando represented the next logical step for the brand. 

According to founder, Rob Gitelis, Factor has always been about creating premium bicycles and not defined by a particular bike or discipline, and the Lando signifies that rhetoric. In fact, Gitelis is no stranger to the mountain bike design process and the brand can trace its roots back to its original design manufacturer days when it built bikes for Cervelo, Santa Cruz and Rocky Mountain. 

As its nomenclatures alludes to, the Factor Lando XC and HT have been designed to deal with the technical terrain features of contemporary cross-country mountain biking as well as marathon stage races. In fact, the Lando made its debut at this year's Absa Cape Epic where Nancy Akinyi Debe and Jordan Schleck Ssekanwagi of Team Amani Racing put it to the test across some of the harshest terrain on the planet.

The Lando aims to not only appeal to Factor patrons but riders looking for a premium option that goes against the current perennials dominating the best mountain bike segment. As a result, it benefits from Factor's extensive knowledge of carbon fibre while adhering to the geometry and suspension kinematics of contemporary mountain bike design.

The Lando will be available in both full suspension and hardtail guises, sporting the XC and HT nameplates respectively.

Factor Lando XC and HT, the numbers

The XC is Factor's most capable offering featuring a single-pivot frame that weighs just 2.1kg. Built around a 100-120mm front/115mm rear suspension configuration, the Lando XC's suspension kinematics have been tuned to balance traction, speed and comfort.

In terms of geometry, a 67-degree head angle and a virtual 75.5-degree seat angle are consistent across all bike sizes, of which there are four. The progressive geometry places the rider over the bottom bracket which helps with power delivery and modulation, not to mention boosting the frame's resistance to squat or pedal bob. 

The frame’s split seat tube enables the use of a monobox chainstay connection for extra torsional stiffness without the need for additional pivots. This single-link shock design also prevent stiction and premature shock wear. The long top tube and short stem arrangement has been implemented to navigate tight and tricky singletrack where fast-reacting steering is a necessity.

Cables can be routed externally or internally. The Lando is available in 1x only and comes with a super-handy threaded T47 bottom bracket. Developed in collaboration with CeramicSpeed, it provides a painless fitting solution and is natively compatible with DUB and Shimano 55mm chain lines. 

As the name suggests, the Lando HT uses classic hardtail styling cues, and builds on the learnings from the brand's road and gravel line-up with dropped seatstays taking centre stage. Despite sharing certain cues with the Vista and Ostro VAM, the HT is a mountain bike at heart and features the same 67-degree head angle as its XC sibling. 

While bereft of rear suspension, the flat top tube provides some semblance of flex under load, while the dropped stays help with compliance on bumpier terrain. The use of boost 1x spacing coupled with the 88.5 axle standard has resulted in a wider downtube, not to mention increased clearance for tyres of up to 2.4-inches. It can also be specced with a fully rigid Black Inc fork if that's your cup of tea.

There's plenty of storage options on both models with bottle cage bosses on the downtube and underside of the top tube. Looking at colourways, four distinct visual packages are available - vintage blue (pictured here), crystal green, stealth and naked carbon.

Fully loaded spec level

The Lando XC and HT are both built around a 34, 10-52T SRAM XX1 Eagle AXS groupset, complete with SRAM Level Ultimate brakes. As expected, Black Inc's suite of high-end carbon componentry is used liberally and comprises the bar-stem, seatpost and wheels. The Black Inc 27 wheels are laced up using CeramicSpeed hubs with five-pawl engagement and chrome-nickel DT Swiss axles - they also feature a wide internal hookless rim profile. Tyres will depend on global stock levels but all Landos should come standard with either Goodyear Peak or Maxxis Aspen.

At launch, both bikes will be specced with DT Swiss suspension: a shared DT Swiss FT232 One fork (differing in travel) while the XC gains a DT Swiss R232 One shock. Touchpoints come compliments of SRAM (grips) while the saddle is Selle Italia's SLR Boost Superflow X-Cross TI (145mm). 

Pricing

The Lando XC and HT are priced from $9,199 / €8,399 / £6,999 and $7,099 / €6499 / £5,399 respectively. Each bike is also available as a frameset option, while the Lando HT can be specced from factory with a Black Inc rigid fork, making it the cheapest mountain bike option in the range at $6,599.

The full trail test of the Factor Lando XC will be available on sister site, Bike Perfect, in the next few weeks.

Product planners and category managers spend a lot of time creating the diverse collection of bikes we all know and obsess over, but every cyclist also yearns to be an individual, and that goes beyond boutique riding jerseys or wearing odd coloured gloves.

The custom bike build is a destiny for many. You get to play product manager, creating a bike that features precisely the specification and component specification you require.

Custom builds don’t have to make sense. They rarely do. It is all about creating a bike that reflects what you want to express as a rider, but as ever, there are risks.

If you don’t remain mindful of specific sizing standards, you can easily be tripped up along the way, potentially causing an increase in cost and a lot of wasted time. Before you start, read through the following tips for a custom bike build to help you along the way. 

Groupset

Choosing which road bike groupset you want is one of the fun parts of building a custom bike. You get to decide between Di2 and eTap, you can pit Shimano against SRAM and Campagnolo, you can muse the benefits of digital vs analogue shifting, and decide between disc brakes vs rim brakes. 

Ultimately, you'll need to ensure that whichever groupset you choose will actually be compatible with your frame. In the era of electrical groupsets, be reticent of the fact that not all frames will accept the cables that come with mechanical groupsets. 

Beyond this, you'll need to ensure that your frame is compatible with your choice of brakes, as rim brake bikes will rarely work with disc brake groupsets, and vice versa. 

Wheels

Over recent years, tyres have ballooned in width and benefitted from increased comfort, greater levels of grip, lower rolling resistance and reduced risk of puncture. But with wider tyres comes a need for wider clearances, and you'll need to be mindful of that when building your custom bike. 

If you're building up a bike with rim brakes, your tyre clearance will be limited by the brake callipers, which usually have space for 26 or 28mm rubber, depending on the brand in question. 

Disc brakes open up the room for wider tyres, but you'll still need to ensure that whatever tyres you choose will fit your frame between the seatstays, chainstays and fork legs. The exact clearances offered by the frame should be available from the manufacturer, but if not, measure with some Vernier calipers at the narrowest point, and allow for 4mm of room on either side of the tyre. 

Of course, before you get to this point, you'll need to check that the wheel is compatible with your choice of braking at all. If you're using rim brakes, your wheels will need a braking surface on the rim, and if you're using disc brakes, your wheels will need to be able to accept a disc rotor. 

Also bear in mind the axle will need to be compatible with the axle standard on your bike. If choosing rim brakes, you're likely looking at quick-release axles, while disc brakes are often paired with stiffer 12mm thru-axles. Check your bike and make sure your axles are a match. 

And finally, you'll also need to check that your freehub - the area on the wheel that the groupset's cassette fits onto - is a match to your chosen groupset. For example, a Shimano 11-speed freehub won't fit a 12-speed SRAM cassette. Most wheels are available with a choice of freehubs, so just bear this in mind when buying.

Seatpost

When it comes to seatposts, you'll either be met with a world of choice, or none at all. In the age of aerodynamic optimisation, many framesets come pre-fitted with a proprietary seatpost that you needn't worry about changing. However, if your frame accepts a round seatpost, then you'll need to ensure the diameter of seatpost will match the hole into which it will fit. 

Common seatposts sizes are 25.4mm or 27.2mm on road bikes, and the exact size will likely be available from your frame's manufacturer, but if not, you can use Vernier calipers to measure. 

At the top of the seatpost, you'll then need to fit a saddle, and while this seems a little more simple, be aware of differing saddle rail sizes. There are three most common sizes: 7mm round, 7mm x 9mm carbon, or 7mm x 10mm carbon. Most seatposts will come with a saddle clamp pre-fitted. Some come with multiple clamps, while others are limited to just one, so just be sure that whatever saddle you choose will be compatible with your seatpost. 

Cockpit

Handlebar and stem geometry is a very personal thing, and the best way to get it right, beyond trial and error, is to book yourself in for a bike fit. 

The stem is the most important part of this particular jigsaw puzzle, as its size will affect the position of your hands, while also connecting your frame to your handlebars which means it needs to use the correct sizing standards at both ends.

The length of your stem will directly affect the reach between your saddle and where you place your hands, and that will affect how far forward you'll be positioned on the bike. Stems are also available in multiple different angles, which effectively raise and lower the handlebar depending on the angle. If you aren't flexible or strong enough to hold a long-and-low position for the duration of your ride, it will lead to discomfort and possible injury. 

Your fork's steerer tube will connect through the frame's head tube and it is this that your stem will clamp onto. Steerer tubes are most commonly 1 1/8 inches (28.6mm) in diameter, but some brands use an oversized steerer for greater stiffness. Check with your frame manufacturer and ensure the stem matches. 

At the other end, the stem will need to clamp onto the handlebar to hold it in place, so once again, it will need to be of the correct diameter. The most common handlebar diameter is 31.8mm, but it can vary, so make sure you check in advance. 

Bottom brackets

There are so many bottom bracket sizing standards in cycling that it has become a running industry joke. Listing them all is an article for another day - perhaps even a series of articles - but the frameset you're building will dictate the standard you need to use. 

What you need to ensure is that the bottom bracket will fit into the frame, and that the axle of your crankset will then fit the bottom bracket. 

The rise of the lightweight full-suspension mountain bike - and gravel bike to a certain degree - has quickly placed the hardtail under threat. In fact, at one stage, many pundits predicted a full-scale mass extinction but the hardtail has managed to hang on, albeit it’s now on the endangered species list. Fact is, there is something intrinsically pure about riding a hardtail mountain bike - perhaps it's the unsullied, feedback-rich riding experience or the lively trailside manners? 

In recent years, the hardtail has become a far easier bike to live with and tame, boasting improved refinement levels thanks largely to contemporary frame design and advances in carbon fibre layering techniques. We've even seen a resurgence on the UCI Mountain Bike World Cup stage where certain professional riders are eschewing the full suspension in favour of a hardtail - track dependent, of course. 

We recently spent a month putting Cannondale's F-Si Carbon 3 hardtail through its paces in the Western Cape, South Africa. Considered by many as the mountain bike trail mecca of the world, this would prove the ideal setting in which to test its mettle and put its trailside manners to the test.

Design and geometry

It's difficult to dispute the stealth, almost Darth Vader-like visage of the Cannondale F-Si. Onlookers will find it hard to tell it apart from the range-topping World Cup model such is its refinement and pomp - it really is an impressively designed machine. We quite like the way Cannondale has played with the balance between gloss and matte paint surfaces - not only has this added a touch of complexity to the visual package, the subliminal monikers make it look more like bonafide trail weapon and less like a rolling billboard.

In terms of geometry, the F-Si represents a bold move by Cannondale to make it more focussed and easier to tame on the trails than its predecessor. As such, it utilises a 69-degree head angle complete with 55mm fork offset, shorter 427mm chainstays and an integrated seatpost binder which helps reduce trail chatter.

Cannondale’s Ai asymmetric frame design utilises a 6mm drivetrain offset which helps promote not only a truer chain line but also caters for 2x chainring configurations and improved tyre clearances. Those with a keen eye will also notice the revised frame design. Here thinner seatstays and tapered chainstays form part of Cannondale's 'Proportional Response' tubing philosophy - this blueprint has allowed Cannondale to keep the ride quality uniform across the sizing spectrum.

• Best chains for MTB, road and gravel
• Best 1x chainrings for MTB
• Best lightweight mountain bikes under 10kg
• SRAM road groupsets

Components and build

The Cannondale F-Si Carbon 3 pictured here is constructed from the brand's standard-modulus carbon fibre so while it's not as light as the 900g Hi-Mod World Cup frame it still weighs in at a paltry 1100g.

In terms of specification, there's an array of mouth-watering kit on display - most notable of which is Cannondale's new 100mm Lefty Ocho fork. Unlike the previous-generation Lefty 2.0, the Ocho utilises a standard, single-crown tapered steerer and conventional stem. There's also a less-complicated cable-operated lockout system which trumps the hydraulic versions of old based purely on the ease of which it can be tuned and maintained.

Despite its positioning in the lower rungs of the carbon range, it still comes specced with a full SRAM Eagle groupset - in this instance, an assortment of NX (cassette) and GX (derailleur, chain and shifter) bits. These parts - while heavier than their more expensive silver-, gold- and oil-slick-coloured siblings - provide just as much precision and reliability on the trails. 

The balance of the build is made up of a carbon seatpost, an alloy handlebar and stem, a Fabric Scoop saddle, SRAM Level T hydraulic brakes and Stans Crest Mk 3 rims shod in Schwalbe Racing Ray (F)/Racing Ralph (R) rubber. The total weight of this particular build is 11.08kg with Shimano XT pedals.

Ride, handling and performance 

It's fast, no question. Whether it's hammering up a climb out of the saddle, cruising along gravel roads or sending it down hair-raising descents, the Cannondale F-Si is up for the task. Much of the bike's newfound trail prowess comes as a result of a complete design overhaul. Using the contemporary long, low and slack geometry blueprint and combining it with the company's new carbon layup techniques - the F-Si has come out the other end a far more accomplished bike than before.

The most notable improvement is without a doubt the ride quality. Thanks to a new integrated seatpost and SAVE 'Micro-Suspension Flex zones' Cannondale has managed to weave together one of the most impressive-riding hardtails on the market. 

In this guise, it's obviously not the lightest model in the segment but it's still feathery enough to attack the climbs - especially when you consider throwing rider weights and the 34 x 10-50T gear ratios into the mix. Power transfer is immediate, whether you're seated or out of the saddle, which heightens the sense of speed. At 62kg, I was able to out-climb better specced - read lighter - full-suspension bikes regardless of the terrain and, while I thought I'd be on the receiving end come the technical descents, the plush Lefty Ocho fork, relaxed geometry and grippy Schwable tyres gave an added sense of composure and assurance to push just that much harder.

Speaking of tyres, the standard-issue 2.25in Racing Ray/Ralph front/rear combo offered a superlative mix of pliancy, grip and performance across all terrain types. And, despite lacking dedicated SnakeSkin sidewall protection, no punctures were had, and this in Cape Epic country.

The only area that could be better - and this is nitpicking - is the stopping power. Don't get me wrong - the SRAM Level T brakes are powerful, responsive and modular but on longer descents that require trail braking and regular inputs, they have a propensity for fading. Trading the standard 160mm front rotor for a bigger 180mm disc should solve this.

Verdict

Cannondale's F-Si Carbon 3 proves there is still space for a hardtail mountain bike in a full-suspension-obsessed world. The F-Si is a lively bike - it's tame enough to rein in when things get rowdy but there's still a sense of ferality which keeps you on your toes.

Of course, you can never ignore the fact a full-suspension bike will always be notably faster on bumpier, more corrugated terrain as well as over multi-day stage races such as the Cape Epic where body preservation is the name of the game - but for single day assaults, there's nothing more liberating than threading the F-Si through a ribbon of sphincter-clenching singletrack.

Add to that its superb ride quality (for a hardtail), drop-dead gorgeous looks and a handsomely appointed component list and the Cannondale F-Si makes a serious case for itself. Especially when you consider the cheaper upkeep thanks to a paucity of pivot bearings, bushings, and a rear shock.

The Cannondale F-Si Carbon 3 will suit anybody from the semi-competitive mountain biker to the roadie looking at crossing over to the world of gravel and dirt. Heck, it could even double up as a pseudo-gravel bike if you fit a larger chainring, drop bars and narrower tyres.

Test conditions

• Temperature range: 25-35 degrees 
• Weather: Hot, windy
• Trail: Tygerberg Mountain Bike Club Trails, Cape Town, South Africa
• Route:  Singletrack, gravel roads 
• Mileage: 511km 

Tech spec: Cannondale F-Si Carbon 3

• Price: £3,099
• Frame: BallisTec Carbon
• Size: Medium
• Weight: 11.08kg 
• Groupset: SRAM Eagle GX/NX
• Crankset:  Truvativ Stylo 6K DUB 34T, 10-50T SRAM NX cassette
• Pedals: Shimano XT
• Wheels: Stans Crest MK3 29
• Tyres: Schwalbe Racing Ray/Ralph front/rear (2.25, 29er)
• Brakes: SRAM Level T, 160mm front/rear rotors
• Bar/stem:  Cannondale 2, 760mm bar/Cannondale 3 31.8mm, 7-degree stem
• Seatpost:  Cannondale 2, Carbon, 27.2 x 400mm
• Saddle: Fabric Scoop Flat Elite

This article originally appeared on BikeRadar

Whether it's a glitch with the company's website or a deliberate slow-leak, Specialized's German website has several noteworthy 2016 items on display that don't appear on the US, UK or Australian versions.

We reached out to Specialized to ask about the product, but Specialized representatives declined to comment.

One of the most intriguing additions isn't a new model, but rather, a brand-new shock from Öhlins. This new damper appears on the 2016 Specialized S-Works and Expert-level Enduro models.

The top-end S-Works and Expert levels will come equipped with this new shock

This shock seems to be an air version of the Öhlins TTX shock. Like the coil-sprung version, this new shock uses a similar adjustment layout offering high- and low-speed rebound and compression adjustments.

The adjustment layout looks similar to the coil-sprung TTX that Specialized uses

New fat bike options

No word on how much the S-Works Fatboy weighs, but it's safe to assume it's relatively quite light, given the spec

The Fatboy line gets wider for 2016. Specialized's fat bike gets the S-Works treatment. This new addition features a full carbon frame and fork, HED's Big Deal carbon rims and a SRAM XX1 drivetrain.

Compared to the Fatboy, the Helga features a lower top tube with a brace for increased stand-over clearance

Also new for 2016 is the Helga, a women's-specific fat bike. The Helga will come in at least two versions: the Helga and Helga comp.

Specialized has yet to announce pricing, weight and availability

Article originally published on BikeRadar

Although a few individuals have been playing with 650b wheels on 26in bikes, Litespeed is marketing a line of bikes with what they're calling a built-in geometry conversion solution. Dubbed MWC (Multi Wheel Compatible), the system consists of a creatively used, concentric bottom bracket in a press-fit 30 frame.

Elsewhere for 2013, the Tennessee brand that made its name with titanium will offer cyclocross bikes with disc brakes and a new line of road bikes.

Also, while Litespeed is continuing its push into high-end carbon framesets, it's pulling back on high-end group spec – for 2013 there are no SRAM Red or Shimano Dura-Ace carbon bikes in the L series line-up.

26in and 650b, courtesy of the BB

Litespeed has three frames it sells with the MWC system: the Sewanee full-suspension bike, the 6.4 Citico Ti hardtail and the 3.25 Pisgah Ti hardtail. All three use Fox forks and are built with enough clearance in the rear for the 27.5in wheel many companies are calling 650b.

The bikes will be sold as framesets or complete machines with 650b wheels. Switching over to 26in wheels only requires a twist of the concentric bottom bracket, to effectively raise the BB height. Obviously this solution does not change the geometry of the frame itself - such as the head tube or seat tube angles - only the BB spindle in relation to the rest of the bike.

These MWC frames are made in the US. All the mountain bikes now have post mounts, as do the company's new cyclocross frames with disc brakes. At the risk of stating the obvious, the MWC frames are not 29in compatible.

T series bikes

Brad DeVaney, head designer at Litespeed, admits there are similarities to past Litespeed road models in the 2013 line-up, but says the T series is brand new.

The new T1 uses a 6.4 ti top tube that starts as a flat sheet before Litespeed shapes and seam-molds it. "That top tube costs more than the entire rest of the frame [which is 3.25 ti] put together," DeVaney said.

The new T1, which Litespeed say is entirely different to the Archon

"Yes, the T1 looks a bit like the Archon, but the whole bike is new," he continued. "We use new wall thicknesses, new profiles, new butting, everything. We have a 44mm head tube that's much stiffer, a big press-fit bottom bracket and a new, wider down tube connecting the two."

The T1 frameset will retail at US$4,000. Litespeed will also offer T3 and T5 frames, made of 3.25 ti, for US$3,000 and US$2,000 respectively.

L1 carbon bikes

The L series of bikes was shown at Interbike last year, but the company has just begun shipping them.

Although DeVaney can point to some differentiating features on the framesets, what's striking is the company's choice of groupsets. There are no groups above the SRAM Force or Shimano Ultegra level.

"Our dealers are looking to put value on their floors," DeVaney said. "We are not doing canned frames; we are doing top-level frames and forks, but with Ultegra and even 105 parts."

The L frames have a massive bottom bracket area that uses the full width of the BB386 shell. Where the frame curves out to contact the back of the drivetrain-side crank, DeVaney shaped a smooth transition out of aluminum to protect against dropped chains getting wedged into the frame.

DeVaney said he greatly prefers the BB386 design, with a centered BB and an asymmetric frame, to the BBRight design, which has the opposite. Whatever the preference, the new frame's bottom bracket stiffness is a claimed 250N/m.

Up front, a 62mm head tube allows for a 1.5in lower headset bearing, and not just a press-fit style. "I can use Chris King or another style with the extra diameter," DeVaney said.

The article originally appeared on BikeRadar.

Wilier Triestina brought an impressive collection of new bikes to this year's Eurobike show, highlighted by the Cento 1 SR flagship that was debuted earlier at the Tour de France under the riders of Lampre-ISD. We've already given you the scoop on that model but there was still plenty of news from Wilier in the halls of Messe Friedrichshafen.

Fans of Wilier's Zero.7 model that lusted after its light weight and simple, elegant lines but couldn’t stomach the price tag can now look to the Zero.9, which uses the same exterior shape, geometry, handling, and fit but with a less expensive carbon fiber blend. Claimed frame weight climbs 160g to 940g for a medium size but we expect the cost to drop concurrently. Final pricing is still to be determined but bikes are planned to arrive in stores this coming February.

Wilier has also thoroughly revamped its mountain bike division in a clear move to gain more market share in what is still a relatively nascent endeavor for the storied road brand. New for 2013 are six hardtails plus an all-new full-suspension model utilizing a four-bar Horst-style rear end.

Topping the new collection is the 101XN carbon fiber 29er hardtail, which borrows some of its design elements from the new Cento 1 SR - namely the press-fit bottom bracket, the removable port on the down tube for the internally routed derailleur cables, the tapered front end, and the clean seat cluster treatment.

Additional features include an integrated chain catcher, a kinked seat tube for a shorter rear end, and chain stay-mounted rear brake caliper mounts.

Frame geometry looks to be aimed at the quicker side of the spectrum with 70-71.5° head tube angles and tight, 439mm-long chain stays. Claimed frame weight is 1,080g for a medium size.

Many 100mm-travel 29ers can happily serve double-duty as trail bikes but the Cannondale Scalpel 29'er Carbon 2 is a more finely specialized beast with a firmer feel and quicker reflexes. What it might lack in plushness it more than makes up in speed, though, making it a superb rig for racing or just covering cross-country trails in a hurry.

Ride and handling: Incredibly efficient and fast

Cannondale has certainly chosen an apt moniker for the Scalpel 29'er Carbon 2 - imagine a mountain bike translation of that razor-sharp surgical instrument and that's pretty much what you get. As it turns out, it's also the best ride to ride it with a deft hand paying more dividends than a more brutal approach: choose a line, slice and dice, and cut your way through your chosen singletrack path with minimal resistance and lots and lots of speed.

One key to the Cannondale's immensely precise feel is its remarkably stout carbon chassis, which is extraordinarily stiff in terms of both full-frame torsion and drivetrain efficiency. Add in the always-surprisingly stiff Lefty fork and you get a fantastic level of responsiveness to steering inputs, even in high-load corners that might otherwise cause a flexier chassis to load up and unpredictably spring out at the exit.

Some riders might find the stock 71° head tube angle to be a bit on the steep side, however, and when mixed with the stiff frame and relatively short 444mm chain stays, it definitely yields very quick reflexes. Thankfully, though, buyers can swap the short aluminum head tube extension from top to bottom to kick the angles back a hair (which we did happily).

Under power, the Scalpel is simply flat-out glorious, especially when going uphill. Cannondale places the main pivot just above the inner chainring, which combines with the impressively flex-free rear end to help subtly dig the rear wheel into the ground when you stomp on the pedals. Switching to the big ring yields a touch more movement under hard pedaling but even then it's virtually unnoticeable and in fact, the Scalpel's rear end is so efficient that we almost never felt the need to engage even the platform setting on the RockShox Monarch RT3 rear shock, let alone the full lockout.

That being said, some of that incredible efficiency comes as a result of relatively firmly damped suspension components front and rear. Both ends undoubtedly work well - we were able to get full travel and definitely enjoyed the traction and fatigue benefits of full suspension - but the Scalpel still feels more firm than plush. With the added spring rate of the springy seat stays, the rear end also sometimes feels like it has less travel than it does.

We also wished for revised valving up front as the Lefty XLR fork's high-speed circuitry doesn't seem as accommodating of especially harsh, square-edge impacts as the RockShox Monarch RT3 rear shock despite the silky smooth needle bearing guts. In addition, the rebound damping could be a little quicker in some situations.

Idiosyncrasies surrounding Cannondale's proprietary Lefty front end also yield some quirks in rider positioning. Head tube lengths are identical across the size range and measure a comparatively long 135mm from end to end - a whopping 45mm longer than some of the shortest conventional head tubes currently used in modern 29ers.

As a result, we could only just barely achieve parity between the saddle and handlebar heights even with the stock -15° stem and it's worth noting that smaller riders would have an even harder time. Cannondale offers the option of a standard steerer and clamp-on stem but that route foregoes some of the weight saving benefits of the OPI integrated setup.

Frame: wonderfully light but awesomely stiff

That Cannondale was able to produce such a rock-solid chassis with an actual frame weight of just 2,120g (4.67lb, medium, with shock, seatpost collar, derailleur hanger, and requisite hardware) is testament to careful composite design. Case in point is the carbon rear triangle, which foregoes conventional dropout pivots in favor of flattened seat stays with tuned flex patterns to accommodate changes in geometry as the swingarm moves through its 100mm of travel.

As expected, the front triangle tube cross-sections are enormous - especially up around the head tube area - as are the asymmetrical chain stays and the seat stays, which are flattened to accommodate changes in geometry as the rear end moves through its travel. In addition, the seat tube is highly asymmetrical as well, the rear end is tied together with Syntace's bolt-on 142x12mm thru-axle, and the full-length housings are secured to the down tube with tidy aluminum clamps. Down below is Cannondale's familiar BB30 bottom bracket design but with press-fit cups.

It's the smaller details that strike us as more impressive, though. For example, rather than use conventional blind pivot axles that independently thread into a central shaft from the outside, Cannondale uses a thru-axle setup at the main pivot and the bottom of the shock link. According to Cannondale, rigidly clamping things together in this fashion decreases twist under load - a goal that has seemingly been accomplished with aplomb here.

In addition, the shock link itself is a notably stout chunk of aluminum and the seat stays are further tied together with a bridge on the bolt-on cap.

Other subtle touches include a sandwich-style rear derailleur hanger for improved shift precision, flares around the upper shock link pivot to protect your legs from the protruding hardware, pivot design, rear derailleur hanger, flared seat tube to shield the linkage pivot, and even a pivoting housing stop to maintain smooth cable paths to different brands of direct-mount front derailleurs.

Equipment: Lightweight, no-compromise performance

Cannondale's flagship Scalpel 29'er Carbon 1 utilizes the same frame but a higher-end build to shave roughly a kilogram of weight - but at an extra cost of US$2,300. Weight weenies with deep pockets will obviously want to go that route but otherwise, the Scalpel 29'er Carbon 2 leaves little to be desired and it's already quite light at 10.98kg (24.21lb, complete, without pedals).

Cannondale builds the second-tier Scalpel with a diverse mix of components: a carbon fiber 2x10 crankset, Elixir 9 disc brakes, an X9 front derailleur, and PG-1070 cassette from SRAM; Shimano's awesome XTR Shadow Plus rear derailleur with its built-in one-way friction clutch cage and Deore XT trigger shifters; a KMC chain; and custom wheels built with Stan's NoTubes ZTR Crest tubeless rims, DT Swiss Competition butted spokes and Cannondale's own Lefty SL front and Sun-Ringlé Dirty Flea rear hubs.

Shift action front and rear was quick and positive (although with noticeably more lever effort on the rear due to the clutch); the brakes eventually settled in with firm levers, excellent power, and quiet operation; and while a bit flexier than we'd like in particularly hard and tight corners, the Stan's wheels are impressively light, a breeze to set up tubeless with the included valve stems, and provide good casing support to the voluminous, fast-rolling, and surprisingly grippy Schwalbe Racing Ralph tires.

Likewise, we have little to complain about with the cockpit components. The trick OPI one-piece forged aluminum stem and steerer tube is amply rigid and cleverly saves weight, the Truvativ Noir T30 flat carbon bar is usefully wide at 700mm across, the fi'zi:k Cyrano aluminum seatpost is secure and easy to adjust, and the matching Tundra 2 saddle - while very firm - is nonetheless very comfortable even after long days on the trail. If we really have to nitpick, we'd argue that the stock lock-on grips offer a secure hold but too little padding.

True, certain substitutions could save a few grams - Shimano's standard XTR rear derailleur and a 160mm front rotor instead of the 180mm one included, for example - but the stock bits are wisely chosen with good benefit to go along with the extra mass. In fact, unless you're after the absolutely lightest in Cannondale's Scalpel 29'er range, we'd say there's no reason to spend any more - the Scalpel 29'er Carbon 2 is simply brilliant as is.

Price: US$5,300
Weight: 10.98kg (24.21lb, complete, without pedals); 2,120g (4.67lb, medium frame only, with rear shock, seatpost collar, rear derailleur hanger, and cable hardware)
Available sizes: small, medium (tested), large, extra-large
Cyclingnews verdict: 4 ½ stars
More information: http://www.cannondale.com

Complete bicycle specifications

Frame: Cannondale Scalpel 29'er Carbon, 100mm-travel
Available sizes: small, medium (tested), large, extra-large
Rear shock: RockShox Monarch RT3
Fork: Cannondale Lefty 29'er XLR, 100mm-travel
Headset: Cannondale HeadShok Si
Stem: Cannondale OPI
Handlebars: Truvativ Noir T30 flat, 700mm
Tape/grips: Cannondale lock-on
Front brake: Avid Elixir 9, 180mm rotor
Rear brake: Avid Elixir 9, 160mm rotor
Brake levers: Avid Elixir 9 Carbon
Front derailleur: SRAM X9
Rear derailleur: Shimano XTR Shadow Plus
Shift levers: Shimano Deore XT
Cassette: SRAM PG-1070, 11-36T
Chain: KMC X10SL
Crankset: SRAM S2210 BB30, 39/26T
Bottom bracket: SRAM PF30
Pedals: n/a
Rims: Stan's NoTubes ZTR Arch, 32h
Front hub: Cannondale Lefty SL, 32h
Rear hub: Sun-Ringlé Dirty Flea, 32h
Spokes: DT Swiss Competition, 32h
Front tire: Schwalbe Racing Ralph Evo, 29x2.25"
Rear tire: Schwalbe Racing Ralph Evo, 29x2.25"
Saddle: fi'zi:k Tundra 2
Seat post: fi'zi:k Cyrano

Specialized touts the Fate as the world's first female-specific carbon fiber 29er. At the bike's launch in Offenburg, Germany, it was described as "race ready and trail capable". Testing proved that to be the case for this nimble-handling, all-round cross country hardtail.

Ride & handling: Confidence-inspiring ride that climbs like a dream

Playful. That's the personality of the Specialized Fate as it emerged during more than 40 hours of riding and 10 hours of racing time in the saddle. It's hard not to ride this bike with a big grin on your face. It lived up to its "race ready and trail capable" description as it was used for events ranging from a 20-minute singletrack time trial to five-hour big mountain stages (including hour-plus-long climbs) in a local underground mountain bike race. 

It also performed well on a large variety of trails – the bike was ridden on rugged East Coast terrain in Virginia, West Virginia, Pennsylvania, Vermont and Massachussets, and on super buff-west coast terrain in the Rocky Mountains of Idaho and Montana. The Fate's handling is quick but not twitchy. It confidently responds to rider input and changes direction at a moment's notice, but doesn't feel unstable or likely to oversteer. It rides quietly, soaking up what's thrown at it without noise or rattling.

The Fate climbs like a dream. Long climbs, short climbs, steep climbs or gradual climbs – bring them on! Thanks to its gearing selection (more on that later) and its geometry, the bike sticks to steep trails like glue when going uphill. As is characteristic of 29er hardtails, it's also excellent on road. The time will zoom by as you pedal efficiently on dirt or paved roads from one trailhead to the next.

On the downhills, it's predictable but not boring. Attention is still required – it is a hardtail after all, and one with just 80mm of front suspension, so there's no getting around the need to pick a good line to stay out of trouble. However, the bike will go where it's asked when it's asked to do so. The short-travel RockShox Reba RL fork keeps the front end nice and low, which helps the racy feel of the bike, but 80mm feels inadequate when you're used to riding and racing with 100mm. The extra 20mm was missed, especially on high-speed downhills

Our Fate Comp test bike weighed 10.47kg (23.08lb) out of the box, without pedals, and was met with appreciative comments about its weight when picked up by curious female riding buddies. Its shape, weight and size make it easy to push up the inevitable hike-a-bikes or carry it over downed trees or other too big-to-ride obstacles. The bare frame weighs 1.24kg (2lb, 12 oz), which means you can replace the stock components as they wear out and easily lighten up the bike.

Frame: Racer-friendly reach but tons of standover room

Out of the box, the Fate Comp's predominately glossy black color stands out as understated but classy. Mercifully, the bike doesn't scream "women's-specific". With its blue and and white trim and accessories, it has a timeless appearance that should appeal to women and men, and should hold up well to the inevitable mud and dust of mountain biking.

Specialized has used grade 8R carbon fiber throughout the frame, which is the same for the more expensive (US$3,600) Expert-level complete bike, with custom layouts for each size (15, 17 and 19in). Since women aren't generally as heavy as men for a given height, the bike doesn't have to be as beefy as a bike designed for use by men; the thin-looking seatstays will make male riding pals nervous. Our 5ft 5.5in tester comfortably fit on a 17in Fate – that opens the door for many shorter women, who may have previously wondered if they could fit on a Specialized, to fit onto the 15in bike.

The company's goals in designing the frame included plenty of standover clearance but a long and low enough reach to feel like a race bike. That mission has been accomplished by adding a gusset at the junction of the seat tube and top tube. There's tons of standover room – something that should inspire confidence in riders still working their way up the mountain bike learning curve, as there's lots of room to bail in emergency circumstances – yet the reach is long enough that more experienced riders and racers should feel comfortable.

The Fate's frame has bosses for one water bottle cage – and yes, a full-size bottle does fit. On the size 17 we tested, there appeared to be room inside the front triangle for two bottles – something that it would be nice to see on future versions of the bike for times when extra water carrying capacity is needed. The Fate's 304mm bottom bracket height (for all sizes) is on the low side and will be noticed by riders used to having more clearance. Our test frame came with no chainstay protector, but Specialized confirmed that production bikes will ship with such protection.

Equipment: A solid spec, but we weren't impressed by the contact points

Both Fate models are equipped with a mix of SRAM family and Specialized components. On the more modestly spec'd Fate Comp, the X9 rear derailleur combined with X7 shifters and front derailleur worked flawlessly, no matter how much dust or mud was thrown at the 2x10 drivetrain. The Truvativ crankset efficiently transferred power via 38-24T chainrings and an 11-36T cassette.

Having the 24-tooth ring at the front, coupled with a 36-tooth gear out back, made it possible to spin up steep climbs and made up for that "big gear" feeling that comes with 29ers that have the more standard 26-tooth inner chainring. The 17in bike has 170mm crank arms instead of the more common 175mm, and the extra leverage was missed. The 19in size comes with 175 cranks, while the 15in has 165mm cranks.

Avid Elixir 5 SL brakes did the stopping job well enough, though the rear brake had to be bled once during our five-week test. The test bike came with 140mm front and 160mm rear rotors but production bikes will come with 160mm rotors at both ends. We didn't have any issues with stopping power, whether on steep or 15-minute-long gradual descents.  

One of the best things about  the Fate was the relatively easy setup. The own-brand multi-position stem, with its four different possible angles, combined with three spacers made it easy to find the perfect position for the bars. It only took one ride on the tube-filled tires (how the bike comes out of the box) to remember why tubeless is better. What came next was the easiest ever conversion. Tubes were removed, valves were swapped and sealant was added, and less than 10 minutes later, the tires were ready to go. The pre-installed rim strap tape worked as it should.

Saddle and grip choice always comes down to personal preference and we didn't like either of the stock items on the Fate. The uncushioned, round lock-on grips aggravated our hands and wrists painfully even on short rides, so they were quickly swapped for a more ergonomic choice. The saddle was nowhere near as comfortable as it could be and creaked annoyingly. A replacement saddle did the trick on both counts.

The 1.95in Specialized Renegade Control front and rear tires would be good for racing and riding in some conditions, but weren't suited (too skinny and not rugged enough) for the terrain ridden and raced in this test. They were fine on tacky, hardpacked terrain without many rocks, but those who ride loose and/or rocky terrain will probably want something more substantial and/or grippy. We suffered two flats during testing – as many as we've had riding tubeless on other tires for an entire year. 

The Fate Comp's front suspension is handled by a RockShox Reba RL, set to 80mm of travel and with a manual lockout on top of the right leg. It performed well throughout the test. The only technical issue encountered was a non-riding one – a tiny bolt holding the cable guide onto the fork's crown snapped off while it was being taken out and put back in so we had to use a zip-tie instead. The fork can be taken apart and reset internally to 100mm of travel. However, Specialized warn that the bike was designed around the 80mm setup, so any changes will affect the handling and feel of the bike.

Tester says...

Sue George: "I normally ride bikes that aren't women's-specific. My current personal rig is a one-year-old Specialized carbon Stumpjumper 29er hardtail (not a women's bike) and I was curious to see how the Fate would ride in comparison. With due respect for the different weights, design intentions, geometries and specs, the Fate was equally fun to ride, although it did have a somewhat different feel – appropriately so, given those factors.  

"Although the 17in Fate has a 15mm shorter top tube than the 17.5in Stumpjumper, I was able to achieve a position that felt identical and equally comfortable – and I had the option to get lower over the front end on the Fate. The handling felt quicker and as a result the Fate ate up tight, twisty singletrack, with or without roots, like a dream. It wasn't quite as stable in straight slow speed rock gardens – it's not that either bike's feel was better or worse, the rides were just different.

"Specialized pros like Rebecca Rusch and Lea Davison have been racing a version of the Fate this summer with the same geometry but a higher grade carbon, though not quite S-Works. Rusch just won the Leadville 100 on her Fate while Davison raced to silver at the US National Championships and won the US Pro XCT Missoula cross country race. We're hoping that Specialized will offer a version of the higher-end frame to consumers for the next model year."

This review also appeared on Bikeradar.com.

Rocky Mountain has taken the key features of its excellent carbon fiber Element RSL and MSL cross-country dual-suspension platforms and rolled them into new, lower-priced aluminum versions in both 26" and 29" wheel formats for 2012. Entry price points now start at just US$1,899.99 for the 26" Element 10 while the top-end 29" Element 970 is US$4,299.99.

Common features include the same SmoothLink four-bar rear suspension concept as the carbon bikes - 120mm for 26" bikes and 100mm for 29ers in this case – plus tapered head tubes, BB92 press-fit bottom brackets, internal cable routing, chain stay-mounted front derailleurs for better shifting throughout the range of travel, and Rocky Mountain's clever ABC dropout and shock link pivots with lighter angular contact bushings instead of cartridge bearings.

Rocky Mountain has done a superb job of recreating the look of its carbon bikes in aluminum for the revamped Element series

Even more impressive is how Rocky Mountain managed to nearly perfectly mimic the aesthetics of the carbon bikes on the new alloy frames with beautifully sculpted tubes and gussets plus cleverly applied paint – it's so convincing that it's tough to tell the two apart at first glance.

Two-niners also get 142x12mm thru-axle rear ends for more precise tracking plus a revised geometry as compared to earlier Rocky Mountain full-suspension 29ers. Among the changes are shorter top tubes and wheelbases for better maneuverability, more compact 445mm-long chain stays, reduced bottom bracket drop for fewer pedal strikes, and slacker 70.6° head tube angles.

The Vertex 990RSL 29er carbon hardtail will be Rocky Mountain's flagship cross-country race bike for 2012

Speaking of 29ers, Rocky Mountain has virtually completely eliminated 26" cross-country hardtails from its 2012 range with the only remaining US model being the lowly entry-level Vapor and just four left overall worldwide – meaning yes, sadly, the death of the iconic Blizzard steel hardtail from the collection.

Taking their place at the table, however, are Rocky Mountain's promising new Vertex RSL 29" carbon hardtails, which promise to not only be lighter but faster and more comfortable. Joining the tapered head tube and BB92 press-fit bottom bracket shell is an enormous down tube for drivetrain stiffness and handling precision, matched to a curved, tapered, and extended seat tube and a big and broad top tube.

Taking a cue from road frame design, the chain stays are rather stocky units, too, while the slender seat stays and 27.2mm-diameter seatpost promise a relatively smooth ride.

As with the new Element 29ers, Rocky Mountain has tweaked the geometry of the Vertex RSL chassis for better agility, including a 70.25° head tube angle, a slightly shorter top tube, subtly taller bottom bracket heights, and tidy 437mm chain stays.

Claimed frame weight is just 997g and a quick 'squeeze test' is testimony to the Vertex RSL's ultra-thin tube walls but according to Rocky Mountain PR man Andreas Hestler, internal testing has shown the down tube to hold up fine to rock strikes without the aid of an add-on guard. Stainless steel plates are applied to around the bottom bracket area, though, to ward off damage from a dropped chain.

Rocky Mountain will offer two Vertex RSL models: the Vertex 990RSL with SRAM X0 for US$5,549.99 and the X9-equipped Vertex 970RSL for US$3,849.99.

This article originally appeared on BikeRadar

In 2011 Scott knocked it out of the park with their revamp of the Scale RC hardtail, bringing its frame weight down to 899g, and also building a 29in version that weighs just 50g more. For 2012, they offer a remake of the Spark full-suspension race bike that looks similarly promising.

While low weight was of utmost importance for the hardtail, the full-suspension bikes benefit from improved suspension performance and added adjustability, while maintaining their already light weights - 1,790g (claimed) for the 26in version and 1,890g for the 29er (these weights are presumably for the medium sizes with shock).

Focus on suspension travel and damping quality

Scott have focused on suspension travel and the quality of it for the new models, which are maintained as linkage operated single pivots. The 26in model bumps up to 120mm (5in) of travel, while the 29in version offers 100mm (4in). Both feature Scott's trademark TwinLoc remote lockout. This carries over from their all-mountain and trail bikes, and offers three distinct modes of travel and damping characteristics that operate via a single handlebar mounted lever. The 26in bike offers lockout, an 85mm Traction mode and 120mm open mode, while the 29in version offers lockout, 70mm Traction and 100mm open.

Along with the increase in travel and new TwinLoc remote, the Spark features a new shock called the Nude 2, which is made by DT Swiss, as with the original Nude, and weighs a claimed 220g. This offers a more progressive shock curve (with more ramp-up), and the bike has a lower shock ratio (wheel travel to shock stroke), too - 2.4 for the 26in model and 2.6 for the 29in version. This is said to offer more control; for reference the old Nude shock offered a ratio of 2.9.

Scott say the Nude 2 doesn't reach full travel until 1,100 Newton of force is applied, whereas the Nude 1 bottoms-out with 900N. The new damping curve was arrived at after engineers studied riders on the old damper. "We simulated a rider's pedaling and jerky motions made to clear obstacles, and measured their influence on the suspension," say Scott on their new Spark micro site. "Many other designs assume that a rider is static and coasting, or they only include acceleration forces on the suspension and drivetrain. We're more concentrated on suspending the movement of the rider instead of negating pedaling forces."

The TwinLoc pulls two cables at once, offering control over the front and rear dampers at the same time

While Scott have worked closely with DT Swiss on the rear shock, it's RockShox they've worked with up front: the Spark's fork features a 2012 RTC3 DNA damper that's been adapted to be remotely operated by the same TwinLoc remote that works the Nude 2. While the adjustment doesn't change the travel of the fork, as it does the rear of the bike, it selects between its three modes - lockout, platform and open - to best match the position of the rear of the bike. A testament to the truly progressive design of the new Spark is the frame's adjustable geometry via a shock mount chip, which offers a half-degree head angle adjustment and 7mm of bottom bracket height adjustment.

Carbon construction and design details

If you paid attention to last year's redesign of the Scale you'll have a good idea of what Scott have designed into the frame to avoid adding weight to this new longer-travel platform, which is also said to be stiffer and stronger. The front triangle uses the IMP 5 molding process, which molds five main pieces together. This includes the top tube shock mount, a tapered head tube with molded bearing seats, internal cable routing and all-carbon press-fit 92 bottom bracket shell, all of which shave weight and add stiffness.

The lower main pivot is wider and built to accept the same oversized axle, hardware and bearings as found on the Genius LT, although they're placed outboard in the stay rather than in the pivot. The chainstays are molded as one piece, including the all-carbon direct-post-mount brake tab and Scott's IDS SL carbon dropouts (we're guessing Integrated Dropout System), which support 142x12mm and 135x12mm through-axles, and 9mm quick-release standards.

The seatstays are also molded as a single piece and feature an additional in-molded bridge, which resides just behind the seat tube of the assembled frame. Finally, the shock swing link, called the U-Mono Link, is made from a single forged piece as opposed to the previous two-piece - plus axles - design. It's said to be both narrower, for leg clearance, and stiffer.

The IDS SL dropouts are molded from carbon and accept all of the current trail-type through-axle standards, in addition to a standard 9mm quick-release skewer

The final packages

Scott are offering three complete Spark models, surely with more to come as the tradeshows draw near: the Spark RC, Spark 29 RC and Contessa Spark RC. All three will sit at the top of their respective lines, with the Spark RC and 29 RC decked in SRAM XX and other top-end components. and molded from Scott's highest level HMX carbon fiber. Both models forgo 2011's spec of carbon wheels and DT Swiss fork, which represents the only hope of seeing a price decrease for 2012. While Scott have yet to release pricing for the new models, the 2011 Spark RC costs US$8,799.99

The women's Contessa model features the same frame design, but made with HMF fibers. It's outfitted with the same dampers but a more reasonably priced Shimano XT group and components that reflect a similar second-tier position. Weights, aside from the frames, aren't offered for the two top RC models, but Scott claim the complete Contessa Spark RC model to be just over 24lb without pedals.

This article originally appeared on BikeRadar

The Top Fuel 9.9 SSL is a replica of the bike that was ridden to victory by Trek World Racing's Mathias Flueckinger in the 2010 U23 World Cup and World Championships. It's certainly superlight, but after three months of testing, we came away somewhat disappointed. We found two issues: the rear suspension doesn’t produce the pedaling performance expected from a cutting-edge cross-country rocketship and the front end of the bike feels soft, to the point of affecting handling.

Ride & handling: Promising ride stifled by rear shock and front stiffness issues

Our first experience with Trek’s ABP suspension system came when the technology was launched in 2007 (for the 2008 model year) with the Fuel EX. That bike climbed like a champ, with a firm but active suspension platform that offered very little pedal induced shock movement or feedback. On top of great pedaling, it provided the best downhill suspension performance Trek had ever offered.

We expected a similar experience from the Top Fuel, albeit race-tuned for cross-country. Instead, we found the rear suspension disappointing. With the Fox RP2 Boost Valve shock set at Trek’s recommended 25 percent sag — roughly 150psi; about 8psi more than recommended in the setup chart — the bike wallowed and the shock sensed every pedal stroke. This made the 9.9 SSL feel sluggish and heavier than its 22.84lb (without pedals) weight.

Bumping up the spring pressure to 190psi produced good pedalling performance with ProPedal platform damping engaged but left us with just 10 percent sag, reduced usable travel by 20 percent and required us to run the rebound circuit full-closed. We also had to run the fork harder to balance the bike, resulting in the same compromises up front.

This situation wouldn't be acceptable on any bike, let alone one costing close to US$8,000. Experience with the 2009 Top Fuel suggests the suspension design is sound, so it appears to be the latest Boost Valve equipped rear shock that's caused the problem. The suspension's leverage rate appears to be overwhelming the BV controlled pedaling platform. More on this below...

The Top Fuel’s Wisconsin-made OCLV Mountain carbon fiber frame offers good pedaling stiffness, which gives kudos to the new-for-2011 full-carbon rear end. However, while the frame has been given a tapered 1-1/8 to 1-1/2in head tube and correspondingly bigger down tube this year, the front end of the complete bike lacks stiffness. This issue – which we think is largely attributable to the lightweight carbon stem and front wheel; again, more on this below – presents itself at inopportune times.

Bontrager's Race XXX Lite stem threw the performance of the front end off

Charging rock gardens at medium to high speed, the bike felt like it was bending, loading up and pushing back; in a few cases this panicked the rider and in one case it contributed to a get-off. The same sensation of flex somewhere between handlebar and tire tread could be felt when muscling the bike up steep, rocky and technical terrain in the small chainring and 36-tooth low cog, particularly when torque was applied – for example, as the front wheel fell into a hole and the rider tried to correct.

Flex could also be felt in the saddle, where the seatmast produced an annoying bounce, especially when climbing or spinning at a high cadence on dirt roads with the rear shock locked out. However, this lack of stiffness is deliberate. Michael Browne, Trek’s mountain bike brand manager, told us: “It’s by design that it has deflection. And a lot more so than the [Elite 9.9 SSL] hardtail, because it’s a suspension bike and that’s what they were trying to build into the frame.”

These issues aside, the Top Fuel handled well, with a fit and geometry that's best described as performance cross-country. It doesn’t have the super-steep head angle of the race bikes of yesteryear, but it's not progressively slack either, at 70°. Along with a 73.5° seat angle, this gives the 9.9 SSL a neutral feel. It's very well mannered on singletrack or double track in most situations.

The longish top tube (23.8in, effective, on the 18.5in size) and 100mm stem provide a fit that a Lycra-clad racer is likely to appreciate more than an all-day trail rider. The 12.9in bottom bracket isn’t too high, but also not so low that you're constantly clipping rocks with your pedals. Overall, Trek seem to have nailed the geometry on this all-out racer, and you can ride it downhill fast until you start butting up against the stiffness issues.

In fact, this is where the bike excels. When properly sagged, the downhill performance of the ABP design is up there with the best – and not just in cross-country race terms; the same platform is used on Trek's Session downhill bike. We threw it on the ground a few times (ie. crashed) without any repercussions, which speaks well for its durability, and we also think it looks darn good.

Equipment: Replica component complement offers good performance, with exception of stem

Despite our misgivings with the rear shock and front end of the Top Fuel, Trek have left no possible hiccup in the specification of this bike. A full complement of Shimano’s new M980 XTR is paired with Bontrager’s top-level XXX components including their carbon rimmed wheelset, carbon stem, RXL handlebar and Evoke 4 saddle with carbon rails. Heck, even the top cap on the Cane Creek IS-3 headset is molded from unidirectional carbon. This thing is blinged out.

The new Shimano XTR offers rougher, yet faster and more forceful shifting performance than previous editions of the top-level group. The 42/30t double crankset paired to the 11-36t cassette providing all of the range any racer will need, World Cup or otherwise. The brakes offer a major step forward in power, even in their cross-country configuration, all the while maintaining the high level of modulation that Shimano brakes are known for.

For cross-country racing, we find two-ring cranksets provide the best possible performance

The 28-spoke wheels are sexy, though we wished the front was stiffer – or 15mm axle compatible. We’ve reached the point where through-axles can be appreciated by all, even World Cup cross-country racers, and in this case the axle may have added crutch to the soft front end of the bike. Despite the carbon rims, the wheels survived occasionally being bounced off rocks and tire pressures of 25psi.

Our bike came with Maxxis CrossMark UST tires, which added considerable weight (705g each, claimed) when compared to the super-light (370g actual), super-fast-rolling 120tpi Bontrager XR0 tube-type tires that grace the production bike. Note that the proper spec tires, set up tubeless like Trek World Racing run them, will drop 670g or 1.47lb, bringing the total package to 21.37lb without pedals and likely still under 22lb with pedals — darn light for a full-suspension rig.

One last issue: replacing the rear derailleur cable requires the cranks and bottom bracket to be removed, while a rear brake line change is even more laborious, involving the additional removal of the fork and the brake line’s threaded lever attachment.

Conclusion: Parts swaps could radically change this bike, but that shouldn't be needed at $8k

A bike costing close to $8,000 should be close to perfect, not hampered by rear shock issues and a lack of front end stiffness – both of which have been confirmed by our technical editor, James Huang. Trek have produced some amazing bikes over the past few years – including the 2009 Top Fuel we reviewed – so we decided to do a bit of digging to get to the root of the problems we encountered with the 2011 bike.

After explaining our issues with the rear shock to Fox Racing Shox’s race team suspension department, we sourced two different mdoels – a Float RPL and prototype RP2 Boost Valve model with a firmer ProPedal platform. We also sent the original RP2 remote shock back for evaluation, just to make sure it was working properly, which it was.

We tested the Top Fuel 9.9 with additional Fox shocks and found the Float RL to best suit our — and the bike's — style. Note that it comes with Fox's Float RP2 Boost Valve shock

The Float RPL offered three settings – open, ProPedal and full lockout – while the prototype used different internals to limit Boost Valve bleed and offer a firmer platform. Both shocks worked better than the original RP2, but the prototype still had too light a pedalling platform, which left us with the RPL as our preferred option for the Top Fuel. Whether on its non-Boost Valve ProPedal setting or full lockout, it gave the bike reasonable manners. The 9.9 SSL wasn’t vaulted to the top of the class, but performance at least fell into an acceptable range.

Fox’s 90g handlebar remote (weight includes cable, housing and shock mounted hardware) doesn't work with the Float RPL. Considering this, and that Trek want to offer handlebar control for both front and rear suspension, we believe the bike would be best equipped with Fox’s stalwart Float RL. This shock would also make the most of the ABP design's excellent downhill performance, offering a firm locked out pedaling platform that can be remote actuated but opens fully for the downhill.

Trek World Racing appear to have also worked through this. According to Fox, while the squad use a range of rear shocks with their Top Fuels, the racers can most often be found on the Float RL. However, Michael Browne, Trek’s mountain bike brand manager, told us that, while he can see the appeal of a full lockout shock to top-level racers, the production Top Fuel is aimed more at the type of rider who "goes up to the BC Bike Race, does 100-milers or 24-hour races".  "The conception of this bike... was more about a fighting weight cross-country bike that had trail bike performance to it," he told us.

As for front end stiffness, Trek say the 2011 Top Fuel was four percent stiffer in their full frame torsion test than the 2009 model (which had alloy chainstays). That, in turn, was claimed to be 33 percent stiffer than the 2008 model. (For comparison, The 2011 Fuel EX trail frame is said to be 20 percent stiffer than the 2011 Top Fuel, and 200g heavier.) So, if the flex isn't coming from the frame – or at least not all of it – what's to blame?

The e2 head tube points in the right direction, we'd just like it to be slightly better supported.

On the recommendation of Travis Brown, mountain bike race icon turned Trek product tester, we tested the bike with a different front wheel and a trail-bike-oriented stem. The stock Bontrager RXXXL rims and stem are made from carbon fiber and skewed toward the ‘light’ side of the performance equation. “I think all of our paradigms for stiffness are changing based on [today’s] forks and axles,” said Brown. “I have that bike, but I ride it with a 15mm fork. Set up that way, I feel like that frame, torsionally, is a little better than a [Fuel] EX.”

Switching the wheel and stem separately identified that much of the flex was coming from the carbon RXXXL stem, with the rim adding a little extra vagueness on top. After changing both components, the Top Fuel fell into a more normal and comfortable stiffness range. It was still notably softer than super-stiff rivals like the new Rocky Mountain Element RSL, but in line with other cross-country race bikes.

If you're thinking of buying a 2011 Top Fuel, we think it's worth considering whether the 20 percent stiffer, 200g heavier Fuel EX might better suit your riding style.

This review first appeared on BikeRadar here.

The Specialized Epic Comp Carbon 29 is an excellent companion for those fast, all-day cross-country trail outings when you've got a lot of ground to cover and little time to do it. The proven four-bar rear suspension design lends 100mm of smooth travel while the corresponding Brain auto-lockout shock ensures it only moves when it should, the carbon fiber front triangle saves some weight and adds handling precision over an equivalent aluminum structure, and fast-rolling 29" wheels simply devour smaller obstacles and help maintain momentum.

As has been the case for years, one of the brightest points of Specialized's 'FSR' shorter-travel full-suspension designs is the true four-bar rear end's ultra-active personality that stands in contrast to some other short-travel configurations that can have a distinctly tauter feel, particularly on smaller features. On rougher terrain the Epic setup is fantastically adept at maintaining tire contact and has a gently progressive spring rate that makes good use of its modest 100mm of movement while still lending that characteristically smooth, pillowy ride that oftentimes can literally save your ass after a long day.

Unlike even the best standalone four-bar variants, though, the auto-lockout FlowControl Mini Brain rear shock only lets the suspension do its thing when needed so that supple performance is also paired with superb pedaling efficiency - and now that Fox Racing Shox handles the shock manufacturing, these latest units actually seem to be holding up as they should. It sounds too good to be true but the Brain genuinely does work: dial in the bump threshold to your desired level of firmness and there's zero visible movement on smoother ground whether you're deftly spinning away in the saddle or mashing gears out of it.

Epic-equipped Specialized factory team riders have even racked up some notable victories in short track - a discipline rife with violent efforts and pedaling bursts that will decimate spongier setups.

Moreover, the switch from locked-out to active is effectively instant and very predictable, particularly in more technical areas where you really need to know if the suspension is going to move beneath you. In most cases the transition from open to closed is nearly imperceptible, though it can take a few rides to get used to the feel at firmer threshold settings. At that end of the range, the system still opens up at the first obstacle you encounter but the sensation - and sound, oddly enough - is eerily similar to bottoming out a tire on a rock.

Handling characteristics are well suited to the Epic Comp Carbon 29's all-day persona with a not-too-quick 70.5-degree head tube angle (remember, we're talking about 29" wheels here) and the same bottom bracket height as Specialized's 26" Epic. Coupled with the reasonably wide 680mm flat bar you can confidently toss the Epic into dicey high-speed corners, lean on that outside pedal and firmly set your line with little chance of getting bounced off. The wheelbase is just 13mm longer than the smaller-wheeled Epic, too, so the bike is still appropriately eager to switch direction.

While the wheelbase is only slightly longer than the 26" equivalent, the more substantial total end-to-end length can still make for tough going in especially tight situations where you need every bit of space to maneuver. It's a bit of a two-edged sword: the bigger wheels more easily claw their way up and over obstacles, especially at slower speeds, but you've got to be a little more aware of where everything is at the same time. This played out on one particularly tight uphill switchback on one of our regular test loops that's tricky on even longer-travel 26" bikes on account of its rocky ledge right at the apex but we consistently nailed it on the Epic Comp Carbon 29.

Specialized doesn't equip the Epic Comp Carbon 29 with a thru-axle fork but front-end rigidity is still better than one might expect even when there are a lot of lateral loads on the front wheel, making those excellent handling figures quite predictable as well. The bulbous carbon main triangle includes a tapered head tube and matching aluminum steerer while the conventional quick-release open dropouts couple with an old-yet-new trick: giant hub end caps (think back to aftermarket offerings in the early 90s) that offer better bracing against unwanted movement than conventional dimensions plus a thru-bolt skewer (the return of the Skraxle!) with a repositionable lever design borrowed from DT Swiss.

Carbon-plus-aluminum helps keep the weight down without breaking the bank

The Epic Carbon Comp 29 is Specialized's least expensive model in the family to come equipped with a composite frame but lesser fiber blends are used relative to the top-end versions to help keep costs down and there's also a welded aluminum rear triangle instead of a full-carbon setup but still with cartridge bearing pivots throughout. As a result, the 2.63kg (5.80lb) frame weight is good but not great considering the short travel and US$4300 price tag - that the bike rides and pedals so well is further testament to the Brain's effectiveness and the refined suspension design.

Included features are well in keeping with the times so you can at least be reasonably confident that your purchase won't be outdated too quickly. In addition to the aforementioned tapered front end, Specialized also equips the Epic Comp Carbon 29 frame with a PressFit 30 bottom bracket shell - though in this case, it's filled with an adapter for threaded cups. There are also extra guides to run a remote telescoping seatpost if so desired, too.

Specialized may have downgraded to aluminum stays but the designers have thankfully retained the clever 142 Plus rear hub system. Similar to the X-142 system originally developed by Syntace, 142 uses thru-axle rear dropouts and a wider 142mm outside-to-outside hub dimension for a stiffer rear end. Specialized goes one step further, however, by also pushing the business ends of the hub a few millimeters further apart for better spoke bracing angles and improved wheel stiffness (other 142mm hubs generally use the same shells as conventional 135mm OLD models).

Guided dropouts make for speedier rear wheel changes relative to many other thru-axle designs, too, while the clever replaceable rear derailleur hanger design means you only have to carry spare aluminum bolts (one extra is included), not complete hangers. The post mount rear brake tabs are even compatible with 140mm rear rotors should you decide to go all weight weenie with upgrades later on.

Wider rear hub spacing notwithstanding, there's still one Achilles' heel in terms of rear-end flex: the diminutive seat tube-mounted swing link. True, it's light and tidy but also only minimally braced where the seat stays attach, resulting in a hint of lateral flex when you're really leaning hard through a corner.

Awesome spec - give that product manager a raise

One might be forgiven for describing the parts package on the Epic Comp Carbon 29 'eclectic' but in reality, the somewhat hodgepodge selection of bits is carefully tweaked to extract the most benefit from the 29" wheels while also generally helping the bike feel faster than its 12.02kg (26.50lb) actual complete weight without pedals might otherwise suggest.

Wheels are fairly conventional with tubeless-compatible alloy rims made by DT Swiss and sealed cartridge bearing hubs front and rear. They're light enough and adequately rigid, plus they held up well during testing with the exception of one small dent (that was easily repaired later) after an especially nasty rock hit. Specialized has wisely wrapped those with its top-end S-Works Renegade and Captain tires, though.

The low-knob Renegade rolls ridiculously quickly, grabs surprisingly well on bare rock, and floats through deep sand, yet still offers decent drive traction even on looser terrain if you get your pressures right (just stay away from mud). At the other end, the knobbier Captain delivers a more confident purchase to pull you through a wider range of conditions. Cornering grip up front is good on loose or soft dirt but still sketchy on loose-over-hardpack or hardpack, though - and overall performance on exposed rock could definitely be better.

Both tires are truly feathery at well under 500g apiece to help mask the 29" wheels' greater mass, too. Bear in mind that they come equipped with tubes from the factory but are readily convertible to tubeless - lopping 130g of rotating weight off in the process as a bonus. Just be mindful on jagged rocks as the paper-thin casings sacrifice some durability to shed those grams.

SRAM handles the lion's share of the spec with its RockShox Reba RLT 29 fork, Avid Elixir R SL brakes (custom tuned for Specialized with alloy-backed pads), an X9 rear derailleur, and an X7 direct-mount front derailleur and trigger shifters. The lone exceptions are a KMC chain and smooth-shifting Shimano 12-36T cassette.

Braking power and modulation was ample and predictable - though we definitely missed the bite point adjustment to balance the two sides - and there was little to fault with the shifting performance aside from the disappointing lack of tactile feedback in the X7 triggers. The SRAM S-1250 crankset isn't especially light with its solid-forged arms but on the plus side, Specialized has fitted 24/38T chainrings that are better suited to the Epic's 29" wheels than SRAM's stock two-ring offerings and the latest GXP external-bearing bottom bracket spins with far less friction than earlier units that don't feature the latest Gutter seal design.

The rest of the bike is finished off with Specialized-branded bits including the aforementioned flat alloy bar, the handy adjustable-angle aluminum stem, competent alloy seatpost with its easily adjusted and secure one-bolt head, and well shaped (if perhaps a tad firm) Phenom Comp saddle.

More detailed thought can be found in the disc rotors and lock-on grips, both of which vary in diameter with frame size. Heck, even the down tube comes with thick protective tape pre-applied to the underside to guard against rock strikes. Some might lament the brake and derailleur lines dangling below the bottom bracket shell but we had no problems during testing.

Hardly cheap but wants for little

US$4,300 is far from pocket change but in all fairness, Specialized's Epic Comp Carbon 29 is well appointed straight out of the box and offers a stellar suspension package with sorted handling. Hardcore racers will likely still want something a bit lighter but it wouldn't be terribly difficult to cleave some significant mass later on as parts wear out and the frame is well worth additional upgrades.

For general cross-country use and especially marathon-type events, though, this thing is just about dialed. Just be sure to bring enough food and drink for the day.

Price: US$4,300
Available sizes: small, medium (tested), large, extra-large
Weight: 12.02kg (26.50lb) complete, without pedals; 11.89kg (26.21lb) when set up tubeless; 2.63kg (5.80lb) bare frame with shock, rear derailleur hanger, seatpost collar, bottom bracket adapter sleeve
Pros: Brilliant Brain auto-lockout, stiff carbon front triangle, reasonable weight, excellent manners in rocky terrain, highly thought-out spec, feels faster than you'd expect
Cons: Vague SRAM X7 shifters, somewhat fragile tire casings, wish it were lighter for the price
Cyclingnews verdict: 4 stars
More information: http://www.specialized.com

Full specifications

Frame: Specialized Epic Comp Carbon 29, FACT 9m carbon fiber front triangle, M5 aluminum chain stays and seat stays, 100mm travel
Available sizes: S, M (tested), L, XL
Rear shock: Fox/Specialized remote Mini-Brain with inertia valve and Brain Fade adjust
Fork: RockShox Reba RLT 29, tapered alloy steerer, 100mm travel, standard dropouts
Headset: FSA Orbit tapered
Stem: Specialized XC
Handlebars: Specialized XC Flat, 680mm
Tape/grips: Specialized lock-on, size-specific
Front brake: Avid Elixir R SL w/ alloy-backed pads, 160mm or 185mm rotor depending on size
Rear brake: Avid Elixir R SL w/ alloy-backed pads, 160mm rotor
Brake levers: Avid Elixir R SL w/ tool-free reach adjust
Front derailleur: SRAM X7
Rear derailleur: SRAM X9
Shift levers: SRAM X7
Cassette: Shimano HG-81, 11-36
Chain: KMC X10
Crankset: SRAM S-1250, 38/24T
Bottom bracket: SRAM GXP with PressFit-86 adapter
Pedals: Resin test ride pedals
Rims: DT Swiss X450SL
Front hub: Specialized Hi Lo disc, 32h w/ oversized end caps and RWS thru-bolt
Rear hub: Specialized Hi Lo 142+ Disc
Spokes: DT Swiss Champion 15g
Front tire: Specialized S-Works The Captain, 29x2.0"
Rear tire: Specialized S-Works Renegade, 29x1.95"
Saddle: Specialized Body Geometry Phenom Comp
Seat post: Specialized 2014 alloy

Trek was one of the earliest proponents of carbon 29" hardtails and its latest Superfly Elite 29er hardtail gets a wholly revamped frame for 2011. The test period has only just begun but it's already evident that this new version is notably sharper and leaner than its forebear.

Ride and handling: stiffer chassis delivers quick moves but a stiff ride, too

The Superfly's standout feature is its brilliant handling, courtesy of the Trek-exclusive G2 fork crown and its increased offset that produces trail figures similar to those of a standard 26"-wheeled bike. While other 29" frames can produce good handling characteristics via slightly steeper head tube angles or by simply having ultra-stiff, flex-free front ends, the Superfly tackles the root of the issue and just feels flat-out 'normal' with little to no adjustment period required.

High-speed stability is rock-solid as you'd expect from a two-niner but it's the low-speed stuff where the G2 design really shines. There's nary a hint of wheel flop and when the usefully wide Bontrager Big Sweep carbon bar with 12 degrees of rearward bend and short 90mm stem are added in, even tight corners are reduced to a simple matter of point-and-shoot as long as there's enough room for the 1,116mm wheelbase.

The newly puffed-up frame only further bolsters that intelligent geometry as there's now a greater sense of solidity to the structure overall. It's especially noticeable when you're bombing through sketchy terrain or muscling the bike out of the saddle as there's little front-end twang to pop you off your line. The 20mm front travel bump to 100mm augments the bike's abilities on a wider selection of terrain, too.

That added chassis rigidity also helps counteract the negative effects of the bigger wheels – namely their extra mass and inertia. While they'll never feel as quick to spin up as a feathery set of 26" hoops, the Superfly at least does a good job of the additional heft with its direct power delivery, all while still offering the same benefits – namely the ability to roll through and over obstacles with greater ease, the enhanced stability in technical terrain and the improved drive and cornering tracition.

In general, this latest iteration is less twangy and springy than last year's version and definitely more of a honed cross-country racer than it's ever been.

Ride quality leaves a bit to be desired, though, as while the Superfly is stiff everywhere it should be, it's stiffer than we'd like it to be elsewhere. Trek frame designers have specified a smaller-diameter 27.2mm seatpost to help lend a bit of cushion to the rider's back end but that's only useful when seated and it's plainly evident that there isn't much movement inherent to the frame itself.

This doesn't detract from the bike's thoroughbred capabilities but it does give us a bit of pause for multi-hour trail days and upcoming enduro events planned for later this season.

Frame and equipment: borrowed road tech and a high-performance, no-nonsense build

The new Superfly carbon frame borrows a few key features from other items in the Trek corporate design bag, namely the tapered 1 1/8"-to-1 1/2" tapered front end and 95mm-wide integrated bottom bracket shell – both with molded-in bearing seats that eliminate the redundancy of aluminum collars and sleeves.

Trek has also subbed in sleeker carbon fibre dropouts in place of the old alloy units though the faces are still protected by slim bolt-on aluminum plates that protect against aggressively knurled hub end caps. Down below, a glued-on Carbon Armor rubber cap protects the down tube and bottom bracket area from rock strikes so there's at least some assurance that this thing will withstand some abuse.

Much has been written about whether shorter riders can fit on 29" bikes and Trek deserves some major kudos here. Despite the bump to 100mm of travel up front, Trek still manages to include a 15.5" size in the range and keeps head tube lengths admirably short to help yield suitable bar heights. If you need more proof, consider that even team rider Willow Koerber seems to manage just fine at a height of just 1.57m (5' 2").

Naturally, Trek's in-house Bontrager division supplies as much as possible, including the Race X Lite FCC Scandium Disc 29 wheelset and matching tires, the aforementioned carbon bar and forged aluminum stem, as well as the comfy Evoke saddle and carbon-wrapped Race X Lite ACC seatpost. As we've already mentioned, the seatpost doesn't flex as much as we'd like on a hardtail like this but otherwise the rest of the bits are showing lots of promise.

The wheels are a noticeable improvement over some older 29" Bontrager wheels we've sampled in the past what with their taller flanges and modest bump in lateral stiffness, the swept-back Big Sweep is easy on the hands and provides much-welcome leverage over typical cross-country bars, and the Evoke saddle is supportive and comfy as we've noted in the past. So far, so good.

The jury's still out on the Bontrager tyres, though. The Subaru-Trek team mechanic was kind enough to expertly build our bike before we picked it up and subbed in a set of Bontrager XR3 tyres – his personal choice for local Colorado conditions. The open tread and meaty knobs grip pretty well on both loose terrain and hardpack and they're light at a claimed 545g apiece but the casings are rather stiff and small (despite their 2.1" marking), and they're not the fastest rolling on harder surfaces, either.

However, the verdict still stands on the lightweight Bontrager Race X Lite foam grips. For sure they're extremely light but they also tend to spin on the bars and they're not all that comfy. If foam grips are a must-have on your equipment list, ESI's silicone foam rubber jobbies are still the way to go (and coincidentally, what the team uses, too).

On the other hand, the SRAM XO group has been faultless for the first few rides. Shift quality has been on par with the much more expensive XX but with a firmer and more familiar lever feel, and the corresponding hydraulic disc brakes offer excellent lever feel along with easily controllable power.

Truvativ's Gutter-equipped GXP bottom bracket bearings seem much improved over older versions as well with far less initial drag and despite the two-piece construction, the carbon-and-alloy cranks are rock solid and thus far, creak-free.

Gearing is spot-on for the bigger wheels, too, with direct-mount 26/39T rings and a 12-36T ten-speed cassette.

Total weight for our tester as pictured is just 10.11kg (22.29lb) – 400g (0.88lb) heavier than the Scott Scale 29 RC we just wrapped up but more than US$2,000 cheaper at US$4,729.99.

Stay tuned for a more thorough long-term report once the local trails are in more consistently rideable condition but we're very impressed with Trek's latest big-wheeled racer so far.

Specifications - at a glance

Price: US$4,729.99
Weight: 10.11kg (22.29lb) as pictured, without pedals
Available sizes: 15.5", 17.5" (tested), 19.5", 21", 23"
Pros: Natural-feeling Trek-exclusive G2 front end geometry, newly found chassis rigidity, very lightweight, superb SRAM X0 componentry, seemingly effective FCC hub design, reassuring Carbon Armor cladding, generous size range
Cons: Frame has minimal built-in comfort, grips are awful
More information: www.trekbikes.com/us/en/bikes/gary_fisher_collection/

Cyclingnews verdict: 4 stars

Full specifications

Frame: Trek Superfly Elite
Fork: Fox Racing Shox 32 F29 FIT RLC, custom G2 geometry
Headset: Cane Creek IS-2/ZS-3, 1 1/8"-to-1 1/2"
Stem: Bontrager Race X Lite
Handlebars: Bontrager Race X Lite Carbon Big Sweep
Tape/grips: Bontrager Race XXX Lite
Front brake: Avid XO, 160mm rotor
Rear brake: Avid XO, 160mm rotor
Brake levers: Avid XO
Front derailleur: SRAM XO
Rear derailleur: SRAM XO
Shift levers: SRAM XO
Cassette: SRAM PG-1070, 12-36T
Chain: SRAM PC-1071
Crankset: Truvativ XO, 39/26T
Bottom bracket: SRAM GXP, press-fit for BB95
Pedals: n/a
Wheelset: Bontrager Race X Lite FCC Scandium Disc 29
Front tyre: Bontrager 29-2 Team Issue, 29x2.1"
Rear tyre: Bontrager 29-2 Team Issue, 29x2.1"
Saddle: Bontrager Evoke 3
Seat post: Bontrager Race X Lite ACC

Despite the current Specialized Epic having debuted just a couple of years ago, there's now an all-new model for 2011. That's a pretty quick design turnover, but there's a good reason for it - Specialized wanted to tackle the high-end 29er full-suspension market, which meant doing an Epic 29er in carbon. At that point, redesigning the 26in bike was an obvious next step.

The 2011 Epic is a rare example of the design of a 26in bike being driven by the needs of a 29er. Specialized's engineers, led by mountain bike engineering manager Jan Talavasek, were aiming to overcome the fact that bigger wheels and frames are inherently more flexible - stiffness was a primary design goal. Everything that the team came up with found its way into the 26in bike too.

A bike this light will always flatter on the climbs, but it's not just weight that helps - the sorted Brain suspension has all the traction-grabbing ability you'd expect on loose or rough ascents. The previous model delivered extra trail sensibility and the new one carries on in a similar vein. When a bike rides this well, you don't want to stop.

Ride & handling: Out-of-the ordinary, full-paced ride

We rode the S-Works Epic on an all-day singletrack loop, taking in sections of the Colorado Trail, a 500-mile route through the Rockies. The first impression was one of speed. This is an awesomely fast bike, even when the engine is somewhat hampered by operating at 11,000ft. A lot of that is down to its feathery weight, but low mass isn't the whole story.

Often, flea-weight bikes feel twangy and nervous, but all the work that went into making the Epic stiff has paid off - it's not just eager under power, it's poised in corners too.

The test bike did have a secret weapon in the shape of its carbon-rimmed Roval Control SL wheels. At 1,200g a pair they're amazingly light, but don't feel as flimsy as you'd expect. Production Epics will come with aluminium rims that weigh a little more but still feature the stiffness-enhancing range width tweaks.

Specialized has been pushing its Brain inertia valve shock tech for years. From an uncertain start it's been continuously developed, and the setup on the 2011 Epic leaves little grounds for complaint. The transition between locked-out for smooth trails and open for bumps is usually scarcely detectable and the Mini Brain rear shock and E100 fork work well together. There's also a useful range of threshold adjustment at both ends, so you can almost always have it locked-out, except for the big stuff, or a setup that's nearly always open.

Despite the Epic's race-oriented demeanour, Specialized has kept the handling balance conservative. Some cross-country race bikes are tricky at higher speeds or over rough ground, but the Epic is friendly. There's no lack of agility in the twisties, but you can give it its head when things open up, and it will hold a line.

On the flowing descents of the Colorado Trail it was spectacular - fluid and poised over the bumps and through corners, and like lightning out of bends and up short rises.

Frame & equipment: Brain shock concept has come of age

While the general layout of the Epic's rear suspension is unchanged, some tweaks have been made. There's now a seatstay bridge, with a removable shock mount at the front end of the seatstays to permit assembly. The seatstays themselves have a new hockey stick profile, with the rear end incorporating the chainstay pivot, through-axle carrier, brake mount and Brain inertia valve mount (the latter two on the non-drive side) into a light carbon fibre moulding.

The X12 142x12mm through-axle rear wheel system is found on a lot of 2011 bikes, but not many in the Epic's category. Specialized has taken advantage of the fact that it build its own wheels to make the most of the extra width. Rather than using the extra axle length to engage in frame slots to ensure wheel alignment, they've moved the cassette 2mm outboard to accommodate wider range spacing for a stiffer wheel.

"By moving the flanges further apart, we have over 20 percent stiffness increase just in the wheel," Jan explains. The system is called 142+. The Epic will take any X12 wheel, but the Epic-specific Roval 142+ wheels won't fit other X12 frames. 142+ is a tool-free design and racers will be glad to hear Specialized say it's at least as fast to change a wheel as with a conventional quick-release dropout.

Standard spec on the S-Works are Roval Control SL wheels - with 24 spokes front and rear, a DT freehub mechanism and a carbon/alloy front hub with oversized end caps - that increase stiffness when combined with the Specialized Future E100 inertia valve fork. Less expensive Epics (and the 29er models) will come with RockShox Reba forks with Brain inertia valve internals, but Specialized is sticking with its own fork on the flagship model. A bijou Mini Brain shock suspends the back end.

Up front, the main frame is all carbon fibre. The extra top tube strut on the 2010 Epic has gone (except on the L and XL sizes), to be replaced by a generous flare. The tapered head tube takes a 1.125/1.5in headset, while the bottom bracket shell is sized for the press-fit 30 system. As is traditional on a high-end Specialized, you'll find the company's carbon fibre crank arms on the Epic, with a spider designed to take 29/36 SRAM XX chainrings. The complete bike comes in just under 10kg (21.4lb).

Tester says...

Mike Davis: "When the first Brain-equipped Epic came out we were sceptical. It was unpredictable, didn't help much on bumpy climbs and lacked adjustability. While we're still not 100 percent sold on the concept for long-travel bikes, on the 100mm Epic it's a bona fide asset. Stir in the stiffness boost in the back end and the ultra low weight and you've got a winner, whether you're racing or not."

Specifications

Frame: FACT carbon fibre
Fork: Specialized E100 Future shock, inertia valve, 100mm travel
Rear shock: Fox/Specialized Mini Brain, inertia valve, 100mm travel
Brakes: Avid XX World Cup R 185/160mm (F/R)
Cranks: S-Works Carbon OS, 49/26 chainring
Rear derailleur: SRAM XX
Front derailleur: SRAM XX
Shifters: SRAM XX
Saddle: Specialized BG Phenom
Seatpost: S-Works carbon
Stem: Syntace
Handlebar: S-Works carbon
Top Tube (in): 24.2 in
Wheelbase (in): 44.25 in
Tyres: S-Works Fast Trak 2.0in (F) Renegade 1.9in (R)
Front wheel: Roval Control SL
Rear wheel: Roval Control SL
Bottom bracket height (in): 13 in
Chainstays (in): 16.7
Seat tube (in): 18.2 in

Price: £6199.99
Available sizes: S, M, L, XL
Weight (kg): 9.7
Weight (lb): 21.4

Specialized increased its ever-popular Stumpjumper FSR to 140mm of suspension travel for 2010 and, while travel doesn’t necessarily define a bike, it was a shift that was widely perceived as taking the FSR into a more hardcore riding category than cross-country trail riding.

The company also had its 120mm FSR XC bikes, but that range was always designed to be a budget line-up rather than a shorter-travel alternative. Which brings us to 2011 and the all-new Camber range. Specialized’s pitch for the Camber is “everything you need, nothing you don’t” – it’s intended as a gimmick-free all-rounder for riders who don’t feel the need for stacks of travel.

At £2,099, the Camber Pro is the top of the range. At that price, it overlaps the lower end of the Stumpjumper FSR line, making the decision to go Camber or Stumpy a direct choice for trail riders. We suspect that many riders have been waiting for a bike like this. It's a decent weight at under 27lb and delivers a lively yet confident ride. Much like Trek’s Fuel EX, it impresses simply by tackling trails that, on paper, it ought to be more challenged by.

It’s not that the suspension feels like there’s more travel than there actually is, it’s mainly the sorted handling of the Camber that makes a difference. Even when the fork and back end are clearly getting out of their depth, the bike still manages to hold its line. You’re certainly likely to find yourself thinking long and hard about how much travel you actually need.

Ride & handling: Lively, confident and cleans lines you'd expect a 120mm bike to struggle over

The Camber is a perfect example of how a bike’s capability is dictated at least as much by its shape as by its travel. While it's 20mm shy on travel compared with its Stumpjumper FSR brother, the Camber’s user-friendly geometry means it’ll carry you through rough terrain that you might have expected to need more bounce for.

In some respects we prefer the shorter-travel platform. We’re happy to live without the Brain inertia valve on the shock that you’ll find on posher Stumpjumpers, and the Camber has a slightly tauter feel that encourages you to make more of the trail than just battering across it (although that approach works surprisingly well too).

If you’re used to a 3x9 transmission setup, the Camber Pro’s 2x10 front chainring configuration takes a little getting used to. There’s plenty of range there, with the 24/36T low being a whisker lower than the usual 22/32T, and the 38/11T high really only feeling lacking on roads.

The jump between chainrings is bigger than a typical triple, although the actual shifts are smooth enough – we’ve never been particularly impressed by mid-range SRAM front mechs, but only having two rings to deal with gives the X7 derailleur an easy life.

The suspension is characteristically vice-free – there are no weird idiosyncrasies so you can give your full attention to riding. It’s got a robust feel (although we’d love to see a through-axle fork) and, unless you go completely bonkers, never gives the impression that you’re asking too much of it.

The Camber Pro could bear meatier tyres, though – while the 2.0in Captain treads are decent enough and roll easily, there’s not a great deal of volume there. There’s definitely space in the frame, plus the geometry and suspension performance, to use bigger tyres.

Frame: Hydroformed chassis which takes design cues from its bigger brother

The Camber’s family resemblance to the Stumpjumper is pretty clear. Specialized have been moving most of their suspension bikes across to the in-line shock design, where the shock is aligned with the seatstays. On the Camber, the shock is driven directly from the end of the seatstays, with a one-piece forged linkage connecting the stays to the seat tube to keep everything in line.

You won’t find any carbon fibre here, with the Camber frame using Specialized’s M4 aluminium throughout. Inevitably, there’s lots of hydroforming going on to save weight, and the pivots on the seat tube are hydroformed rather than being separate forged pieces welded on to simplify manufacture. Up front, there’s an oversized head tube for an integrated headset.

Both gear cables and the rear brake hose are routed under the bottom bracket, with continuous housing runs secured by bolt-on cradles. There are also guides along the top tube for a remote adjustable seat post, should you wish to fit one. You get one set of bottle bosses inside the main triangle, although it’s a bit of a squeeze to get a 750ml bottle past the shock on any frame smaller than the large.

Equipment: Well thought out spec, with carbon cranks and other big name kit

For the money, the spec is impressive. The SRAM carbon fibre cranks and Shimano XTR Shadow rear mech grab attention, but Specialized haven’t cut any obvious corners to include them – most of the rest of the transmission is Shimano SLX, while Avid Elixir R SL brakes do the stopping. The unique-to-Specialized Fox Triad shock that’s been around in various forms for years puts in an appearance, with a three-way lever for fully open, ProPedal or locked out settings.

There’s also a lockout on the Fox F120RL fork, although you’ll have to make do with conventional quick release dropouts. There are some subtle details among the component choices that show that someone has really thought about this bike. While you don’t get a through-axle fork, the front hub features a DT RWS screw-through axle and oversized end caps that increase the area of the hub/drop-out interface to boost stiffness.

While both ends feature 2.0in Captain tyres, the one at the front is a supple, lightweight, high thread count S-Works model while the rear is the Control version with a beefed-up casing, on the grounds that rear tyres tend to take more stick than front ones. We also appreciate the bigger brake rotors on larger bikes – the L and XL frames get a 203/185mm combo, compared with the 185/160mm combo on S and M frames.

Tester says...

Mike Davis: "It's good to see Specialized re-entering the 120mm trail bike fray with the Camber – the Stumpy FSR is a good bike, but for many riders it's too much. Taking the Stumpy's trail-friendly geometry and mixing it with a simple, lightweight, shorter-travel chassis is a great move, and the result will prove stout competition."

Trek's latest Top Fuel cross-country full-suspension flagship wears a similar profile from the previous version but little else with improvements made in terms of weight, stiffness, durability, and even cable routing for 2011.

Last year's aluminum chain stays get replaced with a one-piece OCLV carbon fibre unit that alone is said to shave 100g from last year, making the claimed frame-plus-shock weight now just 1.85kg (4.08lb).

Despite the lighter weight, a newly tapered 1 1/8"-to-1 1/2" head tube plus the correspondingly bigger down tube boosts the front triangle torsional stiffness for more precise handling, too, while a shift from Trek's weight-focused OCLV Red carbon fibre blend to the more durable OCLV Mountain borrowed from the company's Fuel EX and Remedy models also supposedly improves impact resistance by 25 percent.

Trek has even moved to internal cable routing on its 2011 Top Fuel, though it's not only for cleaner aesthetics. According to Trek mountain bike brand manager Michael Browne, the new Internal Control Routing system protects the front and rear derailleur and rear shock lockout cables from contamination while the carefully placed entry and exit points substantially cut down on extraneous sounds while riding.

Mechanics will note that none of the cable paths are fully guided and running the rear brake line will require detaching the hose from either the lever or caliper and a subsequent system bleed.

But on the bright side, the exit points feature removable aluminum stops so there's at least a bigger target to shoot for and cleverly concealed internal clamps firmly affix the brake line in place at either end so that it can't migrate along the frame. And despite the more involved setup procedure, the sealed nature of the system should hopefully make for less frequent cable replacements, anyway.

Otherwise, last year's main features carry over, including the Full Floater dynamic shock mounts for a more carefully controlled feel throughout the 100mm travel range, a lightweight one-piece magnesium EVO upper link for good rear triangle rigidity, Active Braking Pivot dropouts for improved traction when the rear brakes are applied, direct press-fit bottom bracket bearings, and a semi-integrated seatmast frame layout.

The new carbon frame will come in three models for 2011 plus one women's-specific version with prices ranging from US$4,199.99 to US$7,659.99.

Way off at the opposite end of the usage spectrum was another Trek model that caught our eye. The Transport+ - part of the Gary Fisher Collection - is a dedicated longtail cargo bike intended to be a legitimate replacement for an automobile for shorter journeys.

Features include an extra-long wheelbase and giant built-in rear rack system similar to Xtracycle's setup complete with flip-up lower shelves, an enormous top shelf, and massive water-resistant panniers that are sized to hold two full-sized paper grocery bags each (the bike will only come with one - you'll unfortunately have to purchase the other one).

Naturally, the somewhat basic TIG-welded aluminum frame saves some weight over an equivalent steel-tubed chassis but still, at about 18kg (40lb) or so, many people won't want to pedal the thing very far.

Ah, but that's where the '+' bit comes into the equation.

Trek also offers the Transport with a BionX electric pedal assist rear hub system that can boost your pedaling input by up to 350W. While the enormous rear hub, enclosed motor, and chunky battery pack add even more weight to the equation, the added power more than makes up for it and will likely be more than welcome if the rear racks are loaded to their full 102kg (225lb) load capacity.

The included componentry is pretty basic with just two chainrings up front and eight cogs out back, a cable-actuated front brake and a rear linear-pull brake but most riders in this category likely won't mind much - though if fully loaded, the single front disc probably won't offer much stopping power so best plan ahead.

The Transport+ isn't remotely cheap at US$2,679.99 but in terms of operating cost and the amount of wear and tear saved by not using your car for most trips, it may just pay off in the long run.

Pivot Cycles' Mach 4 cross-country and marathon racing flagship has undergone a much needed diet for 2011, dropping a substantial 300g and bringing the total frame and shock weight down to a much more appropriate 2.5kg (5.5lb).

Even so, Pivot Cycles president Chris Cocalis says torsional frame stiffness has actually gone up by about 20 percent over what was already a remarkably true-tracking chassis.

Changes to the front triangle include a tapered 1 1/8"-to-1 1/2" head tube, a more curvaceous top tube shape borrowed from the longer-travel Firebird, and slimmed-down shock mounts and cable guides.

Out back the updates are even more extensive with newly forged uprights on the rear triangle, a much more dramatically relieved chain stay yoke, and asymmetrical chain stays, all whilst retaining the previous version's carbon fibre upper link, wide-format machined aluminum-and-carbon fiber lower link, and cartridge bearing pivots all around.

Cocalis says changes to the Mach 4 suspension geometry yields a more efficient ride, both in terms of pedaling performance and bump-eating capabilities. Shock stroke shortens across the board as compared to the 2010 version - making for slightly higher leverage ratios than before - but the Fox RP23's revamped valving supposedly makes for a more dynamic range of ride characteristics across the ProPedal adjustment range.

According to Cocalis, the changes will be most noticeable in the higher ProPedal positions where riders will notice similar resistance to bob as before but lower blowoff thresholds when actual bumps are encountered.

Last year's Mach 5 trail bike extends its reach a bit for 2011 with a slight 5mm bump in rear wheel travel and a subsequent name change to the Mach 5.7 (though it's a bit misleading as last year's Mach 5 actually had 5.5" of travel). As with the Mach 4, the Mach 5.7 also drops a sizeable 230g of weight from before and yet improves torsional stiffness - and thus handling precision - by a claimed 20 percent.

In comparison to its predecessor though, the more significant updates are the revised frame geometry - which now includes a 10mm-lower bottom bracket and slackened head tube for improved high speed stability - and the new rear suspension geometry that's designed to sit a bit further into the travel than before.

Again like the Mach 4, the new Mach 5.7 also gains a tapered head tube, a Firebird-like top tube, and a completely revamped rear triangle with forged uprights, heavily machined yokes, and asymmetrical chain stays.

Updates to the versatile Firebird all-mountain machine are more subtle, including a beefier carbon fibre upper link that more readily accommodates coil-sprung rear shocks - and the more aggressive riding styles that generally accompany them - and a revised front derailleur pivot mechanism that runs quieter than before.

The ISCG tab positions have been tweaked too, while an improved chain guide system offers better chain retention off the inner ring.

Finally there's the recently introduced Phoenix DH, which uses the same dw-link rear suspension design as on the rest of the Pivot Cycles range but with revamped pivot positions to yield 207mm of travel and an overall feel better suited to its World Cup downhill racing intentions.

Frame construction is suitably robust with healthily proportioned aluminum tube sizes throughout plus an especially stout central chassis that houses both the upper and lower links as well as the coil-sprung rear shock.

The 17mm and 19mm pivot axles plus dual-row cartridge bearings throughout keep flex at a minimum and despite the rear shock's tucked-in positioning, logically placed cutouts and openings still leave all of the adjustments readily accessible.

Geometry is highly customisable with interchangeable thru-axle rear dropouts that allow for tunable wheelbase and bottom bracket height and the front end with also come with a Cane Creek Angleset headset that can provide 2.75 degrees of head tube adjustment.

The Phoenix DH won't be available to consumers until January but the rest of the Pivot Cycles collection - which includes the unchanged Mach 429 full-suspension 29er - is currently in production and available for purchase now.

Rocky Mountain had their 2011 range on display at the Eurobike trade show, including new Element RSL and MSL cross-country bikes, updates to their Altitude and Slayer rigs, plus a 30th anniversary Vertex TO hardtail.

The classic Element, first launched 14 years ago, has been given a makeover for 2011 and comes in two versions – the 100mm-travel RSL and 120mm MSL. Both frames are made almost entirely from carbon, with only the front derailleur bolt inserts and inserts for the link pivots on the front triangle being made from alloy.

Rocky Mountain design their FORM C12 and C13 carbon tubing in-house and tailor the custom carbon layup to maximise stiffness and minimise weight. The company were keen to tell us about their Smooth Wall monocoque frame construction – a technique which apparently leaves the inside of the frame wall as smooth as the outside.

This means there's no excess fibre or resin, saving weight, and no extra material which might compromise strength and ride quality. The Element RSL is more race orientated, while the MSL has slightly slacker head and seat tube angles, plus a higher bottom bracket.

Traditional cartridge bearings are replaced on the Element by ABC Pivot Technology – a stiffer, lighter (by 120g, according to Rocky Mountain) linkage bearing made up of an angular contact polymer bushing against an angular alloy contact bearing sleeve on an aluminium sleeve. ABC pivots require almost no maintenance and can’t be over-tightened by ham-fisted riders.

Two chain suck plates have been integrated into the frame; one moulded into the chainstay and one at the bottom of the front derailleur.

Slayer

The Slayer full-susser, built to go up the hill and fly down the other side, gets a reworked frame for 2011, with a tapered head tube and hydroformed tubing. This ‘70’ version comes with a high-end spec including a Fox 36 TALAS R fork, custom valved Fox RP23 XV rear shock, Formula The One disc brakes and Race Face SixC carbon crankset.

Mountain Biking UKmagazine will have a review of the new Slayer in issue 260, so keep you eyes peeled for that.

Altitude

Rocky’s 2011 Altitude gets an updated down tube, integrated headset for use with tapered forks, and a carbon rocker link out back. A claimed 200g has been shaved off the frame weight.

Vertex

The Vertex TO has been introduced to celebrate the company’s 30th anniversary and features an old-school Selle Italia Ti Flite saddle, classic Rocky Mountain graphics and a custom RockShox SID 100mm-travel fork.

Flatline

Rocky Mountain’s Flatline has just been piloted to second place at the women's downhill world championships in Mont-Sainte-Anne, Quebec, Canada by Sabrina Jonnier. We're told that the pro riders ride the exact same bike, with the same spec that you can buy off-the-shelf.

Here's a list of UK RRPs for the 2011 Rocky Mountain mountain bike range:

* Element Team RSL: £6,799.00
* Element 70 RSL: £4,299.00
* Element 70 MSL: £4,399.00
* Element 50 MSL: £3,499.00
* Element 30 MSL: £2,699.00
* Element 50: £2,499.00
* Element 30: £1,799.00
* Altitude 70: £3,599.00
* Altitude 50: £2,799.00
* Altitude 30: £2,299.00
* Slayer 70: £4,199.00
* Slayer 50: £2,899.00
* Slayer 30: £2,299.00
* Vertex Team RSL: £5,999.00
* Vertex 70 RSL: £3,399.00
* Vertex 50 RSL: £2,599.00
* Vertex 50: £1,999.00
* Vertex 30: £1,249.00
* Vertex T.O. 30TH: £2,799.00
* Altitude 29 SE: £3,349.00
* Altitude 29: £2,399.00
* Vertex 29 SE: £2,249.00
* Vertex 29: £1,399.00
* Flatline World Cup: £5,499.00
* Flatline PRO: £3,499.00

Sitting at the top of Bianchi's 2011 road range is the new Oltre, created in part to celebrate the company's 125th anniversary and boasting the most comprehensive list of features yet from the Italian brand.

Claimed weight is 930g for a 55cm frame plus 350g for the matching fork, which now sports a tapered steerer tube for more precise handling. The correspondingly larger head tube affords a bigger joint with the down tube for more front triangle stiffness along with Bianchi's 'X-Tex' internal structuring, which essentially reinforces the internal surfaces of the front end with a lattice of extra material.

An oversized BB30-compatible bottom bracket shell similarly allows for a bigger down tube, seat tube, and chain stay, but as is becoming increasingly common these days they're matched to very thin seat stays for rider comfort.

Additional details include carbon nanotube-reinforced resins, internal cable routing and an integrated seatmast.

Complementing the Oltre is the new Sempre, which is aimed more at fast recreational riders than pure racers. Claimed frame weight for 55cm sample creeps up to 1,100g due to the less advanced fiber blend and thicker tube walls and the Sempre also makes do with a non-tapered carbon fork and alloy steerer.

Cable routing is external on the Sempre and the top of the frame is fitted with a conventional telescoping seatpost but the bottom bracket is still BB30-compatible.

With 'cross season just around the corner, Bianchi fans can also look to the new carbon Cavaria model and its impressive 1,080g claimed frame weight. In addition to the usual increase mud clearance and cantilever mounts, the Cavaria sports a heavily shaped top tube for easier shouldering and flattened chain- and seat stays for better comfort on rougher courses.

Bianchi adds a high-end 'cross bike with the Cavaria.

Up front is a non-tapered fork with carbon blades and an alloy steerer tube and all of the cables are routed across the top tube to help shield them from mud and debris. Barrel adjusters are integrated into the rear brake and front derailleur stops to ease setup and maintenance, too.

Bianchi has a strong background in cross-country mountain bike racing, too, with the top spot occupied by the 1,170g Methanol SL. Key features include a wall-to-wall rib running vertically inside the down tube for extra rigidity, an integrated seatmast (that can also be trimmed and fitted with a standard 31.6mm post if desired), a BB30-compatible bottom bracket shell, and reinforcing ribs that wrap around the sides of the straight head tube to lend additional torsional stiffness.

Scott’s new Scale 29er frame is guaranteed to weigh 949 grams, regardless of size with its disc mount and derailleur hanger, but without seat collar. That’s less than many ProTour level road machines. It’s an incredible achievement that’s made more impressive by the frame’s on trail performance.

A good bike is impressive in its first ride and the Scott 29er makes an impression from the first pedal stroke. First off its weight hovers around 20lbs (9.07kg) with a high-end, but not exotic, build - SRAM XX group, Ritchey WCS cockpit, RockShox Reba 29 with 20mm thru-axle and DT Swiss 240 level wheelset.

Going up hill the bike is impressive because of its lightweight and head tube, bottom bracket and chainstay stiffness and short 438mm chainstays. It begs to climb in the XX crank’s 39-tooth big chainring and easily scoots around 180-degree switchbacks.

Point the Scale 29er down the fall line and the benefit of the tapered head tube and 100mm travel fork with 20mm axle [the production versions will either have 15mm thru-axles or 9mm open dropouts] are immediately apparent. You can push the bike through banked corners and the bike will pop out like a 26in wheeled bike.

As part of the redesign of the Scale, Scott lowered the 26in wheeled bike’s bottom bracket back to the original measurement of the previous bike’s geo when spec’d with a 80mm fork. The use of a 100mm fork with the old frame geometry added 10mm to the bottom bracket height, which is a considerable change and not ideal. Scott then matched this metric with the 29er. The low bottom bracket and the short 438mm chainstays are what make this big wheeled bike pop.

In addition to the bottom bracket height changes, Scott also added 5mm to the head tube to eliminate the need for a lower spacer, or at least so that one can be eliminated, since Scott found that everyone, including its World Cup racers would use one spacer below their stems.

Essentially, it was a sign the head tube was too short on the previous bike. The top of the 29er’s head tube is 42mm higher than the 26in bike. The bikes have a longer top tube, by 10mm, which is offset by a shorter stem, which produces the same overall reach as the old design, but with better downhill handling characteristics of the shorter stem.

The Scale’s 29er geometry makes for an easy transition and no weird handling issues; key measurements include a 69.5-degree head angle, 72.5-degree seat tube angle, 310mm/12.2in bottom bracket height and 438mm/17.2in chainstays. Since the geo seems spot on, its easy to move onto the most impressive feature built into this frame - the compliance engineered into the rear triangle via a flexing seatstay design similar to the latest CR1. The bike has a measureable amount of vertical flex, which Scott claims at 4mm.

We cannot verify the amount, but the rear end does flex noticeably in the vertical plane. While it’s not enough to make a difference when jamming on really bumpy flat trail - you still have to stand up, unlike a good full suspension bike - the design makes a considerable difference by taking the edge off rough descents. The bike is smoother and big hits are noticeably damped.

“It’s not enough to be just lightweight; it’s not enough to be just stiff, we needed to design some comfort into the bike,” said Joe Higgins, one of Scott USA’s in-house engineers. “The SwissPower team says they’re happy on most of the World Cup courses on a hardtail, but they do want some sort of shock absorption and the approach we’ve taken at Scott is to design flex into the seatstays.”

The flattened oval seatstays with a specific carbon lay up that’s engineered to flex are the key component to the design. Paired with stiff chainstays most of the movement comes over the middle two-thirds of the seatstays giving the wheel the ‘travel’. The Scale is equipped with a 34.9mm seat post, because the SwissPower riders want the least movement in the critical relationship between their butts and feet; or on the bike, pedals and seat.

With extensive experience on many of the competitors’ equivalent bikes, our first ride on the Scale 29 was impressive. The bike is excellently executed in terms of both geometry and its ride quality. Add to that the fact that it’s a clear leader in terms of weight and it will be impossible for those looking for the ultimate hardtail to ignore it.

Construction: moulding efficiencies make it lighter

The ride quality is the best performance feature of the new bike, but its weight will be the most talked about. The Scale 29er built with HMX carbon fibre is guaranteed to not weight more than 949g, no matter the size, and could be as light as 929g. The Pro level model frame built with lower modulus HMF fibre is said to weight around 100g more.

The Scale 29er shares its design with a 26-inch frame that Scott guarantees to be less than 899 grams. They’re both cross-country racing rigs, though, the 949 is much more versatile to average riders than the 899, which is most at home on the World Cup race course; it's newly built for the world champion, mind you.

In shaving weight Scott didn’t cut corners on performance. According to the company, the new bike is stiffer, laterally, in key areas, including steering and pedaling. The previous Scale was made using the CR1 tube-to-tube construction process; the new bike uses Scott’s proprietary IMP moulding process.

As a refresher, Scott’s IMP moulding is the process of co-moulding tubes using a secret internal mould in conjunction with the outer mould. The result is an internal surface that’s smooth, clean and free of wrinkles that trap excess resin, thus add weight.

The front end uses an IMP3 mould, in which its tapered head tube, top tube and down tube are moulded as one piece. Both pedaling and steering stiffness are bolstered in the new bike, due to the ability to match a larger down tube to the larger lower head tube. The IMP moulded PF92 press-fit bottom bracket shell and seat tube also adds pedaling stiffness.

Finally, and possibly the most impressive technological development is the IMP moulded rear chain and seatstay combination, due to its tuned compliance. Scott claims lateral stiffness of the new stays is increased by 10 percent, while they lose 25g when compared to the previous design. 

The three IMP components are then joined using the CR1 tube-to-tube process.

The biggest benefit of the tubular one-piece stays are their engineered flex, but should also be noted for their full carbon construction and 160mm post mount brake mount, which doesn’t need an adaptor. You may wonder why Scott didn’t give the new Scale the ability to accept a 140mm rotor to save additional weight; that has to do with the mount’s chainstay placement. Scott couldn’t easily move the 140mm mount back far enough without negatively affecting the designed compliance or adding what it considered unnecessary weight.

New construction processes serve to eliminate almost all of the metal from the new Scale frame. The only metal found moulded into the frame is the two threaded post mount brake attachment inserts, which are now located on the chainstays and a single threaded hole for a chain watcher. The dropouts are carbon; the press-fit bottom bracket is carbon, and the head tube fully carbon accepting zero stack style press-in inserts.

By comparison, the previous generation Scale, only available with 26-inch wheels, had aluminum dropouts, international standard disc brake mount and 73mm bottom bracket shell.

The Scale 29er solely relies on the PF92 press-fit standard, while the 26-inch models are split between BB30PF (relies on a BB30 crank) and the PF92 design for the lower tier models. The PF92 design allows the use of most 24mm cranks giving more options, particularly at the price point level, which is why its used on the 26in model. It’s used solely on the Scale 29er because it also offers a wider chainstay stance, which is critical for tire clearance and makes the use of the 438mm chainstays possible.

The new Scale routes its shifter cables internally, while the rear brake line is routed externally on the down tube. Scott’s Scale 29er will not be available in a small size because they do not believe in the big wheels benefit for smaller riders; instead it offers medium through extra-large.

Based on an identical specification, Scott claims that the 29-inch model adds 700g over the smaller wheeled model; obviously all but 150g comes from the components and much of that weight comes from wheels and rubber.

The top of the line Scale 29 RC costs US$6299.99 with a Fox F29 Remote fork, SRAM XX group and DT Swiss XR-29 wheelset, which is a basic equivalent to what we rode during Scott’s introduction, thus can be expected to hit right around the 20lb mark for the complete package.

The Scale 29 Pro sits a step down, yet sports the same frame design with lower modulus HMF carbon, which adds roughly 100g; at a very reasonable $2399.99 with a Reba 29 SL fork and mix of SRAM X7/X9 and Shimano components. Scott will sell the high modulus HMX carbon frame alone for $1899.99.

Specialized launched its 2011 mountain bike line in Keystone, Colorado, with an all-new Camber 120mm trail bike, redesigned Epic, updated Safire women's model plus 29ers and a new Evo line.

The most groundbreaking of Specialized's new bikes is the Epic. While it closely resembles the 2010 bike, the 2011 incarnation is all-new. The front end of the carbon fibre frame has been reworked with a new top tube that drops last year's top tube/seat tube strut in favour of a heavily-flared aft section. This is not only lighter, but also simplifies production. Specialized has moved to a Pressfit 30 bottom bracket, citing reduced weight and compatibility with any cranks via adaptors.

At the back, the top-flight S-Works model is unique among cross-country bikes, featuring as it does a 142x12mm through-axle for the rear wheel. Wheel guides on the inner faces of the dropouts make for quick wheel changes, while Specialized has come up with special Roval wheels to work with the system. The manufacturer has maximised the flange spacing on the rear hub by taking advantage of the extra width to move the cassette slightly outboard, making for a stiffer wheel. It calls the dropout/wheel system 142+ to distinguish it from conventional (although as yet rarely seen) 142mm back ends.

Part of the motivation for stiffening the frame and wheels was to improve the ride of 29in-wheeled bikes, of which Specialized has many in the 2011 range. In the 26in Epic range, only the S-Works has the 142+ rear end (although you'll now find carbon frames down to Comp level), while it's found across the range in the 29ers. It's making a big thing about the S-Works Epic 29, which is understandable given that it's the lightest full-suspension 29er yet built at 9.66kg (21.27lb).

That's helped by the new Roval Control SL 29 wheelset, which use carbon fibre rims to drop the weight to 1,400g. Oversized end caps at the front and wide-stance spoke flanges boost stiffness, with the 142+ rear wheel claimed to be 20 percent stiffer than the previous top-end Roval 29er wheels. All this tech finds its way into the Control SL 26in wheels too, with a weight of 1,200g and even more startling stiffness gains.

While the Specialized/Fox Mini Brain inertia valve shock is still present at the rear, and Specialized's own E100 fork still graces the front of the high-end 26in bikes, the 29ers and lowlier 26ers get a new RockShox Reba S29 fork that includes a Brain valve. This is the first time that Specialized has carried out this kind of development with a suspension manufacturer other than Fox.

You'll also find double-ring chainsets across the Epic ranges, a feature that's very prominent in the 2011 Specialized range as a whole. With 10 speed cassettes available across the board from SRAM and Shimano for 2010, Specialized has taken the decision to use doubles wherever it can, tuning the choice of rings to suit the intended use of the bikes.

You'll find 24/38 doubles across the Stumpjumper FSR and Enduro ranges, for example. Those bikes see few fundamental changes. The Specialized S140 fork on high-end Stumpjumpers has been retuned, and now won't feature a Brain inertia valve. The Enduro's E160 fork has also been fiddled with internally, while the 160mm travel all-mountain bike gets a new custom RP23 shock.

Specialized Epic S-Works 29er

Rather than a choice of settings with ProPedal on, the shock has a fixed 'lots of pedalling' setting and a choice of three levels of compression damping with the lever in the off position. Super-plush rear suspension is a wonderful thing, but many riders favour something a little pingier  – if you like to jump, a back end that doesn't swallow lips and launchpads is a boon.

The Stumpjumper FSR's move to 140mm travel in 2010 left a considerable gap between it and the 100mm Epic. For 2011 that gap's been filled by the all-new Camber. It's a 120mm travel trail bike (or 100mm in its 29in incarnation) that will occupy a range of price points starting below the Stumpjumper FSR range, but overlapping with it – the top-end Camber will be more expensive than the entry-level Stumpjumper.

The Camber is similar to the Stumpjumper in terms of geometry, but in a shorter-travel package. The all-aluminium frame uses integrated hydroforming, with the pivot locations being formed with the tubes rather than being separate welded-in forged sections. You also won't find any Brain shocks – Camber is all about simplicity. The top-end Pro models feature a custom SRAM carbon double crank, with triples on the cheaper bikes.

Big-wheel fans will also be interested in the new Stumpjumper 29er hardtails. With race wins at Sea Otter and TransGermany, and a World Cup podium spot, these may be the 29ers to convert an often-sceptical audience. They boast short chainstays and wheelbases and, importantly, low weight – the carbon 29in frame comes in at 1,049g.

That frame features hollow dropouts, a Pressfit 30 bottom bracket and takes a 27.2mm seatpost for extra comfort. All these features are also found in the 26in Stumpjumper HT frame, with a claimed weight of 920g.

Specialized has had an extensive women's range for several years, and there are several developments for 2011.

First, there's an all-new Safire full suspension bike. To improve suspension performance, the Safire has moved to the in-line shock position found on the Epic and Stumpjumper FSR, with the shock oriented in line with the seatstays. That presented a conflict with a desire for lower standover height, but one that was neatly solved by mounting the shock in a forged pocket midway along the top tube.

Specialized Safire

By effectively tucking the shock up inside the top tube, standover height is claimed to be the lowest of any 120mm bike. The revised rear suspension is optimised for the lower shock pressures used by typically lighter women riders, with different rate curves compared to Specialized's men's bikes.

The Safire's cunning top tube construction is also found on the 100mm travel Myka FSR. Specialized's ever-expanding 29er range extends to women's bikes too, with a 29er Myka hardtail that, impressively, comes in a range of sizes to fit riders from just 5' tall.

Having already appeared at World Cup races (and in various photos and videos on the internet), the 2011 Demo will already be known to many. Geometry is carried over from the previous bike, but the new Demo is lower-slung, with a shorter head tube and lower centre of gravity.

While the rear dropouts take a wide 150x12mm rear axle, the chainstays and seatstays are narrower for improved heel clearance, with wide, flat-pedal-friendly shoes. At 3in, shock stroke is slightly up on 2010 with a lower leverage ratio.

Specialized Demo

The whole frame is also smoothed out, with potential mud-collecting pockets eliminated. There'll be no Demo 7 for 2011 – it'll be replaced by a new 180mm travel SX Trail.

Specialized's final clutch of new bikes is the Evo line. These are pumped-up versions of other bikes in the range – there's an Enduro Evo with a Fox DHX coil shock, a Stumpjumper FSR Evo with 150mm travel front and rear, a chain guide, wider bars and bigger tyres, and even an Epic Evo with a 120mm fork. As if that wasn't enough, there are less-is-more race-oriented Evo R variants of the Epic and Stumpjumper HT, with 1x10 drivetrains and custom chainguides.

Ready to hit the road with top-tier equipment? Check out our Specialized coupon codes for great deals on bikes and accessories.

The new carbon fibre Mojo HD is tough as nails and impressively adaptable – yet surprisingly quick and more agile than you'd think a 160mm-travel (6.3in) bike should be.

It's an enticing option for hard-hitting riders seeking a high-end, one-bike solution. Though far from cheap – especially when kitted out like our test bike – you get an awful lot of performance for your money, and it's still less expensive than buying separate cross-country and bigger-hit machines.

Ride and handling: Surprisingly light do-anything bike with spot-on handling

Our six-week test period included regular runs of Front Range Colorado trails generally better suited for lightweight trail bikes but also more demanding lift-access terrain at Keystone Resort up in Summit County (several weeks before the park was officially open for the season, too – thanks, Keystone!). 

After reviewing the ride data, we weren't only surprised by how little our cross-country lap times differed from usual in spite of lugging around some extra weight and travel, but also very impressed by the Mojo HD's composed nature when bombing down steep and technical terrain better suited to a dedicated freeride rig.

One key component to the Mojo HD's multifaceted competence is the superb dw-link suspension design, which manages to be both exceedingly efficient under power and highly adept at sucking up a wide range of impact shapes and sizes. 

Though obviously no hardtail racer-boy rocketship, the Mojo HD nonetheless squirts forward with just a hint of bob with the Fox Racing Shox RP23 rear shock in full-open mode – and it's downright spritely with the ProPedal platform damping flicked on, even when standing. 

Compared to, say, a plush-feeling Horst Link four-bar setup, the Mojo HD's solid rear triangle and dual short aluminium links (with cartridge bearings throughout) feel notably tauter, but the system is still sensitive to trail chatter and utterly secure when landing jumps and drops. 

The carefully tuned suspension rates and large-volume air can let you use every bit of the available travel without ever wallowing in the midstroke or bottoming out harshly. Moreover, the very slight rearward axle path offers a smooth ride over square-edge impacts and lends claw-like traction on steep, technical climbs, too.

Naturally, the light carbon fibre chassis and complete bike weight help. Our medium frame and shock was just 2,850g (6.28lb), and built up as pictured here it's a fantastic 12.69kg (27.99lb) without pedals. More economical builds will obviously be heavier but still lighter than you'd expect. Combined with efficient pedalling performance, this makes even long ascents easily tolerable.

That all being said, the Mojo HD's overall personality is geared more towards going down – fast. Handling is on the more stable end of the spectrum, with a 67-degree head tube and relatively long 1,114mm (43.9in) wheelbase, and combines with the reassuringly rigid chassis for a confident ride at high speeds, precise directional changes, and easier clearing of steep technical chutes.

And if that's not enough, the frame is designed to accommodate a longer 180mm-travel fork and a dedicated chain guide, too (there are no standard ISCG tabs as they would interfere with the lower suspension link).

The short 75mm stem and commanding 700mm-wide bars can make the front end hard to keep down on steep ascents but are a godsend in the other direction.  Add in our optional CrankBrothers Joplin 4 remote-operated height-adjustable seatpost and it's remarkably natural-feeling to sink the bike into the corners and shoot out of berms.

Equipment: Trick carbon gear performs as expected; more reasonable kits available, too

Ibis delivered our Mojo HD tester with a bevy of high-end optional upgrades, including the aforementioned Joplin 4 seatpost and Edge Composites bar and stem, plus matching Edge AM carbon rims laced to Chris King through-axle hubs, and Shimano's latest Deore XT Dyna-Sys 10-speed group.

We were most impressed with the wheels, what with their wider profile to better support our high-volume 2.35in tyres (inflated to just 23-25psi) and fantastic lateral stiffness for flex-free bombing through rock gardens and high-load bermed turns. Naturally, their 400g claimed rim weight helps with velocity changes, too. Build quality was excellent, with nary a nipple needing to be turned throughout the test period (a good thing since they're hidden inside the rim).

The only major downside is the deep tyre well, which makes for easy tyre installation and removal but an unusually difficult time converting to tubeless. Browse any number of internet forums on the topic and you'll find a variety of so-called 'solutions' but none is all that appealing and we were only modestly successful, ultimately deciding to continue running inner tubes. Bummer.

We also had some trouble keeping the bearing adjustment collars tight on our Chris King hubs. Word of advice: tighten down the rear through-axle with gusto or else the vibration will eventually work things loose.

We've got nothing but praise for Shimano's latest Deore XT Dyna-Sys group, though, which delivered the usual reliable performance of the previous nine-speed edition but with even more consistent rear shift quality (even with the full-length cable housing) thanks to the revised cable pull ratio that's more tolerant of friction. 

As promised, the slightly tightened-up chainring spread and widened rear cassette let you stay in the middle ring longer before bailing out to the granny and requires fewer recovery gears afterwards to maintain the same cadence, too.

Best of all – especially in the case of a do-all bike like this – is the monster 36T rear cog. Skeptics will say the resultant 24-36T combo is too low to be practical but when you're slogging up a giant climb with a big pack full of gear and thinking only of the awesome descent that awaits you, it's just the thing.

The included Formula The One hydraulic brakes were similarly impressive, with monstrous amounts of power in spite of their relatively feathery weight matched with easily controllable modulation and quiet running. Pad contact and lever reach are adjustable, too.

We wish we could heap similar praise on the Fox 36 Float FIT RLC fork but alas, it just wasn't to be. Though wonderfully stiff and precise, this one felt persistently notchier than older open-bath variants we've faithfully used in the past, even well after the recommended break-in period and despite repeated attempts at tuning and oil bath servicing. 

Hopefully the latest low-friction Kashima Coat stanchions will help (ours was a preproduction sample that came without), but we'd recommend the adjustable-travel TALAS model instead to better take advantage of the Mojo HD's climbing prowess.

Cannondale has wasted little time putting the know-how of famed German frame designer Peter Denk to good use, launching a radically lightened Scalpel full-suspension racer, a reborn Jekyll all-mountain rig, and a 29" version of its feathery Flash carbon hardtail for 2011.

Scalpel sharpens up and slims down

Incredibly, Cannondale has managed to cleave about 350g (0.77lb) from the already-light 2010 Scalpel thanks to a drastically redesigned chassis that reportedly weighs around 1,565g (3.45lb) for the frame and shock. Rear wheel travel has also been reduced to just 80mm, making it even more of a purpose-built racer than before, while jumps in rigidity reportedly give it a 24 percent improvement in stiffness-to-weight over its nearest competitor, the Merida 96, and a whopping 40 percent gap over other competition such as Trek's Top Fuel and the Scott Spark RC.

The basic formula carries over - it's still a nearly all-carbon structure with engineered flex zones in the chain and seat stays instead of conventional pivots - but last year's monocoque front triangle has been replaced with a sleeker tube-to-tube design that Cannondale claims to be stiffer and stronger by virtue of the straighter tube surfaces, thinner walls, and more refined individual tube lay-ups.

Down below, the old aluminum shell and bonded-on chain stays have been replaced with a new one-piece all-carbon assembly similar to what's done on the company's road going Supersix while the new seat stays boast a molded-in bridge for improved rear triangle stiffness.

Interestingly, Cannondale hasn't made the move to use carbon exclusively throughout. The dropouts and post-mount disc tabs are still aluminum - a move Cannondale says is nearly as light as carbon but more durable and resistant to heat build-up from the brake caliper - as are the shock linkage, its seat tube-mounted anchor point, the BB30 bottom bracket sleeve, headset bearing seats, and direct-mount front derailleur posts.

Alloy dropouts on the Scalpel Ultimate anchor a SRAM XX rear derailleur.

Naturally, the new Scalpel continues with Cannondale's well-established history of component integration, too, with 100mm-travel Lefty forks and 2x10 BB30 cranksets (with the exception of the XTR model) featured across the board plus tubeless-ready Schwalbe tires.

Cannondale will offer the Scalpel in four models for 2011 with identical carbon frames and 2x10 drivetrains across the board and with availability beginning this fall: the top-end Scalpel Ultimate (8.4kg/18.5; US$9,599) with a Lefty Speed Carbon SL w/XLR fork, a SRAM XX group with a Hollowgram SL crankset, and DT Swiss XCR 1.2 carbon-rimmed wheels; the Scalpel 1 (9kg/19.84lb; US$7,199) with a Lefty Speed Carbon SL w/PBR fork, Shimano's upcoming XTR Dyna-Sys group paired with an FSA SL-K 386 crankset, Magura Marta SL brakes, and Mavic Crossmax SLR wheels; the Scalpel 2 (US$5,099; weight unavailable) with an alloy Lefty Speed w/XLR, a SRAM X9/XO transmission and FSA Afterburner 386 BB30 cranks, Avid Elixir CR Carbon brakes, and Sun-Ringlé Black Flag Pro wheels; and the Scalpel 3 (US$3,949; weight unavailable) with a Shimano SLX/XT transmission, FSA Afterburner 386 BB30 cranks, Avid Elixir R brakes, and custom DT Swiss wheels.

As least for now, Cannondale says there are no plans to develop a less expensive aluminum frame variant, saying it'd be too difficult to replicate the new Scalpel's more highly integrated carbon structure in welded metal. Cannondale vice president of research and development Chris Peck doesn't rule out the possibility of a 29er version, though - an assuredly potent combination that we'd certainly like to see in the near future – and consumers will also be able to purchase bare Scalpel frames for custom builds.

The Jekyll nameplate returns bigger and better - with new split personality

The other major introduction is an all-new 150mm-travel Jekyll 'OverMountain' bike – a moniker that Cannondale says better describes the bike's dramatically more efficient climbing than most typical 'all mountain' machines yet while also lending better downhill performance, too.

Key to the two-faced personality is a dedicated pull-style shock co-developed with Fox Racing Shox. Unlike other travel-adjust rear shocks currently available, the new Dyad-RT2 literally is two separate shocks – each with its own damping circuitry and positive air chamber – tied together with a central sub-body that selects between the two and also houses the independently adjustable single negative air chamber.

In so-called 'Flow' mode, the full 150mm of travel is available and both positive air chambers are activated to provide a higher-volume and more linear feel. Only one damping circuit is active, though, which uses a traditional shim stack to provide a proper ride feel for descents and faster sections of trail. When tied to the flat-progressive frame linkage geometry, the result a coil-like feel with supple small bump performance and well-controlled big hit capabilities that can take full advantage of the stable 67.5-degree head tube angle.

The Cannondale Jekyll Ultimate is touted as big and burly but at the same time a capable climber by virtue of its innovative Dyad-RT2 two-mode shock and light chassis.

Switch to 'Elevate' mode via the handlebar-mounted remote, though, and the oil flow is diverted to the other damping circuit exclusively and only one positive air chamber is available. Travel is thus reduced to 90mm, spring rate increases significantly, and sag is reduced by about 40 percent for a better climbing position. As with the 'Flow' setup, the 'Elevate' uses a traditional pyramid-style shim stack – not Fox Racing Shox's Boost Valve technology as featured in its inline products – but with an additional preload shim to lend some pedaling platform.

Also worth noting is that Cannondale hasn't otherwise tried to squelch suspension suppleness in Elevate mode, preferring to make maximum use of the 90mm of available travel and coupling it with the linear portion of the linkage ratio for a good ride quality and better traction on technical climbs.

The relatively small air chamber volumes (at least as compared to conventional shocks) will require unusually high inflation pressures – around 300-400psi in most cases – but Cannondale will include a special pump with each bike. The internal design suggests good reliability, though, with only four dynamic seals in total – all of which are constantly in contact with lubricating oil – and lots of surface area and high oil volumes throughout for good heat dissipation.

Bolted around the innovative Dyad-RT2 shocks is a pair of equally impressive frames – one in carbon, and another in alloy.

The carbon Jekyll naturally places a high priority on toughness with special high-impact fibers throughout the entire monocoque and tube-to-tube frame that are augmented with high-modulus plies only in key areas for stiffness. Lest riders be scared away by carbon fiber in this application, Cannondale says its in-house testing has shown the carbon Jekyll frame to be stronger than an equivalent alloy one while also more dent-resistant than a steel one.

Of course, it's also extremely light with a claimed weight of 2.62kg (5.78lb) including the chunky rear shock, which weighs 560g on its own and makes the frame-only weight all that more impressive.

None of this would mean much without stiffness, too, so there's also a gargantuan-sized down tube, straight 1.5" head tube (with corresponding enormous joints), large-profile chain and seat stays, box-section dropouts, and thru-axles front and rear. The linkage itself a particularly trick piece with co-molded carbon fiber and aluminum construction, exceptionally wide anchor spacing, inboard-mounted cartridge bearings, and 15mm pivot axles which are securely clamped at their outer edges so as to eliminate the possibility of twist and even the dropouts use two cartridge bearings each to further cut down on flex.

Denk contends that all of this yields excellent overall frame stiffness but also better 'center stiffness', which he claims is a better indicator of handling response and feeling "connected" to the trail – and interestingly, he says frames that display different frame and center stiffnesses can still measure identically on a bench test.

Given Cannondale's long history with forming aluminum, it should come as no surprise that the identically-featured alloy Jekyll is a promising-looking beast as well with septuple-butted and hydroformed alloy tubes, welded clamshell-style hollow dropouts, and a welded clamshell-style hollow linkage that ends up weighing just 8g more than the carbon version.

Carrying over from the carbon Jekyll are the 142x12mm rear thru-axle, identical pivot systems, and straight 1.5" front ends, plus the Dyad-RT2 rear shock.

Cannondale will offer three carbon Jekyll models and three alloy ones, all with surprisingly XC-oriented build kits in spite of their relatively long travel – perhaps to further emphasize their touted climbing performance.

The top-end Jekyll Ultimate (US$7,999, 11.5kg/25.4lb) will include a SRAM XX 2x10 transmission, Hollowgram SL BB30 crank, Avid X0 brakes, a Fox Racing Shox 32 Talas FIT RLC, crankbrothers cobalt wheels, and a RockShox Reverb seatpost; the Jekyll Carbon 1 (US$5,349, 12.1kg/26.7lb) uses a Shimano XT/XTR 3x10 transmission, FSA SL-K BB30 cranks, Avid Elixir CR Carbon brakes, a Fox Racing Shox 32 Talas FIT RLC fork, Sun-Ringlé Black Flag Pro wheels, and a RockShox Reverb seatpost; and the Jekyll Carbon 2 (US$4,249, 12.2kg/27.0lb) will use a SRAM X-7/X-9 3x10 drivetrain, FSA Afterburner BB30 cranks, Avid Elixir CR brakes, Sun-Ringlé Black Flag Expert wheels, a Fox Racing Shox 32 Talas RL fork, and a fixed-length seatpost.

The alloy Jekyll 3 (US$4,049, 13.3kg/29.4lb) will use a 3x10 Shimano SLX/XT transmission with FSA Afterburner BB30 cranks, Avid Elixir CR brakes, DT Swiss/Formula wheels, and a Fox Racing Shox 32 Talas RL fork; the Jekyll 4 (US$3,5499, 13.8kg/30.5lb) moves to a SRAM X-7/X-9 3x9 transmission with Truvativ Firex non-BB30 cranks, DT Swiss/Formula wheels, and a non-travel adjustable Fox Racing Shox 32 Float RL fork; and finally the Jekyll 5 (US$2,999) will come with a SRAM X-7 3x9 transmission, Truvativ Firex cranks, Avid Elixir 3 brakes, DT Swiss/Formula wheels, and a RockShox Revelation Dual Air fork.

Availability for all Jekyll models is expected around the end of the 2010 calendar year and bare frames will be offered as well.

Want more? Cannondale will also introduce a women's specific version of the alloy Jekyll called Scarlet with smaller-diameter and lighter tubes plus lower standover heights as well as a harder hitting 180mm long-travel variant called Claymore with far beefier frame construction, revised geometry for faster and more aggressive riding, and dual Dyad-RT2 shock positions for customized handling.

New 29" hardtails

The 2011 bike range will also see updates to the 29"-wheeled version of the feathery Flash carbon hardtail, new alloy versions based on the carbon design, plus a new fully rigid all-alloy 29er singlespeed.

By all accounts, the Flash Carbon 29'er frame is a big-wheeled copy of the company's ultralight 26" Flash with similar tube profiles and carbon construction technique throughout, the same SAVE seat- and chain stay shaping for extra rider comfort out back, and lightweight alloy dropouts and post mount disc tabs (for 160mm rear rotors). Frame weight climbs a bit on account of the larger wheels but is still a stellar 1,050g (2.3lb) in the top-end Hi-Mod form.

All-new alloy versions are on tap as well with many of the design features of the carbon frames – such as the flattened stays and especially wide seat clusters – but in more economical welded aluminum construction.

Cannondale will even offer a fully rigid 29er singlespeed for 2011, which uses a suspension-corrected Fatty aluminum fork for those that want to feel every bit of the trail.

Cannondale's fully rigid Trail SL3 29er singlespeed should appeal to purists

Internal changes lend a more refined ride to Lefty forks

Cannondale's innovative Lefty fork range will carry over mostly unchanged in terms of chassis design - a good thing in our eyes as it's already fantastic as is with ultralight weights, surprisingly outstanding stiffness, and unmatched small bump compliance - but internal updates will lend a more controlled ride than before plus more customization and tuning potential.

Key changes include a new internally adjustable low-speed compression circuit to cut down on brake dive plus a newly adjustable-volume version of RockShox's Solo Air system to dial in the desired spring rate progression.
In addition, a new XLR variant of Cannondale's PBR damper will finally allow remote lockout capability via RockShox's hydraulically actuated X-Loc lever (but unfortunately without the adjustable blowoff threshold).
Going away entirely are the DLR and RLC damper-equipped Leftys.

Even the associated integrated stem/steerer tubes get an upgrade for 2011, too, with a newly adjustable system that offers 15mm of height adjustment while also shedding 15g and boasting more knee-friendly surfaces.

So how do they ride?

We didn't have a chance to sample either of the 29ers or the Jekyll due to time constraints but to say that the Scalpel Ultimate was an eye-opening experience would be an understatement as little can prepare you for what an 8.4kg full-suspension bike actually feels like on the trail.

Climbing and sprinting performance are simply remarkable thanks to the shocking lack of mass and the excellent overall chassis rigidity. We found ourselves flat-out attacking the climbs surrounding Deer Valley, Utah and aggressively accelerating on even steep pitches is notably easier than usual.

Rear suspension performance is somewhat of a mixed bag based on first impressions, though, as the carbon rear end's built-in spring rate and relatively firm shock valving make for a very firm feel almost regardless of shock pressure. Even though we ended up using the full travel on our test ride, the rear end of the Scalpel still feels a bit more like a softail than a proper suspension rig especially on rougher rock garden areas.

Hard pedaling with the rear shock platform turned off also yields noticeable suspension squat, although to be fair it somehow doesn't seem to have even a moderately negative effect on pedaling.

Handling is razor-sharp and downright frenetic at times on account of the hyper-accurate Lefty fork and steepish frame geometry, which closely mimics that of the Flash hardtail save for a half-degree slacker head tube angle, a 20mm-higher bottom bracket and just a 2mm of extra wheelbase - even the chain stay length is identical.

Combined with the firm suspension that has a tendency to skip through rough corners, the result is a lightning-quick machine that rewards the attentive rider but penalizes one that falls asleep at the wheel. In other words, it's best to focus on catching the rider ahead of you, not the surrounding scenery.

If your aim is going fast the new Scalpel looks to be an enticing new option - but those looking for something that can serve double duty as a trail bike may want to look elsewhere.

Orbea today officially unveiled the revamped 29" variant of its new Alma carbon hardtail at the Mellow Johnny's Classic, and two laps of the superbly entertaining course revealed a distinctly quicker and sharper-handling machine than its predecessor.

Frame weight is virtually unchanged at 1,280g for a medium sample but front-end stiffness has noticeably improved, especially when out of the saddle and wrenching on the bars. Key updates include a tapered 1 1/8"-to-1 1/2" head tube that not only cuts down on fork crown flex when braking or cornering but also allows for a bigger down tube than before.

Down below there's a newly added BB30 oversized bottom bracket shell while an extra kink at the rear end of the top tube supposedly bumps front triangle torsional stiffness by 10-15 percent on its own by effectively spreading the distance between the top tube and down tube.

"The 4x4 technology is something that came from the old Alma where we had the rear triangle split with the new extra point near the rear wheel," said frame designer Xabier Narbaiza. "But here we also have it on the front triangle, which is very important on 29ers. 29ers tend to have down tubes and top tubes very close to each other and adding this extra point in the front triangle makes it stiffer and lighter while keeping the stability and reliability we are looking for."

Chain and seat stay sizes have gone up substantially as compared to the original Alma 29 and the nominally round and oval shapes have been traded in for more triangular profiles that beef up the rear end. Even so, ride comfort is still pretty admirable for a hardtail even on the Mellow Johnny's Classic course's incessant sprinkling of rocks and with our tester's 2.0"-wide tube-type tires inflated to a relatively firm 30psi.

Handling and geometry have been improved on this latest Alma 29 iteration, too. First and foremost is a travel increase from last year's 80mm up to a more versatile 100mm, while a roughly 5mm decrease in head tube length helps maintain a reasonably low bar height. The chain stays have also shortened to just 439mm – only 16mm longer than the standard Alma – making this latest version noticeably more eager to change directions in tight switchbacks.

In spite of the short rear end, Orbea has impressively still managed to retain excellent tire clearance – we measured nearly 70mm of room between the chain and seat stays, right at the tread crown. Moreover, there's heaps of room in the radial direction, too, and no shelf at the bottom bracket to collect mud. Depending on the tire make and model, Narbaiza claims that the new Alma 29 will accept up to a 2.35" casing and yet will simultaneously fit the latest two-ring cranksets, too.

Naturally, the standard Alma's notably clean DCR (Direct Cable Routing) system has carried over to the 29" variant as well. Sealed lines from end-to-end are expected to retain shift performance in nasty conditions while extending service intervals, plus weight weenies will certainly welcome the handful of grams saved by eliminating two sections of housing.

Perhaps best of all, Orbea has finally expanded the Alma 29's size range from just one to a far more accommodating three so riders that were either too short or tall for the old 18" geometry should have an easier time achieving a proper fit.

Orbea will offer the Alma 29 in four builds, including Shimano's XTR and XT groups or SRAM's XX or X9. Bare frames will also be available for US$1,799.

Potential buyers will have to wait until July to get one, though, but we're luckily going to be able to start extended testing of an early production sample right away. Assuming all goes well, expect a more thorough long-term review from us by the time they arrive in stores.

Orbea's new Rallon has proven to be a hotly anticipated new introduction in the enduro-class mountain bike market for its enticing promise of reasonably light weight, efficient pedaling performance, capable suspension, and striking good looks. Now that we've had a chance to sample it for ourselves - in Puerto Rico of all places - our initial impressions suggest that it's definitely worth a closer look if you're in the market.

Most intriguing is the bike's suspension characteristics, which Orbea mountain bike product manager Xabier Narbaiza says was the result of arduous computer modeling and data compilation not only of linkage kinematics but also of how various forces such as pedaling and braking input affect the rear end. All of that was then overlaid with separate in-house dyno testing results of countless rear shock models, settings and tuning profiles until the company got just what they were after.

As a result, the Rallon feels distinctly firm off the top of the stroke, to the point where we initally ran 20psi less than recommended for our body weight based on raw sag measurements. But the rest of the stroke is remarkably linear and coil-like so we then found ourselves quickly blowing through the travel at first.

Once reinflated closer to spec, though, the rear end sat higher up as expected and at the same time, still managed to be surprisingly active on smaller bumps. Though that's likely due mostly to the suspension design, part of the credit likely also goes to the twelve bearing cartridges integrated into the pivots - including at the normally sticky rear shock eyelet.

Moreover, the slight progression at the end of the stroke meant we regularly used full travel but never bottomed out harshly, plus that initial leverage ratio 'hump' yielded far better-than-expected pedaling performance, even with the included Fox Racing Shox RP23's ProPedal platform turned off.

Admittedly, we rode down much more than up at the newly crafted Toroverde Adventure Park in the mountains of Puerto Rico, but the climbs we did do were brutally steep, slippery and punchy where any flaw in pedaling performance would have readily presented itself. But instead, all we got in return for our efforts was a refreshing dose of get-up-and-go and a notably reactive feel - very impressive for a bike with 150mm of rear wheel travel.

The triple-butted and hydroformed alloy frame is fairly light at 3.2kg (7.1lb, claimed, with shock) but also rock-solid beneath you. Up front, the tapered head tube and heavily shaped down tube and top tube make for a reassuringly flex-free front end under heavy braking and good torsional stiffness when you're either cranking out of the saddle or attacking technical terrain.

And it's more of the same out back, with fat seat stays, chunky asymmetrical chain stays, a beefy forged aluminum linkage, and thick interchangeable bolt-on dropouts (a 142x12mm thru-axle fitment is already in the works) adding up to a suspension system that resists getting knocked out of plane and seems to faithfully follow the front end.

Finally, Orbea has done a good job with dialing in the geometry as well. Chain stays are a remarkably short 425mm – just 2mm longer than the Alma hardtail – for easy manuals and quick pivoting about the rear wheel. That's matched to a fairly long front center, a 68-69-degree head tube angle (depending on fork travel), and resultant longish wheelbase that shifts your weight slightly rearward and makes for confident handling both at speed and in technical descents. A not-too-tall bottom bracket height helps keep your center of gravity low, too.

Given the Rallon's impressively multidimensional personality, Orbea will wisely offer it in a variety of build kits that will cover both the more pedal-intensive enduro crowd but also more gravity-oriented folks, too. Fork travel will range from 150-160mm, Truvativ's Hammerschmidt transmission is included on the top-end Rallon 10, and customers will even be able to choose from various tires to better suit their local terrain.

One must-have option on your list regardless should be the adjustable-height crankbrothers Joplin seatpost. While it was easy enough to move our seatposts around with the included quick-release collar, we would have much preferred a telescoping post for faster transitions between up and down.

We'll secure a long-term tester in the very near future for a more proper shakedown but the initial taste test has been promising for sure. In the meantime, Orbea already has some complete Rallon configurations available now with the remainder set to arrive within the next couple of weeks. Retail prices will range from US$3,000 to $5,800.

Gary Fisher's Superfly 100 flagship goes a long way towards dispelling many of the myths sceptics have created in an effort to downplay the virtues of the 29er. It's light, fast and supremely agile – and yet with a little bit of spec tweaking is still versatile enough for either full-blown cross-country racing or just spending all day on the trails. 

Ride & handling: Big wheels when you want them but (mostly) not when you don't

The Superfly 100's greatest trick is masking the bigger wheels' (29in rather than the normal mountain bike size of 26in) typically slower handling. In spite of what you may think 29ers are supposed to feel like, the Superfly 100 is quick to change direction on fast, twisty singletrack, yet surprisingly adept at low-speed uphill or downhill switchbacks.

Combined with the bigger wheels' generally better traction and ability to steamroll trail obstacles plus a low bottom bracket, we found ourselves carrying more speed not only on the wide-open sections but also through most corners – and then exiting them with more vigour.

Pedalling performance is good too, and especially with the speed-oriented stock tyres in place (more on that later), the Superfly 100 is a competition-worthy rig. Stomp on the pedals and it moves forward with the authority you'd expect from a race machine, regardless of wheel diameter, and the front end's rock-solid stiffness means you can torque the bars to your heart's content with little noticeable twist. Likewise, it tackles technical climbs with uncanny prowess, clawing its way over square-edged rocks and maintaining a surprising degree of grip.

Also aiding the bike's quick reflexes under power is the taut and athletic-feeling rear suspension, which is impressively capable on medium-to-large impacts in spite of just 110mm of wheel travel but clearly tuned more on the efficiency end of the spectrum rather than pure bump-eating. Thankfully, the larger wheels' shallower angle of attack takes care of most of the trail chatter on their own so it isn't much of an issue. 

Oh, and did we mention yet that the Superfly 100 is light? Total weight for a stock medium bike is just 11.05kg (24.36lb) without pedals and the bare frame and rear shock come in at only 2,170g (4.78lb) – impressive numbers for any full-suspension machine, regardless of wheel size, and the lack of mass is especially noticeable on longer ascents.

Some limitations start to present themselves as the terrain gets rougher, though. In spite of Gary Fisher's frame engineers' efforts to the contrary and the robust pedalling platform, there's noticeable torsional flex in the rear end on fast and rocky descents as the rear wheel struggles to stay in-plane. In addition, the asymmetrical rear end tends to flex to one side when trying to load the suspension on G-outs in mid-corner, which can make for some unpredictability when charging hard.

That low bottom bracket that's so welcome in fast corners also places the cranks and pedals in a more vulnerable position, and we definitely smashed into a few more rocks and boulders than usual (FYI, Race Face's 'Keith the Sheath' crankarm protectors also fit on the Truvativ Noir arms).

Frame: Lots of carbon and virtually nothing else

Gary Fisher didn't hit that feathery frame weight by tossing a lot of extra material into the formula, and aside from the pivot and dropout hardware, nearly everything is carbon fibre, from the suspension mounting points to the bottom bracket bearing seats to the rear dropouts. As already mentioned, the front triangle is a truly massive construct and contributes greatly to the Superfly 100's pedalling efficiency, precise steering and reassuringly solid feel under hard braking. 

Up front is a tapered 1-1/8in to 1-1/2in head tube while down below is an extra-wide bottom bracket shell with drop-in bearings. Joining the two is an enormous down tube that measures nearly 80mm across at its broadest point and a whopping 180mm in circumference. Offsetting the seat tube forward at the bottom bracket helps keep the chainstay length a more manageable 452mm (just 25mm longer than on a 26in-wheeled Trek Top Fuel) while the G2-offset fork crown lends a more nimble trail dimension for noticeably diminished wheel flop without having to resort to a funky-feeling super-steep head angle.

The all-carbon rear end includes rather tall chain- and seatstays joined together with Trek's proven Active Braking Pivot dropouts, and even the shock linkage is a feathery compression-moulded carbon fibre bit that weighs just 44g. The stays' wide spacing and relatively narrow profiles make for tons of tyre and mud clearance but as a consequence, they're not especially rigid laterally or in torsion. Add in the seatstays' long path from the dropouts to the shock linkage and the unwanted movement we felt on more demanding test rides perhaps isn't too surprising.

Equipment: Competition-ready parts spec

The frame's racy nature is further bolstered by the build kit, which consists of a mix of SRAM and Shimano bits, finished off with a broad spectrum of parts from the Bontrager corporate toy box. On the whole it all works seamlessly together, with the SRAM X.0 shifters and rear derailleur moving the Shimano chain precisely across the SRAM PG-990 cassette and Truvativ Noir chainrings.

Avid Elixir CR disc brakes offer plenty of highly controllable power. Given the bike's premium pricing and flagship status, we'd have liked to see the Elixir CR Mag brakes instead as they would have saved 90g (0.20lb). The Bontrager Race Lite Big Sweep alloy bar offers up lots of control with its comfortable 12-degree backsweep and refreshing 640mm width – just the thing for wrenching the bike through corners and yanking through the rough. 

We were a little disappointed with the rolling stock, though. The Bontrager Race X Lite wheels are reasonably light at around 1,700g for the pair but not especially rigid, and the extra flex didn't help in hard corners – a 15mm through-axle up front instead of the flimsy 9mm open dropouts would likely help, as would a swap to Bontrager's wider and stiffer Rhythm Pro wheels.

Likewise, the matching Bontrager XR1 tyres are screamingly fast and ridiculously light at just 495g apiece but in anything other than perfectly tacky conditions, many riders are likely to find their supple 1.95in-wide casings to be too fragile and the rounded, small-knobbed profile to provide insufficient grip at the limits. We swapped in heavier but more versatile tyres as well as some stouter wheels for a more confident feel. The combination was slower to accelerate but we had more fun rallying trails without worrying about pinch flatting or sliding out on loose terrain.

Front suspension duties were handled by a Fox Racing Shox 32 F100 FIT RLC fork. Overall, it was a brilliant beast with perfectly tuned spring and damper rates and impeccable reliability – but only after we did a bit of work to it. As we'd found on occasion in the past, it was sticky and relatively unresponsive on smaller bumps until we pulled the lowers and replenished the oil bath – simple to do but we'd prefer not to all the same. 

Specialized is cooperating with the U.S. Consumer Product Safety Commission to announce a voluntary recall of their 26-inch wheeled Epic and Era full-suspension bikes.

Specialized recommends that consumers stop using the affected bicycles immediately unless otherwise instructed by a Specialized dealer or representative.The shock mount for the Brain reservoir on the models’ swing arm could break causing loss of control of the bicycle.

The following models are affected: 2010 Specialized 26” Era and 26” Epic bicycles: 2010 Epic Marathon Carbon, 2010 Epic Marathon Frame, 2010 Epic Expert Carbon, 2010 Epic Expert, 2010 Epic Comp Carbon, 2010 Epic Comp, 2010 Era FSR Expert Carbon, 2010 Era FSR Expert and 2010 Era FSR Comp.

Authorized dealers in the US sold the bikes from September 2009 through October 2009 for between $2,000 through $5,500. The bikes were manufactured in Taiwan.

Specialized estimates 1,350 frames could be prone to failure. No incidents or injuries have been reported to the CPSC.

Specialized proactively sent out a letter to consumers and a ‘Stop Sale Notice’ to dealers in November 2009, once they became aware of the problem, which BikeRadar reported.

Riders should immediately stop riding affected bikes and contact their Specialized dealer for a free repair. For additional questions, contact Specialized toll-free at (877) 808-8154 between 9 a.m. and 5 p.m. MT Monday through Friday or visit www.specialized.com

One of the undisputed showstoppers at this year's Sea Otter Classic was a special Flash carbon hardtail hanging up at the Cannondale booth. Only it wasn't some prototype or stock machine but rather an insanely light Shimano Dura-Ace Di2-equipped rig built for Cannondale by Newbury Park Bicycle Shop in Newbury Park, California.

As pictured here, the total bike weight was just 7.09kg (15.64lb) – lighter than most people's road bikes and with surprisingly few compromises in function.

Shop owner Ben Cox said he and shop general manager Shane Kelly started with a standard Cannondale Flash Ultimate and then went from there, adding a custom set of Di2 shifter pods built in-house and a wiring harness made by RF Circuits in nearby Thousand Oaks, a lighter-weight wheelset, brakeset, and saddle, then finishing it all off with a US$3,500 Troy Lee Designs paint job.

Naturally, the special Di2 shifters had to be custom built as Shimano only offers the technology for the road but even relatively off-the-shelf items were meticulously refinished where appropriate.

"We actually took a complete [NoTubes ZTR Podium MMX] wheelset and cut out all of the spokes because they wouldn't give me the rims separately and had them polished," said Cox. "And then we did Extralite hubs and had those polished. They're actually ceramic coated, not just polished, which is how we were able to get that nice mirror finish on them."

Similar attention to detail was paid to the Cannondale crank, too.

"We took a stock Cannondale Si crank, took the arms off and had them machined down just in the sections where you see silver," Cox continued. "We were going to polish them but decided to leave it matte because it looked so cool."

Despite the impressive looks, the bike is still a work in progress as there are other items on the list that still remain to be worked out. Sitting at the top of the list is the cable and wire routing – currently the shifter wires are run internally only through the handlebar and stem but ultimately Cox says the goal is to run everything inside and out of sight.

"It is [still a work in progress]," he admitted. "When the thing is completed, all the cables, all the wires, all the brake lines, it's all going to be internal with the wires going in the bar, through the stem, into the steerer tube then down the top tube and seat stays and all that.

"Cannondale was going to put a Simon fork on it but because the bike came in so light they left it without. We didn't want to do it internally for the show because the Simon takes all the room in the steerer and we didn't want to build it up and then have the guys have to redo it all. We do have a wiring harness in the works so that we can relocate the battery but we just didn't get it done in time."

Cox estimates he and Kelly have invested about 300 man-hours of labor and about six months into the bike's design and construction. And if someone were to want one, asking price would be in the neighborhood of US$15,000 or so.

Sound exorbitant? Perhaps, but this is actually the third dedicated showpiece that Newbury Park Bicycle Shop has built for Cannondale and past iterations have actually yielded sales of complete replicas as well as separate hybridized Di2 transmission kits. And according to Cox, the shop only needs to sell two or three complete replicas to recoup the development costs – not exactly a recipe for a cash cow but as Cox already has a successful conventional shop running, that's not his motivation.

"We actually had a set of carbon fiber brake rotors and pads made but they didn't use them so that was a little US$500 experiment. But it's just fun."

More 'fun' is on the way, too. Next month, Newbury Park Bicycle Shop is set to deliver a special Cannondale road bike for the Tour of California that Cox says will be "pretty trick."

Can't wait to see it? Neither can we.

And here's the complete 'Troy Lee Project Flash' build spec for the weight weenies:

Frame: Cannondale Flash Carbon with custom finish, size medium
Fork: Cannondale Lefty Speed Carbon SL, 110mm
Headset: Cannondale integrated
Stem: Cannondale XC3 Si
Handlebars: New Ultimate aluminum
Tape/grips: ESI Racer's Edge
Front brake: Formula R1, 160mm Scrub Components metal matrix rotors
Rear brake: Formula R1, 160mm Scrub Components metal matrix rotors
Brake levers: Formula R1 with carbon fiber levers
Front derailleur: Shimano Dura-Ace Di2 FD-7970
Rear derailleur: Shimano Dura-Ace Di2 RD-7970
Shift levers: Custom Shimano Dura-Ace Di2
Cassette: SRAM XX, 11-36T
Chain: KMC X10SL
Crankset: Cannondale Hollowgram SL, custom machined, 42/28T
Bottom bracket: Cannondale BB30
Pedals: n/a
Rims: NoTubes Podium MMX, 32h
Front hub: Extralite HyperLefty with custom finish, Extralite skewers
Rear hub: Extralite UltraHub SPD with custom finish, Extralite skewers
Spokes: Sapim CX-Ray, straight-pull
Front tire: Schwalbe Furious Fred, 26x2.00" Evo
Rear tire: Schwalbe Furious Fred, 26x2.00" Evo
Saddle: Tune Concorde with custom leather cover
Seat post: AX-Lightness Europa

Professional mountain bike racer Christof Bischof has launched a new line of bicycles. The 31-year-old pro will race for his own Bischibikes team on his new rigs throughout 2010.

Putting together the line of bikes wasn't just a personal challenge for Bischof, but racing them will also test the bikes and help prove their durability to potential customers.

Bischof is expected to represent his self-developed Bischibikes squad at the upcoming World Cups and other national and international races.

In 2009, the Swiss rider won races like the Cross Wangen, the Alanya Race and stage two of the Hexagonal Tour VTT. He's also won the ISD-Cup Donetsk, the Strovolos Race and the Vasilitsa race in 2008.

Bischibikes can be individually tailored to each customer, who can select components as well as influence their new bike's design, thereby making each bike unique.  Road bikes and hardtail and full suspension mountain bikes are part of the line-up detailed on the company's website.

For more information, visit www.bischibikes.ch.

Since Commencal introduced their Skin carbon hardtail earlier this year, we’ve been eagerly awaiting the arrival of fibrous frames in the Meta full-suspension range. While the 5.5's underlying geometry is unchanged, the new frame material makes a big difference to the ride.

While most companies seem to be using their carbon frames to extort as much money as possible, Commencal’s bike has definitely impressed us. The frame price might be expensive but the complete bike is actually good value.

Going carbon provides very obvious ride advantages in terms of weight and rear end stiffness. It’s not the stiffest or lightest bike in its category, but it is stiff and light enough to put it back in the mix as an enjoyable all-day bike. In typical Commencal style, it’s one that thrives in more challenging, technical situations too.

Ride & handling: A real blast on technical singletrack and descents

At under 27lb for our large sample, the Meta is still heavy compared with the lightest 140/150mm bikes from Specialized and Scott, but it’s definitely light in terms of all-mountain style bikes. Even though the Meta is steeper than it used to be (pre-2009) in terms of handling angles, we’d still definitely place it in this more playful category too.

Keep the shock with around 25 percent sag and it leans back into the trail, begging to be carved and chucked around from lip to berm. While it’s not as ‘chaos situation’ confident as the older, slacker bikes which lairy riders loved, the steeper angles keep the head down for a more reliable line on climbs.

There’s less emphasis on moving your body weight around a lot to lock down traction too, so less experienced riders will find a balanced and friendly ride rather than hair-trigger responsiveness.

The semi-slick rear tyre means it oversteers amusingly rather than understeering threateningly if you push it too hard. It helps the Meta pick up speed smartly enough and holds it well too.

The Contact System pushlink and rocker suspension architecture is unchanged but feels even better with the new shock. It was always a surprisingly stable pedaller, but now it sits totally flat even when you’re cranking hard.

Start clobbering stuff though, and the shock is consistently controlled throughout the bump range. The Boost Valve pressure damping means it never over-travels or wallows, and it collects big drops calmly without a clunk or buckaroo rebound.

Even with a quick-release axle, rather than Maxle screw-through, the carbon fibre rear end is far stiffer than the old alloy one too. There’s a much more positive response when you stamp on the pedals and no obvious sideways ‘sawing’ of the swingarm even when big blokes were giving it some grunt.

It also gives a much more accurate carving and cornering feel, so you can control the often wayward rear tyre easily. This rear stiffness does make the flex from the standard head tube/thin top tube mainframe more obvious when you’re really shoving it through corners, though.

The overall handling balance means it only ever breaks out into a controllable, smile-inducing smear rather than a sudden twang off line. The super-accurate damping and stiffer tracking from the 140mm (rather than 150mm) version of the fork also helps keep its nose clean when the trail gets snotty.

Frame: Carbon good looks and stiffer rear end are recipe for success

The first show samples we saw of the Meta Carbon had a carbon mainframe but retained an alloy swingarm; the production bikes have a complete carbon fibre structure, however.

Unlike most manufacturers, Commencal are staying with a non-tapered fork steerer and head tube for 2010. It’s a low profile integrated unit, and an extended web reinforces the top and down tube junction. The top shock mount and seat tube buttress all sit in a single mass at the far end of the tall, narrow top tube.

The seat tube bottoms onto the main pivot rather than the bottom bracket, with a vestigial seat tube stub to hold the front mech. You only get ISCG mounts on the longer travel Meta 6, however. The slab-sided symmetrical swingarms curve upwards from the main pivot for chain clearance.

Looking from above, the keyhole profile and full depth curved brace plate offer reasonable mud room. Commencal also retain the internal gear cable routing on the driveside, while the disc brake hose clips onto the top of the offside stay.

The same carbon swingarm is used on the alloy mainframe Meta 5.5 Limited model, while cheaper 2010 Meta frames get the interchangeable dropouts on an alloy swingarm.

Equipment: Tough but light kit that suits the frame perfectly without breaking the bank

Commencal only produce one complete bike on the carbon frame and it’s equipped to showcase the new chassis well without being insanely expensive. Fox provide the latest FIT damping cartridge version of their Float 140mm travel fork complete with 15mm screw-through axle.

This syncs with Shimano XT hubs on okay but not outstanding custom-coloured DT rims. The tyre mix of grippy Maxxis High Roller front and fast but drifty CrossMark rear is a great one for fast, aggressive riding in drier conditions though.

All this is driven by a purposeful-feeling SRAM, Shimano and Race Face pick ‘n’ mix transmission selection that’s suitably tough but light to match the bike. While their major advantage is minimal weight, the Formula R1 brakes don’t skimp on power or control either.

Race Face also supply the short Deus stem that holds the usefully wide Easton bars. SDG’s impressively light and tough but relatively rare I-Beam combo supplies the seating equipment.

We’ve no real complaints about this spec (apart from, perhaps, the rims) but if you want to transfer your own bits or build from scratch the ‘VIP’ carbon frame is available for £2,000. You can also buy a frame ‘kit’ with custom colour bar, stem, post and fork for £2,699 – which makes the whole bike look pretty reasonable.

The Zesty is already a firm favourite with trail centre riders, and now Lapierre have expanded the range to include two full-carbon versions with some significant tweaks to their geometry and components. We put the new Zesty 714 to the test on some true all-mountain terrain.

Ride & handling: Superb handling means you can hit everything without fear

The 714 is a breeze to get up to speed. Hammer the pedals to your heart’s content and it feels as if nearly everything you put in is delivered into the rear wheel. It accelerates and pedals well.

The combination of the stiff frame, OST virtual pivot suspension and Fox rear shock make this a super-efficient bike to ride. And let’s not forget weight. At around 11.8kg (26lb), this is a super-light 140mm (5.5in) travel bike.

Point the 714 uphill and the shorter cockpit (compared to the old alloy Zesty) still allows enough room to get tucked into a great traction-inducing position.

Flicking the ProPedal lever on the rear shock to activate the firmer platform was only needed on arduous road climbs. Fox’s new Boost Valve technology, combined with the OST suspension design, did a great job of keeping the pedalling efficient, and grip on the climbs was never an issue.

Over rougher ground, the 714 gives a suppler ride than its alloy counterpart, making it a little more forgiving. The front and rear suspension is well balanced and produces that smooth Fox feel.

The changes made to improve handling have worked wonders. A shorter stem, top tube and straight seatpost, combined with a wider bar, have opened this bike up to new opportunities.

Frame & equipment: 100 percent carbon frame construction plus some of the finest kit out there

Carbon frame manufacturing technology has come on in leaps and bounds over the past couple of years. Using a monocoque frame construction, the 714 was inspired by the flowing hydroformed tubes of the alloy version, but with some obvious additional benefits.

Lapierre claim the new carbon front triangle is 300g lighter than the aluminium version, as well as stiffer and stronger than ever.

Working closely with Fox Racing Shox has also helped. The new Boost Valve technology of the Fox RP2 rear shock keeps the OST virtual pivot system extremely well controlled and stable even on the steepest of climbs.

The Zesty now has a 5mm shorter top tube to enhance control and manoeuvrability. Our test bike was a 46cm frame, with a 595mm (23.4in) top tube.

Lapierre have made the wise move of speccing the Zesty range with shorter stems and wider bars to increase the versatility and fun factor of the bikes. The 80mm stem and 680mm bar are a great compromise and make the bike much more of an all-rounder.

Formula’s RX1 brake with custom anodised parts works well and adds an element of cohesion that many manufacturers tend to overlook.

Scott’s 2009 carbon-framed Genius created a stir in the long-travel trail bike camp by combining true lightweight performance with fingertip control of the rear shock via its proprietary handlebar-mounted Tracloc lever.

With an offering like this already on the table, it was dificult to see how Scott could improve the Genius for 2010. Indeed, the designers have left the Genius’s proven angles and beautiful frame construction well alone.

However, there has been another step forward: for 2010 the Genius and marathon–orientated 115mm travel Spark ranges are equipped with a new Twinloc lever that simultaneously adjusts the action of both fork and rear shock with a two-click push of a single bar-mounted thumb lever.

Ride & handling: Fast, light and with great geometry, this bike is well suited to marathon events

Right from the start, the Genius 20 is whippet-like in its approach to the trail. Its laterally stiff chassis and tight-feeling, centrally positioned shock transfer every ounce of effort into forward momentum. Attack fast singletrack and you’ll quickly identify with Scott’s race pedigree.

The action of the Twinloc lever is light and responsive, and while its handlebar positioning puts it out of the immediate line of fire for mud, the two cables will likely be subject to the ingress of water and grit. Fortunately the cables are easily unclamped to allow flushing through or replacement of the cable outer.

Fox and DT specced bikes such as the Genius 20 will need their forks returned to their respective service centres for cable replacement. This is a potential hassle, but the Twinloc cable shouldn’t need replacing more than once a year so it can be done when the fork is returned for its recommended annual service.

When riding the bike using the lever became almost automatic, and chasing the Scott team riders along Swiss singletrack and down through steep, twisting descents we found ourselves toggling between the limited-travel and full-travel modes, instantly adapting the Genius’ ride characteristics to the trail ahead.

Short sections of fire road and asphalt meant the lockout option allowed us to climb as on a rigid bike, and then instantly unlock fork and shock when diving back onto the trail.

In traction mode, the Genius 20 squats less and accelerates like a short-travel rig, and even a middle ring pedal-mashing chase failed to eke any noticeable bob out of the rear end.

The stiff, responsive mainframe and carbon rear triangle, combined with the accurate tracking through-axle Fox Talas 15 QR fork up front, delivers remarkable cornering accuracy on fast singletrack, making the bike feel like it’s running on rails.

The slack head angle, mated with the longish top tube and short 75mm stem, give the Genius a playful yet masterful identity that inspires conidence whether you’re swinging the bike through tight singletrack or using its full 6in of travel on step-filled descents.

The short stroke, high-pressure (in excess of 300psi) Equalizer shock lacks the small-hit plushness of some air/oil shocks out there, making fast, rocky descents a little skittish, but then that’s the price you pay for riding a sub-12kg 6in travel bike.

However, when the trail points skyward there’s not much that can reel the Genius in and, with a push on the Twinloc lever, the bike is transformed from a do-anything, all-day trail muncher to a sprightly race machine that would give roadies a run for their money.

The light weight of the front and rear Schwalbe Nobby Nic tyres helped acceleration while still being aggressive all-round treads that shed mud easily.

The Scott-branded white grips are fly but lock on inboard only and started twisting at the outer end of the bars – we’d prefer to see full lock-ons.

Chassis: Stiff and good-looking, with on-the-fly simultaneous shock and fork adjustment

The Genius 20 frame is unchanged from its ’09 predecessor, apart from new decals that give a black and white theme which complements the white hubs, rims, grips, saddle and fork.

The frame’s main triangle is a result of Scott’s proprietary Integrated Moulding Process (IMP), in which 130 pieces of carbon matting are laid up over an internal mould that’s then melted and withdrawn during the carbon curing process.

The result is Scott’s slant on the monocoque, in which the main tubes exist as a single continuous piece, flowing seamlessly into one another. The myriad cross-sectional shapes and tube diameters employed in the main triangle alone are testament to the huge amount of R&D that has gone into the Genius’s superlight (1.84kg/4.05lb without shock) and unashamedly stiff frame.

The Genius 20 has the same faux-bar suspension design employed throughout the Genius range and uses Scott’s own Equalizer-2 pull shock to keep things tracking smoothly at the back. The three chambers on the shock make it a fairly heavy (410g) piece of kit, but its location means the weight is unobtrusive.

The new Twinloc lever has three positions: in the first both rear shock and fork are open and active, allowing the full 6in of travel front and rear. The second position sets the rear shock in traction mode, limiting its travel to a climb-orientated 95mm, while leaving the fork fully open. The final position locks out both rear shock and fork, perfect for hardpack climbs. A second push-release lever sits beneath for instant return of the main lever to its previous position. 

While the Twinloc easily finds its place on the shorter travel, race-orientated Spark range, it’s likely to be used less often on a trail-orientated rig like the Genius. Don’t get us wrong: the Twinloc performs admirably, but on the Genius it’s more a bonus than a necessity.

Gary Fisher's new Superfly 100 debunks nearly every possible argument put forth against 29"-wheeled dual-suspension race bikes: it's light, it's stiff, it handles brilliantly, and most importantly, it's brutally fast.

Claimed weight on the carbon fiber Superfly 100 frame is just 2.1kg (4.6lb) including the stock Fox Racing Shox RP23 rear shock and all applicable hardware – likely making it not only the lightest fully suspended 29er on the market but also well in keeping with most 26"-wheeled carbon flagships. Fitted with an appropriately race-ready build, the bike feels every bit as light on the trail as you'd expect and not unexpectedly, the Superfly 100 is an impressive climber with surprisingly smart acceleration.

In addition, the frame is remarkably stiff overall with accurate tracking even on rough terrain, a solid-feeling bottom end, and a rear triangle that faithfully follows the front. Credit here goes to the tapered E2 front end, the correspondingly enormous down tube, the extra-wide BB95 bottom bracket with drop-in bearings, and the stout rear swingarm with healthily proportioned tube cross-sections and well bolstered Active Braking Pivot rear dropouts.

Thanks to Gary Fisher's novel G2 front end with its increased fork offset and reduced trail, handling is also remarkably 26"-like with a particularly nimble – almost twitchy – feel that soundly negates any preconceived notions that 29ers can't handle twisty terrain. We had no issues whatsoever on tight uphill (or downhill) switchbacks and in general the Superfly 100 is plenty eager to change direction. Super short (for a 29er) 451mm chain stays make for comparatively easy manuals and general pivoting about the rear wheel, too.

Moreover, the Superfly 100's rear suspension is also up to snuff with an appropriately taut cross-country feel: small bumps are nicely muted, there's no mid-stroke wallow and a smooth progression towards bottom-out. There's excellent pedal response overall, too, with little need to engage the ProPedal if you have a smooth stroke unless you want absolute drivetrain efficiency – we were generally quite content to run without for most of the day.

Of course, the usual 29er advantages still apply: an overall smoother ride on rough ground, increased cornering stability, superb traction, and more confidence in technical descents since the front wheel's higher pivot point makes it harder to go over the bars.

Obvious downsides are few and far between at the moment. The low bottom bracket definitely aids the Superfly 100's cornering abilities but it's unfortunately so low that we hit far more rocks and roots with the pedals and crankarms than usual. There's also no getting around the fact that the larger wheels are unavoidably heavier than 26" equivalents – by about 12 percent on average according to Gary Fisher – and require more energy to get them going unless you compromise on traction and floatation by going with narrower and lighter rubber.

This obviously means a little more mass to lug up the climb and the Superfly 100 likely wouldn't be our first choice for courses that require a lot of accelerations. But time gained elsewhere may still make it a faster bike than a traditional 26" full-suspension rig depending on the terrain.

There were also no problems equipment-wise save for the Bontrager rear wheel. We experienced a fair bit of popping sounds coming from a similar hub on our recent Trek Top Fuel tester and the one on our Superfly 100 was unfortunately notably worse, clicking and groaning in protest nearly every half dozen pedal strokes or so, and not always under heavy power. Gary Fisher product manager Aaron Mock says the company's wheel engineers are aware of the issue and are already looking into it but it's still not particularly confidence inspiring given the old DT Swiss-built rear hubs' bulletproof reliability.

Still not convinced? Check out the race results from the Subaru-Gary Fisher team this year: Jeremy Horgan-Kobelski and Heather Irmiger took home four US National titles this year on 29" wheels and most recently, Willow Koerber earned a bronze medal at the UCI World Championships on a Superfly hardtail – after only having ridden on 29" wheels for a handful of weeks prior.

Oh, and toss out the notion that only taller riders can ride 29ers: Irmiger is only 1.63m (5' 4") tall and Koerber measures 1.55m (5' 1"), and both are now full-time converts by choice (Irmiger rides a medium!).

Two-niner holdouts: your chariot has finally arrived. Check back in a couple of months for a proper long-term review – we're actually looking forward to this one.

GT’s Independent Drivetrain has been honed over the past decade to this current incarnation. This all-mountain format sports slack angles and 150mm (5.9in) of travel, so is it a force to be reckoned with?

Ride & handling: Goes up efficiently and down quickly

There’s no doubting that the frame is aimed at hard all-mountain use. It is supremely stiff laterally. The oversize pivots, chunky, triangulated swingarm and large section monocoque front end all combine to keep the front and back end pointing in the same direction, no matter what you throw it into.

The angles on our machine came up slacker than the published figures, with the head tube clocking a degree less at 67.9 degrees. This worked well for fast descending with the saddle lowered, but the front wheel tended to push wide and understeered too easily on low speed, technical trails.

The bottom bracket is a fairly tall 14.1in, which gave the feeling of being perched on top of the bike, rather than being really involved.

The Force excels with the ProPedal platform damping of the Fox shock turned off, allowing the bike to maintain great traction and transferring your pedal power directly to the rear wheel.

It may not be light at a tad over 30lb (13.6kg), but the extra girth of the chassis isn’t wasted weight – instead it adds to the solid riding traits of this bike both going up efficiently and down quickly.

Frame: Burly chassis with efficient rear suspension

At the centre of the bike is the Independent Drivetrain. The bottom bracket is independent of both front and rear triangles. It is mounted to the swingarm on a link just below the main pivot, and connected to the front triangle by the Dog-Bone link.

This seemingly complicated setup reduces the pedal feedback you normally get from the high main pivot. It also increases efficiency by negating pedal influenced suspension input, meaning that your power goes straight to the rear wheel rather than into the shock.

The 6061 aluminium chassis has a monocoque top tube, with a Y-shaped juncture at the seat tube, lowering standover height. The burly rear triangle completes the solid frame.

Equipment: Full Shimano XT groupset, decent fork and superb tyres

This 1.0 model comes with a rare thing – a complete Shimano XT groupset, right down to the hubs.

The Fox Float 32 fork tracks accurately with its 15mm through-axle, but lacks tune-ability, with just basic external adjustments of air pressure and rebound damping.

The Kenda Nevegal dual compound tyres are a superb spec choice, rolling quickly yet hooking up inspiringly through the turns thanks to the softer compound shoulder tread.

Scott’s Spark 35 will test your preconceptions. Billed as a cross-country race machine, the low weight and racy lines might be enough to turn away many riders more interested in comfort and handling. But wait, what’s this? More than 100mm of rear wheel travel? And a full 120mm fork up front? This is no ordinary racer…

Ride & Handling: race fast but really plush and comfy too

Anyone expecting an old school cross-country race experience, sacrificing comfort for the sake of speed, is in for a rude shock – or perhaps that should be pleasant surprise – with the Spark 35.

The ride position is roomy enough to be efficient, yet high enough at the front to be comfortable for long days in the saddle. Wide bars – the antithesis of cross-country race cool  – give plenty of confidence-inspiring control, backed up by the supple liveliness of the fork as the speed increases and the hits get bigger. Relaxed angles put paid to the notion that XC race bikes need razor-sharp handling – the Scott is stable at all speeds, but responds willingly in the tight and twisty stuff.

So it’s plush, easy to live with and goes where you point it – all attributes we don’t necessarily associate with a race machine. But it’s also damn fast.

With a low all-up weight, that rigid carbon mainframe and suspension front and rear that can shrug off anything you can throw at it, this is one of the rare breed of bicycles that wants to be ridden flat out, all the time. The only discomfort you’ll feel is the burning of lactic acid in your leg muscles, because the combination of 110mm-plus of travel and the natural damping characteristics of carbon make for an uncommonly soothing ride over everything from small trail undulations to large, square-edged wheel-eaters.

Few XC race bikes win over riders as easily as the Spark 35, but that’s probably because it’s far more versatile than its race tag might suggest. Whether you ride it flat out in a short-course XC race, tackle a 24-hour event, take it on epic trail rides or simply have a mess about in the woods, it’s a bike that’ll put a grin on any rider’s face. No ordinary racer – and that’s no bad thing.

Frame: carbon mainframe teamed with alu rear end

There’s no doubting the impressively low weight of the Spark 35’s chassis – arguably one of the biggest factors in its ‘race’ tag. The carbon mainframe is a standout feature at this price, giving the Spark a big head start in the weight wars. Scott are proud of their proprietary Integrated Carbon Moulding Process (IMP) technology, which allows the top, head and down tubes to be manufactured in a single step.

Removing the need to join separately manufactured tubes allows Scott engineers to shave material from the head tube junction without compromising strength or stiffness. The result? Tipping the scales at just over 25lb (11.3kg), the Spark 35 proves that a bike with more than 100mm of travel doesn’t have to carry a weight penalty.

But it’s not all space-age tech. The rear end is made from good ol’ aluminium, and it comprises an asymmetric swingarm and chunky, coffin-profiled seatstays driving a pair of nifty, cut-away rocker plates. The welding is functional rather than beautiful, but doesn’t detract from the front triangle’s clean lines.

A bike aimed at speed-obsessed racers needs suspension that’s well controlled under hard pedalling. Scott has equipped the Spark 35 with a pair of RockShox units – a Reba SL fork up front and an Ario 2.R shock at the rear – that offer easy adjustability, plush bump absorption and a lockout feature. The fork’s lockout is a short reach down to the right hand side of the crown, but the rear shock can be disabled with a flick of the button on the bar-mounted remote.

Curiously, we found that the rear shock lockout’s blowout valve – which allows some movement over big hits – could create a disconcerting bounciness under fast, seated pedalling. Still, for sprinting and hill climbing it’s a useful option that most riders will appreciate.

Equipment: great spec needs no upgrading

Scott’s good-looking own-brand finishing kit provides all the rider contact points, while the Schwalbe Rocket Ron tyres keep the bike planted and rolling. We’ve no complaints about the SRAM-based transmission either, but if you’re switching from Shimano bar shifters you may miss the gear indicators.

Subaru-Gary Fisher riders have added another 29"-wheeled race bike to accompany their current Gary Fisher Superfly carbon fiber hardtail – only this time it's a similarly high-zoot full-suspension rig.

The new Superfly 100 features 100mm of travel at both ends yet frame weight is still very impressive at just 2.2kg (4.85lb) including the rear shock and associated hardware – light for a 26" dually but even more so considering the bigger wheels. OCLV carbon fiber is used for the front triangle, the seat stay assembly, and the asymmetrical chain stays, and even the top tube-mounted swing link – all 44g of it – is made of carbon as well. In full team trim, total weight is around 10.6kg (23.5lb) with an extra-large frame.

In addition, there are supposedly no aluminum hard points in the frame whatsoever. The headset bearings insert directly into integrated carbon cups, the extra-wide bottom bracket uses molded-in bearing seats with drop-in cartridge bearings a la the Madone and even the suspension pivot points are aluminum-free. Save for the alloy hardware, the rear derailleur hanger, some threads in the direct-mount front derailleur stub, and the riveted-on housing guides, the new Superfly 100 is apparently 100 percent carbon.

The Superfly 100 isn't just about being light, though. A tapered 1 1/8"-to-1 1/2" 'E2' head tube makes for more precise handling and surer brake performance – not to mention a beefier connection between the down tube and head tube – and the Trek-exclusive Active Braking Pivot dropout design yields better traction and reduced skidding, too (read: more control).

According to Gary Fisher PR man Travis Ott, the Superfly 100 is also "as nimble as a 26" full-suspension bike" thanks to the relatively short wheelbase and proprietary Genesis 2.0 front-end geometry, which uses more offset at the crown to reduce trail.

Key team testers for the new bike include US riders Jeremy Horgan-Kobelski and Sam Schultz and though sponsored riders are expected to speak highly of their provided gear, initial ride impressions were still somewhat unusually praiseful.

"I feel more at home on the Superfly 100 than I've ever felt on any full suspension bike," said Horgan-Kobelski. " Descending, the bike is just unbelievable between the large wheels and suspension travel - the bike's strengths really emerge when the terrain gets rougher. I rode Hall - Picture Rock - Heil [a notoriously rocky trail near his Boulder, Colorado home – Ed.] last week, and the rough climbing on Picture Rock was made so much easier on that bike. I think I rode the front-side technical descent of Hall twice as fast as I've ever ridden it.'

Though Horgan-Kobelski has only been on the bike for a couple of weeks, he's already hoping to race on it at the US National Marathon Championships in Breckenridge, Colorado and some east coast national events depending on the conditions – a weighty endorsement considering his well-known preference for hardtails.

"Compared to the hardtail Superfly for racing the course would have to be very rough to take full advantage of the bike's strengths," he continued. "Overall though, I am surprised how impressed I am with the bike already. It reminds me of when I first threw a leg over the original Superfly."

Retail pricing and final specifications for the new Superfly 100 are still to be determined but consumer versions are already schedule for delivery around August.

Trek's Top Fuel 9.9 SSL is a bike that hits the target of what a premium-level cross-country race bike should be squarely in its centre, yet it's also capable of more with a few component tweaks and in the hands of a skilled rider. It's oh-so-close to perfection.

Ride & handling: Superlight race rig with Trek's best suspension design yet

The premium build on our top-end 9.9 SSL test model keeps total weight at an impressive 9.81kg (21.63lb) – well in keeping with the competition and lighter than most people's hardtails.

Naturally, the low mass is a boon when ascending and anyone who believes dropping a kilo or two doesn't make much difference in the real world has probably never ridden anything so feathery. 

The lack of weight is noticeable, especially on steeper and more technical climbs, and any racer will quickly extol the virtues of cresting the opening climb with a few seconds' (or minutes') advantage over their rivals. Game on.

The Full Floater suspension is fairly supple off the top yet wholly composed on bigger hits, with superb bottom-out control. There is no mid-stroke wallow,  and the whole package is generally very composed and well controlled – Trek's best short-travel suspension design by a long way.

Cost issues aside, hardcore racers will be hard pressed to find a more complete and purpose-built pure cross-country competition package. The £4,499.99 price tag is too much for most people to swallow, but the £3,149.99 (US$4,949.99) Top Fuel 9.8 provides nearly all of the performance with a bit of extra weight and without the novel two-ring crankset. Less expensive aluminium models are available, too. 

Regardless, one shouldn't pigeonhole the Top Fuel 9.9 SSL as only a race bike. Slap on a wider low-rise bar, an 11-34T cassette and some fatter rubber and you've got a decent trail bike for smooth riders who value a superlight rig.

Frame: Light, fairly rigid and angles are spot-on, plus unusual integrated seatmast

Frame weight is just 1,950g (4.30lb) – with shock – thanks to a generous helping of Trek's top-shelf OCLV Red carbon fibre technology, full alloy pivot hardware and an all-carbon integrated bottom bracket assembly borrowed from the road-going Madone.

In addition to the grams saved by eliminating the threaded metallic cups, the bottom bracket itself is now lighter as the two cartridge bearings are inserted directly into the precision moulded shell along with a couple of seals and a plastic sleeve in between.

The basic suspension layout hasn't changed drastically since the Fuel's introduction roughly a decade ago but Trek's engineers have massaged the new 100mm configuration so thoroughly as to be practically unrecognisable on the trail. If ever there was an argument that good bicycle rear suspension design is a game of millimetres, this is it.

The well-placed main pivot provides mostly neutral pedaling response (at least when you're not in the big ring) and the asymmetrical aluminium chainstays, stout carbon seatstays, and meaty one-piece EVO forged magnesium rocker link do an excellent job of limiting rear wheel movement to the intended plane even in rocky technical terrain. 

The Trek-exclusive Active Braking Pivot concept at the rear dropouts is surprisingly effective even in this shorter-travel application. Dive hot into a washboarded corner with the rear brake applied and you're treated to minimal skidding or skipping and better traction for a faster exit.

Most impressive, however, is the Full Floater concept whereby both ends of the shock are anchored to dynamic links – at the end of the rocker link up top and on an extension of the chainstays below – for more precise control of suspension leverage ratios throughout the range of travel.

Overall chassis rigidity belies the paltry weight with very good pedaling response, a relatively tight front end and an overall personality that just feels fast under power.

The down tube takes full advantage of the bottom bracket shell's 90mm width, the top and down tubes are pushed right up to the edges of the integrated head tube, and the top tube is fairly broad throughout its length. 

Front triangle torsional rigidity is very good overall but still seems a half step behind other featherweights such as the Scott Spark – we noticed some off-axis twang when careening through rock gardens – but the Top Fuel's rear suspension performance is better overall.

In this application, light trumps stiff but if you can have 'light and still pretty stiff' coupled with an extra capable rear end, well then that's all the better.

Handling is appropriately quick and well sorted, with a 70-degree head tube angle and a relatively low 32.7cm (12.9in) bottom bracket height perfect for railing corners.

The integrated seatmast – 'semi-integrated' would be more accurate seeing as how there are no hacksaws involved and you still have a conventionally telescoping, though stubby, seatpost up top – is a step or two off the beaten path. 

Though this saves some weight its greatest benefit is the remarkable amount of fore-aft give that is engineered into the design. It's probably best not to attempt a nasty flat landing with your rear end firmly planted on the saddle but the flex noticeably adds to the Top Fuel's buttery feel – and can also make the bike feel a bit bouncy if the rear shock is locked out.

We can't help but wonder if Trek could have achieved a similar effect with a standard 31.6mm-diameter post instead of the proprietary extra-fatso 34.0mm one though, and you have to deal with the usual integrated mast drawbacks. Frequent-flier racers should be prepared to disassemble the Top Fuel a bit more than necessary to fit it in a travel case. 

Equipment: Great spec for World Cups, not so good down the trail centre

Trek's all-out commitment to making the Top Fuel a race bike is evident in a few component choices that might work well on a World Cup course but limit the bike's versatility in the real world.

The narrower crank makes for a noticeable difference in pedalling mechanics but Trek pair the 29T inner ring with an 11-32T Shimano XTR cassette. Trek say this is a result of racer feedback and that an 11-34T would add 20g, but we say the wider range's very marginal penalty would be well worth it to the people who will actually be buying this thing. 

Likewise, we understand that many World Cup racers still opt for narrow flat bars – the Bontrager Race XXX Lite here measures just 580mm across – but bar ends are therefore a virtual necessity and they aren't included. A flat bar with more width would make more sense as that would give buyers more freedom to choose without spending yet more money.

The Bontrager Race XXX Lite foam grips should be scrapped right from the get-go. They rotate and migrate over time, the foam is too soft to provide any useful cushioning and they're not particularly grippy either. 

In spite of appearances, the stock Bontrager Jones XR Team Issue tyres provide surprisingly decent grip on hardpack, rock and good old-fashioned dirt, and the ultra-low profile knobs roll insanely fast on anything short of roofing tar.

Loose conditions are a definite no-no, however, and cornering in general is an exercise in slide control as the overly rounded profile has almost no shoulder to lean on. Moreover, the narrow width virtually demands that they be run tubeless, but again Trek don't include the easily installed kit in the Top Fuel 9.9 SSL's asking price.

Trek wrap those tyres around their new Bontrager Race X Lite Disc wheelset, which includes light scandium-alloy clincher rims, butted stainless steel DT Swiss spokes and new designed-in-house hubs that replace the previous DT Swiss units.

Our rear hub bearings have quickly grown rough and the freehub body occasionally protested with a loud 'pop' under power – something Trek attribute to an overly abundant grease fill from the factory, which might explain the popping but not the bearings.   

The RockShox SID World Cup fork continues to impress, with excellent suspension control throughout the 100mm range and very good steering accuracy.

Out back, the Fox Racing Shox RP23 rear shock on our first prototype offered noticeably better traction and a suppler ride than the DT Swss XR Carbon unit of our later production tester.

Trek say racers prefer the latter's firmer lockout and available remote – fair enough, but be prepared for the hit in small bump compliance and the lack of a lockout blowoff threshold as a result.

As for the XTR trigger shifter, derailleurs and dual hydraulic disc brakes – with 160mm front/140mm rear Center Lock rotors – there's not much to say. The whole lot worked flawlessly and Shimano seem to have expelled the sticky piston demons that once plagued the brake callipers.

Shift quality was smooth and precise and the brakes provided the usual stellar levels of modulation, albeit still with not quite as much power as we'd like. 

The Kona Unit has been one of the UK’s most successful singlespeeds, so we were surprised to see that the original 26in-wheeled version has vanished in favour of two 29er options for 2009.

Ride & handling: Stiff and capable, but doesn't exploit its best 29er attributes

With an 80mm fork and superlight

It charges along well, with impressive tracking accuracy

That said, it had a tendency

The overall stiffness is obvious in general ride comfort. There’s a lot of

Frame: Scandium gives good blend of light weight and high performance

Kona is now into scandium big time across all its bikes where light weight and high performance make sense. Square section hydroformed tubes add torsional stiffness between the externally butted head tube and extended seat tube.

A big machined yoke with tubular brace keeps tyre clearance reasonable while slightly curved stays stop ankle knock. Big Allen-bolted sliding dropouts with screw adjusters and integrated brake mount take up chain slack. Full cable routing is kept for running gears, which is either useful or ugly depending on your singlemindedness.

Equipment: Good crankset and rims, but short-travel fork and cheap brakes let spec down

Bashguarded RaceFace Atlas cranks can take an inner ring if needed. Their stiffness helps turn the single Formula cog and the cassette design means easy swapping to other ratios.

Other kit is high-quality too, with tough Mavic 719 29er rims surviving some tyre-splitting impacts and Maxxis rubber giving good all-round performance. Low rise Kona bars give plenty of leverage on the climbs too.

Despite typically excellent Fox control, the 80mm fork offers 20mm less travel than we would expect (and recommend) for a bike of this type. The Shimano brakes look and feel cheap on a £1,500 bike too.

US singlespeed superhero Travis Brown has epitomised top-class single-gear racing for years. All his experience is distilled into this unique machine, but it’s not one for comfort seekers.

The most interesting aspect of the frame is its wheel size concept. The

Ride & handling: Super-swift but bruisingly stiff

It’s obvious that the monster-width

Weight is reasonable for an off-the-peg 69er at 24.2lb (11kg) and the smaller rear wheel accelerates quickly.

The most obvious casualty from

Frame: The most holistic singlespeed around

The 69er frame has been around for a while, but it’s still the most holistic singlespeed frame solution around. While the weight-saving butting and cutting inside the frame is hidden there’s no mistaking the extensive hydroforming on every tube – even the seat tube flares to full BB shell width. 

Big braceless chainstays and wishboned seatstays keep the rear tight while hollow-section terminals carry the dropout sections with inbuilt screw adjusters.

Equipment: Classy Fox fork and Seventies-style detailing

Fox’s F29 RP24 100mm fork with custom Bontrager crown offset gets the party started. Bontrager also provides the singlespeed-specific chainset and single-cog cassette with neat chainguards on each end. 

The ovoid link Shimano chain is super tough and flex free. We’re big fans of Bontrager’s fat, tubeless-ready Duster tyres, which with the broad tubeless-ready rims let you run lower pressures if the frame proves too painful. 

The wide, flat bar gives power-assisted steering without raising hands too high. Kit is colour co-ordinated with the frame, with brown rims, brakes, grips and saddle backing up Seventies psychedelic graphic detailing.

To develop their downhill race machine, Lapierre called upon 10-time world champion Nico Vouilloz, who’s regarded as ‘the man’ when it comes to refining design and geometry. Nico and Lapierre spent many hours together creating something really quite special. 

The DH 920 is an evolution of last season’s DH 230, and has been put to the test by team riders Danny Hart and David Vasquez. It's pricey, but with this geometry and setup, this bike really

Ride & handling: Perfectly balanced, with amazing control

The DH 920 sits into the mid-stroke of its travel perfectly,

This bike comes into its own on steep cambers, loose turns and over

The Lapierre pedals well and accelerates better than most.

It will hammer through rough terrain in eerie

Frame: Clean lines give a certain 'je ne sais quoi'

Clean lines and beautifully curved hydroformed tubes create one of the best looking downhill rigs we've seen in some time. The attention to detail is sublime, the cables slyly disappear into the frame to keep it clutter-free and the integrated fork bumpers add to the impressive finish. 

The 150mm rear end, big sealed bearings and close pivot points give a great stiffness out the back. The FPS2 frame design creates a good pedal platform, yet keeps everything moving in a supple and efficient manner. 

The bottom bracket is slung nice and low, at 14.3in, keeping the all-important centre of gravity where it should be, and boosting cornering capability. The 65-degree head angle is ideal for UK riding. 

The only quibble we had was the sizing. Our ‘small’ test bike really is small – the wheelbase measures in at 44.9in, giving it a super-compact feel.

Equipment: Full complement of top-drawer kit

From the ground up, the DH 920 is flush with race-winning kit. The new Mavic Deemax wheels are lighter than previously and continue to utilise the UST system. The Fox 40 fork and DHX 5.0 rear shock give great control and can be tuned to your heart's content. 

Formula’s The One brakes work spot-on in all conditions and the Shimano Saint kit takes form and function to another level. All this is topped off with bling gold pivot caps.