Set against the East Macdonnell Ranges near Alice Springs, Gravel Muster is a little different from your standard gravel race or stage race, for that matter, with a number of timed segments for each stage. A bit like Grinduro — or an actual enduro — you can smash out your race run and regroup and enjoy yourself when the clock isn’t running.

“This is a race, not a Gran Fondo; and whilst there are a lot of people who love to pin a number on to race and challenge themselves in that way – the majority here were looking for that experience to push themselves in a new direction and that’s something we’ll continue to support in years to come,” says Toby Shingleton from Shimano AU, who was on the ground for the event.

Related:

• 2024 Cervelo Aspero Review | Cervelo’s new gravel racer is just peachy
• New Shimano GRX 820 12-Speed Review | Boring but brilliant
• Sunsets, red dirt and singletrack | What’s happening in Alice Springs?

Part of the allure of Gravel Muster is a big adventure in the Northern Territory through terrain where not many folks — outside the locals — will have ridden their bikes. Rapid Ascent has organised this big adventure, so there are no big transfers or tricky logistical problems to solve because you stay at the remote cattle stations you’re riding to.

“This event may well have broken a number of riders down, to only rebuild them stronger and wilder,” said Event Director Sam Maffett. “We are completely blown away to see each and every one of our participants finish with a sparkle in their eye and the knowledge that they’ve just experienced something truly magical!”

“Our final day in particular felt more like we were a band of life-long friends – hardened by the desert and bonded by memories that are impossible to describe in words,” he continued.

Stage 1 | Simpsons Gap loop

Kicking off from the Alice Springs BMX track, the first stage saw 78 riders set out on a 47km loop, following popular gravel tracks outside of town to the top of Flagon Hill.

The racing for today features one timed 17km segment, and the folks from Rapid Ascent had a social pop-up bar waiting for everyone with cold brewskis and other beverages at the finish.

Michelin-Beard and Shauna Frey posted the fastest times in their respective fields, but today was just a taster of what the long weekend had in store.

Stage 2 | The Garden Road

Day two of racing was a big’un with 153km and two racing segments on the agenda, with a total of 94km against the clock.

Leaving Alice Springs, the group set a course for its first evening in the outback at the Hale River Cattle Station. Arrow-straight country roads made for fast, furious riding over the long timed sections, though it no doubt would have been difficult to focus while marvelling at the quintessential outback landscape.

Former World Tour Pro Richie Porte and Ella Bloor would be the fastest on the day.

“For me at the moment, it’s been hard to get a little bit of my fitness back; so to come up to the NT and have a good crack on each stage, I really enjoyed it,” said Porte. “We had a really good crew who pushed pretty hard… and that’s what it’s all about at the Gravel Muster — pushing hard when it’s timed and chilling out in the other segments!” said Porte.

Related:

• From the World Tour to the Cape to Cape | Richie Porte’s S-Works Epic

Stage 3 | Arltunga

With riders waking up at Hale River, today’s stage headed for Ross River Station, where they would again spend a night under the stars in the outback.

Taking in the Arltunga Plateau and Trephina Gorge in the heart of the East MacDonnell Ranges, the course was a bit shorter at 90km, with 47km of racing across a pair of segments.

“The event format is not something I’ve done before, so I’ve had to learn pretty quick how to switch on and off out of race mode, and it was quite tactical at times, too,” said Imogen Smith, who rode into second through the timed stages today.

“But honestly, this whole experience is like going to another planet! It’s not something you’ll get anywhere else in the World — and this race really does take you places you would never, ever go otherwise!” continued Smith.

In the end, Bloor and Michelin-Beard would both add a second-stage win to their Muster trophy cabinet coming into Hale River.

Stage 4 | The Numery

The crescendo of the 2024 Shimano Gravel Muster saw riders jump on the infamous Numery Road en route back to Alice Springs from the Station. The final stage was 95km in total, with 55km of that with the throttle wide open, dubbed as a “Roubaix-esque rattler.”

Bloor would make a hat trick, taking out her third stage of the event. Since retiring from the World Tour, Porte has been tip-toeing into the dirt and taking out a second state win; it’s clear there’s still some fire in those legs.

With that trio of stage wins, Bloor also won the general classification, which was all the more impressive given the week before she finished a ride from Perth to Sydney in 15 days. Frey and Smith would round out the top three.

Michelin-Beard would hang on to take the overall win ahead of Porte and Mitch Lorkin, even with the misfortune of breaking his handlebars mid-way through the Muster.

“It’s been a very fun four days on some very unique terrain up here, especially with the long flat gravel roads, which are a rare find back home,” said Michelin-Beard.

Photos: Forktail/ Rapid Ascent

The post Timed stages, red dirt and cold beer | Shimano Gravel Muster brings new life to stage racing in Alice Springs appeared first on Flow Mountain Bike.

The Bronson will still be rocking a mixed wheeled setup, 150mm of VPP suspension and a 160mm fork. You’ll fine the most significant changes may be somewhat invisible, as they’re found within the kinematics; in particular the anti-squat characteristics. With this, they’ve attempted to reduce some of the pedal kick-back that was present in V4.

We remember when the Bronson was first released around a decade ago! The footage of a fresh faced Josh Bryceland ripping around with his effortless steeze is forever etched into our brains. But, a lot has changed since then! Let’s take a closer look at what we’ll be seeing in version 5 of the Santa Cruz Bronson.

What’s new on the Bronson?

The mixed wheel Bronson is often compared to the Santa Cruz Hightower. For the sake of a metaphor, the Hightower is the cool cousin in this scenario; a full 29er trail bike with a similar amount of travel. However, V5 Bronson with its changes, may be closer to its bigger bro, the burlier Santa Cruz Nomad; a 170mm rowdy enduro/ free-ride bike. Thus, we see the new Bronson has evolved along the family tree, pushing it a little closer to the gnarlier end of the trail bike spectrum.

You may have guessed that the V5 Bronson is slightly longer and slacker, but that’s not where the key changes lie. The critical adjustments have been made to the anti squat characteristics. This is pleasing to hear, as the previous model was prone to noticeable pedal kickback at times. Engineers have moved the shock position down and forward, claiming that this has significantly improved the bikes anti squat traits. We’re keen to throw a leg over this one soon and feel it out for ourselves; it certainly looks promising though.

With this repositioning of the shock, they’ve also tided up the upper shock mount. The shock bolt location is now recessed into the downtube providing a neat finish.

We’re also noticing a big push towards electronic drivetrains. The higher end CC carbon frames will not come with internal routing for a cable actuated drivetrain, however the C carbon frames will. It is an interesting move and is something we’ve seen Specialized do recently with the new Stumpjumper 15.

Geometry and Sizing

As we touched on above, the new Bronson has grown in both reach and rear centre lengths. There will be five frame sizes (S, M, L, XL & XXL). The reach measurements range from 435mm (small) to 525mm (XXL). Santa Cruz have opted for proportional sizing, which means that each size will have a different rear centre length. The spectrum for rear centre lengths ranges from 437mm (small) to 448mm (XXL). We know a lot of people on either ends of the sizing will be pleased to see five sizes available. There is quite a significant spread across the size range! 

The head angle in the high setting has been bumped out to 64.2°. The previous version sat at 64.7°, not a significant change but definitely worth mentioning. There is a geometry flip chip incorporated into the design as we’ve come accustom to with Santa Cruz bikes. This provides both a high and low setting, which not only changes the geometry but also the progressiveness of the rear suspension. We’ll definitely be testing the bike in both settings, so stayed tuned for which configuration we prefer!

Models and Pricing

There will be five options coming into Australia for you to chose from. Four complete builds as well as a frame only option.

Bronson CC Frame Only $6,299

• Frame |CC Carbon, 150mm VPP Suspension, MX Wheels (S-XXL) / UDH / Boost 148mm spacing
• Claimed Weight | TBC
• RRP | 6,299 AUD

Bronson C S-Kit $8,999

• Frame |C Carbon, 150mm VPP Suspension, MX Wheels (S-XXL) / UDH / Boost 148mm spacing
• Fork | Fox 36 Performance, Grip damper, 160mm travel
• Shock |Fox Float X Performance / 230mm x 57.5mm
• Wheels | Reserve 30 TR AL 28 hole/ Front hub DT Swiss 370 15×110/ Rear hub DT Swiss 370, 12×148, 6 bolt rotor
• Tyres | Maxxis Assegai EXO+ 29×2.5 MaxxGrip (front)/ Maxxis DHR2 EXO+ 27.5×2.4 MaxxTerra (rear)
• Drivetrain | SRAM GX Eagle 12spd, 10-50t cassette
• Brakes | SRAM DB8 Stealth/ SRAM HS2 200mm rotor front/200mm rotor rear
• Bar | OneUp AL bar 35mm rise, 800mm width
• Seatpost | OneUp Dropper Post V3 31.6mm
• Claimed Weight | TBC
• RRP | $8,999 AUD

Bronson C GX AXS-Kit $10,499

• Frame |C Carbon, 150mm VPP Suspension, MX Wheels (S-XXL) / UDH / Boost 148mm spacing
• Fork | Fox 36 Performance Elite, Grip X2 damper, 160mm travel
• Shock |Fox Float X Performance Elite / 230mm x 57.5mm
• Wheels | Reserve 30 SL AL 28 hole/ Front hub DT Swiss 370 15×110/ Rear hub DT Swiss 370, 12×148, 6 bolt rotor
• Tyres | Maxxis Assegai EXO+ 29×2.5 MaxxGrip (front)/ Maxxis DHR2 EXO+ 27.5×2.4 MaxxTerra (rear)
• Drivetrain | SRAM GX AXS T-Type 12spd, 10-52t cassette
• Brakes | SRAM Maven Bronze Stealth / SRAM HS2 200mm rotor front/180mm rotor rear
• Bar | Santa Cruz Carbon 35 handlebar, 800mm width
• Seatpost | OneUp Dropper Post V3 31.6mm
• Claimed Weight | TBC
• RRP | $10,499 AUD

Bronson CC XO AXS-Kit $12,499

• Frame |CC Carbon, 150mm VPP Suspension, MX Wheels (S-XXL) / UDH / Boost 148mm spacing
• Fork | Fox 36 Factory, Grip X2 damper, 160mm travel
• Shock |Fox Float X Factory / 230mm x 57.5mm
• Wheels | Reserve 30 SL AL 28 hole/ Front hub Industry Nine 1/1 15×110/ Rear hub Industry Nine 1/1, 12×148, 6 bolt rotor
• Tyres | Maxxis Assegai EXO+ 29×2.5 MaxxGrip (front)/ Maxxis DHR2 EXO+ 27.5×2.4 MaxxTerra (rear)
• Drivetrain | SRAM XO AXS T-Type 12spd, 10-52t cassette
• Brakes | SRAM Maven Silver Stealth / SRAM HS2 200mm rotor front/180mm rotor rear
• Bar | Santa Cruz Carbon 35 handlebar, 800mm width
• Seatpost | OneUp Dropper Post V3 31.6mm
• Claimed Weight | TBC
• RRP | $12,499 AUD

Bronson CC XO AXS-Kit RSV $13,999

• Frame |CC Carbon, 150mm VPP Suspension, MX Wheels (S-XXL) / UDH / Boost 148mm spacing
• Fork | Fox 36 Factory, Grip X2 damper, 160mm travel
• Shock |Fox Float X Factory / 230mm x 57.5mm
• Wheels | Reserve 30 HD Carbon 28 hole/ Front hub Industry Nine 1/1 15×110/ Rear hub Industry Nine 1/1, 12×148, 6 bolt rotor
• Tyres | Maxxis Assegai EXO+ 29×2.5 MaxxGrip (front)/ Maxxis DHR2 EXO+ 27.5×2.4 MaxxTerra (rear)
• Drivetrain | SRAM XO AXS T-Type 12spd, 10-52t cassette
• Brakes | SRAM Maven Silver Stealth / SRAM HS2 200mm rotor front/180mm rotor rear
• Bar | Santa Cruz Carbon 35 handlebar, 800mm width
• Seatpost | OneUp Dropper Post V3 31.6mm
• Claimed Weight | TBC
• RRP | $13,999 AUD

Concluding thoughts…for now, more to come soon!

Santa Cruz have a solid reputation and for good reason. They’ve walked the walk for many years. Their bikes have historically performed well and their customer service is also a strong point. With the new Bronson you’ll get all the things we’ve come to expect from Santa Cruz, including lifetime warranty and complementary replacement bearings.

As always Santa Cruz bikes look great on paper, but that’s not enough! We’re itching to swing a leg over the new Bronson so we can report back on what it’s like in real life!

The post First Look | 2025 Santa Cruz Bronson V5, new geo and reduced pedal kickback appeared first on Flow Mountain Bike.

The brand didn’t stop with the launch of the Checkpoint SL Gen 3; it has also introduced the all-new Trek Checkmate SLR, explicitly designed for gravel racing. Until now, Trek lacked a model tailored to the demands of modern gravel racing to go head-to-head with bikes like the Cervelo Aspero, Canyon Grail and Scott Addict Gravel RC. The launch of the Checkmate SLR sees Trek’s lightest and fastest gravel frame yet, shedding nearly 0.5kg compared to the previous Checkpoint SLR.

Related:

• First Look | Brand New 1×13 SRAM RED XPLR Drivetrain & ZIPP 303 XPLR Wheels
• On Test | Giant’s 2025 Revolt gravel bike adds downtube storage and claims improved comfort
• 2024 Cervelo Aspero Review | Cervelo’s new gravel racer is just peachy

Trek Checkmate SLR Overview and Geometry

To compete with the current crop of gravel-specific race bikes, Trek developed the Checkmate SLR, essentially blending the characteristics of the Checkpoint SLR with a Madone Gen8. The frameset uses the brand’s top-tier 800 series OCLV carbon and ‘Full System Foil’ aerodynamic tube shapes, said to deliver a fast and efficient ride. All said and done, Trek claims that the Checkmate SLR is a whopping 5 minutes and 54 seconds faster than the Checkpoint SLR on the 200-mile Unbound gravel course, assuming a constant power output of 200W.

Checkmate SLR 9 and SLR 7 models are offered stock with 40mm and 38mm tyres respectively, however the frameset has clearance for tyres up to 45mm, meaning there is room for Zipp’s latest 303 XPLR SW wheels and compatible tyre offerings. Other frame features include a plethora of mounts for improved on-frame storage, a UDH hanger interface, hidden fender mounts and completely hidden cable routing. Frameset weights come in at a claimed 1,638g, with the SLR 9 and 7 builds weighing in at a claimed 7.55kg and 8.10kg, respectively.

We will see the Checkmate SLR offered in six different sizes ranging from XS to XL (49cm to 61cm), with a more aggressive, race-oriented geometry compared to the Checkpoint SLR. However, Trek has sought to balance the longer and lower position by carrying over its Isospeed decoupler seen on the Trek Procaliber, Domane, and Checkpoint, to name a few. This Isospeed link is engineered to maintain the handling of a traditional race bike while decoupling the seat tube, providing enough vertical flex to improve comfort over rough terrain.

Trek Checkpoint SL Gen 3 Overview and Geometry

The Checkpoint SL Gen 3 is an evolution of the platform first launched in 2018, with improved endurance geometry, frame features and internal storage. The frame is made with the the same 500 Series OCLV carbon as its predecessor and sees a smorgasbord of storage options, including top-tube, and frame bags, and fork mounts alongside provisions for front and rear racks and hidden fender mounts.

Bikes will be available in XS to XL (49cm to 61cm) and see the brand’s newest ‘Gravel Endurance’ geometry, featuring a higher stack and shorter reach. This put riders in a slightly more upright position, improving all-day comfort on the longest of rides.

All models will be delivered stock with 42mm tyres, but have clearance for widths up to 50mm for those looking to run higher volume rubber. The Gen 3 is dropper post compatible and also adds compatibility suspension forks up to 40mm on all sizes except XS.

Pricing and Availability

Trek Australia will offer two Checkmate SLR builds: the SLR 9 AXS and SLR 7 AXS. The SLR 9 AXS features an 800 Series OCLV carbon frame and the latest 13-speed SRAM Red XPLR groupset. At a staggering $17,999.99, this top-tier offering is certainly costly.

The SLR 7 AXS build sees the same 800 Series OCLV carbon frame, and steps the groupset down to SRAM’s 12-speed Force XPLR AXS, along with a slightly cheaper variant of Bontrager’s carbon wheels, saving a whopping $7,000 in the process over the SLR 9 AXS model.

For those looking for something a little special, the Checkmate SLR will be offered in Trek’s Project One customisation platform, allowing the customer to completely customise the paint and specifications. Framesets will not be available in Australia at launch.

The Checkpoint SL Gen 3 will be offered in three different builds, ranging from the SL 5 starting at $4,999.99 up to the SL 7 at $8,499.99. All builds feature the same 500 Series OCLV carbon frame, but vary the level of SRAM’s AXS drivetrain depending on the spec level. The SL 7 sports Bontrager’s Aeolus Elite 35V carbon wheels, whereas the SL 6 and 5 come fitted with Aluminium wheels.

Checkmate SLR 9 AXS

• Frame | 800 Series OCLV Carbon w/ IsoSpeed, T47 BB, flat mount disc, UDH, 142x12mm axle
• Fork | Checkpoint SLR full carbon w/ hidden fender mounts, 12x100mm axle
• Wheels | Bontrager Aeolus RSL 37V, OCLV Carbon, Tubeless Ready, 37mm rim depth
• Tyres | Bontrager Girona RSL GR, Tubeless Ready, 700x38mm
• Drivetrain | SRAM RED XPLR AXS, 13 speed 10-46t cassette, 42T chainring, Powermeter crank
• Brakes | SRAM RED w/ SRAM Centerline XR Centerlock
• Bar/Stem | Trek Aero RSL Road integrated bar/stem, OCLV Carbon, Race Fit, 80mm reach, 124mm drop, 41cm control width, 44cm drop width, 110mm stem length
• Seatpost | KVF aero carbon seatpost, 5mm offset, 320mm length
• Saddle | Aeolus RSL, carbon rails, 155mm width
• Price | $17,999.99 AUD
• Colours | Gloss Trek Black/Matte Carbon Smoke, Matte Hex Blue/Plasma Grey Pearl, Era White/Buff Beige, Olive Drab/Glowstick
• Claimed Weight | 7.55kg (ML Frame, Tubeless)

Checkmate SLR 7 AXS

• Frame | 800 Series OCLV Carbon w/ IsoSpeed, T47 BB, flat mount disc, UDH, 142x12mm axle
• Fork | Checkpoint SLR full carbon w/ hidden fender mounts, 12x100mm axle
• Wheels | Bontrager Aeolus Pro 3V, OCLV Carbon, Tubeless Ready, 25mm rim width, XD-R Driver
• Tyres | Bontrager GR1 Team Issue, Tubeless Ready, 700x40mm
• Drivetrain | SRAM Force XPLR AXS, 12 speed 10-44 cassette, 42T chainring
• Brakes | SRAM Force w/ SRAM Centerline XR Centerlock
• Bar/Stem | Trek Aero RSL Road integrated bar/stem, OCLV Carbon, Race Fit, 80mm reach, 124mm drop, 41cm control width, 44cm drop width, 110mm stem length
• Seatpost | KVF aero carbon seatpost, 5mm offset, 320mm length
• Saddle | Bontrager Aeolus Pro, carbon rails, 145mm width
• Price | $10,999.99 AUD
• Colours | Gloss Trek Black/Matte Carbon Smoke, Matte Hex Blue/Plasma Grey Pearl, Era White/Buff Beige, Olive Drab/Glowstick
• Claimed Weight | 8.10kg (ML Frame, Tubeless)

Checkpoint SL 7 AXS

• Frame | 500 Series OCLV Carbon w/ IsoSpeed, downtube storage door, T47 BB, flat mount disc, UDH, 142x12mm axle
• Fork | Checkpoint full carbon w/ hidden fender mounts, 12x100mm axle
• Wheels | Bontrager Aeolus Elite 35V, OCLV Carbon, Tubeless Ready, 35mm rim depth
• Tyres | Bontrager Girona RSL GR, Tubeless Ready, 700x32mm 
• Drivetrain | SRAM Force XPLR AXS, 12 speed 10-44T cassette, 40T chainring
• Brakes | SRAM Force w/ SRAM Centerline XR Centerlock
• Bar | Bontrager Pro Gravel, 46cm width
• Stem | Bontrager Pro, 31.8mm, Blendr compatible, 90mm length
• Seatpost | Bontrager carbon, 27.2mm, 8mm offset
• Saddle | Bontrager Verse Short Elite, Magnesium rails, 155mm width
• Price | $8,499.99 AUD
• Colours | Bronze Age/Carbon Smoke Matte
• Claimed Weight | 9.00kg (ML Frame, Tubeless)

Checkpoint SL 6 AXS

• Frame | 500 Series OCLV Carbon w/ IsoSpeed, downtube storage door, T47 BB, flat mount disc, UDH, 142x12mm axle
• Fork | Checkpoint full carbon w/ hidden fender mounts, 12x100mm axle
• Wheels | Bontrager Paradigm Comp 25 Alloy, Tubeless Ready, 25mm rim width
• Tyres | Bontrager Girona RSL GR, Tubeless Ready, 700x42mm 
• Drivetrain | SRAM Rival XPLR AXS, 12 speed 10-44T cassette, 40T chainring
• Brakes | SRAM Force w/ SRAM Centerline XR Centerlock
• Bar | Bontrager Elite Gravel Allot, 40cm width
• Stem | Bontrager Pro, 31.8mm, Blendr compatible, 90mm length
• Seatpost | Bontrager carbon, 27.2mm, 8mm offset
• Saddle | Bontrager Verse Short Comp, Steel rails, 155mm width
• Price | $5,999.99 AUD
• Colours | Matte Hex Blue/Marianas Blue, White Prismatic
• Claimed Weight | 9.40kg (ML Frame, Tubeless)

Checkpoint SL 5 AXS

• Frame | 500 Series OCLV Carbon w/ IsoSpeed, downtube storage door, T47 BB, flat mount disc, UDH, 142x12mm axle
• Fork | Checkpoint full carbon w/ hidden fender mounts, 12x100mm axle
• Wheels | Bontrager Paradigm SL, Tubeless Ready, 25mm rim width
• Tyres | Bontrager Girona RSL GR, Tubeless Ready, 700x42mm 
• Drivetrain | SRAM Apex XPLR AXS, 12 speed 10-44T cassette, 40T chainring
• Brakes | SRAM Apex w/ SRAM Centerline XR Centerlock
• Bar | Bontrager Elite Gravel Alloy, 46cm width
• Stem | Bontrager Pro, 31.8mm, Blendr compatible, 90mm length
• Seatpost | Bontrager carbon, 27.2mm, 8mm offset
• Saddle | Bontrager Verse Short Comp, Steel rails, 155mm width
• Price | $4,999.99 AUD
• Colours | Trek Black/Matte Carbon Smoke, Lava/Black Olive
• Claimed Weight | 9.50kg (ML Frame, Tubeless)

Flow’s Initial Impressions

While we haven’t managed to get our hands on a Checkmate SLR just yet, however I did have the opportunity to ride the Checkpoint SL at the recent SRAM Red XPLR launch event. This was of course kitted out with the latest 13-speed drivetrain from SRAM along with a pair of Zipp 303 XPLR S wheels, neither of which will be available as a stock configuration on a Checkpoint SL from Trek Australia. If you are chasing that sweet-sweet 13-speed, the Checkmate SLR 9 AXS will be the place to look.

My time on the Checkpoint SL was brief, spending only a few hours testing the latest gadgets from SRAM and Zipp. At first the 46cm wide bars and wide flare felt a little out of place, however on the trail the width and stability that came with it was much appreciated. The shorter reach and increased stack was comfortable and made it a little easier to duck a weave in tighter sections of the trail, a position I prefer as opposed to being more stretched out. We didn’t manage to bring the scales out, but the Checkpoint SL Gen3 felt light and agile and more than capable enough in some terrain typically reserved for XC bikes. We’ve got plans to spend more time on the Checkpoint SL Gen 3 and Checkmate soon, so stay posted for a more in-depth review.

The post First Look | Trek’s new Checkmate SLR gravel racer and Checkpoint SL Gen 3 adventure machines appeared first on Flow Mountain Bike.

Back in December had word that the Victorian Minister for Planning, Sonya Kilkenny, has signed off on the Planning Scheme Amendment for the Warburton Mountain Bike Destination, allowing the project to move forward. Situated in the forest around Mount Donna Buang, the Warburton Mountain Bike Destination has proposed 160km of singletrack about 90-min from Melbourne — giving it a catchment larger than the entire population of Tasmania. It became the first ever mountain bike trail network to be forced to undergo an Environmental Effect Study, taking it into expensive and time-consuming uncharted territory.

This news comes just as the Yarra Ranges Council has unveiled a ‘UGE new pump track at Wesburn Park.

“It’s a big milestone. It’s sort of the fundamental thing that we needed to just set everything into motion,” says Senior Project Manager with the Yarra Ranges Council Matt Harrington.

And now, we’ve just had official confirmation that World Trail has broken ground on the long-awaited trail network in Warby. Provided the weather plays ball, the first trails are slated to open in the first half of 2025.

We have been reporting on the curious case of the Warburton Mountain Bike Destination since 2019. If you’re not up to date on what’s happened so far or need a refresher, grab a beverage and check out our in-depth reporting.

• Warburton: This is Going to be BIG 
• The Curious Case of The Warburton Mountain Bike Project
• The updated case of the Warburton trail network
• What did we learn from the Warburton Mountain Bike Destination EES?
• The Warby saga continues | Highlights from the Warburton MTB Destination IAC hearing
• Warburton Mountain Bike Destination finally gets the go-ahead

What does this mean?

For those who aren’t up to speed on the ins, outs and legalese of the planning system in Victoria, as Harrington explained, this signature on the Planning Scheme Amendment is a bit like when you’re trying to build a house, and you get the planning permit. Once you have that, you must still get the building permit and other technical documents together before breaking ground.

For the Warburton Mountain Bike Destination, inside the PSA is something called the ‘incorporated document’, which sets out what the Council needs to do and the obligations it has before the project can break ground.

“Some of those obligations include further documentation that needs to be approved by the Minister, things like the Construction Environmental Management Plan, and the Operational Environment Management Plan,” Harrington says.

“These other documents are more like the building permit in theory because they are technical documents. As long as we fulfil the technical requirements, they would just normally go straight through,” he explains.

So, more or less, the Council had to complete an exercise in paperwork before they could give World Trail the green light. Initially, the kick-off was pegged for June; however, in what has become the norm, there were some delays in some of the last approvals being rubber-stamped.

Splitting the project to get started

With this announcement that the Minister has signed off on the first stage of the project, we’ve also learned that it has been split into two Planning Scheme Amendments. One for the southern end of the project, with over 100km of singletrack in the state forest, and another for the northern part in Yarra Ranges National Park.

“We continue to work with Parks Victoria around the amendment to the second planning scheme. We’ve made it really clear to all of the stakeholders that we are still absolutely committed to delivering the full project, and we will continue to work with Parks to try and resolve any of the issues that we’ve got,” he says.

Reading between the lines here, the project would not have been split unless one of the stakeholders continued to throw up interference after the EES was approved. We can only speculate as to what may be happening behind the scenes, but it seems that despite the approval of the EES, Parks Vic is still actively working to stymie the trails in Yarra Ranges National Park.

Of course, the trails in the National Park were always slated to be the project’s second stage. So splitting them and removing Parks Vic’s purview over the entirety of the network means that the remainder — which is the vast majority — can go ahead.

“In light of the native timber transition and the loss of jobs in the region, but also the large number of stakeholders and businesses who’ve already invested in the region on the back of this project, we really want to deliver something so that we can get some return into the community,” Harrington says.

Even still, over 100km of trail in 90-min outside of Melbourne is a huge win! Glen Jacobs from World Trail tells us they have been locked and loaded for some time and are beyond excited to now be moving ahead on this long-awaited project.

“Our teams are locked in. All of our machines and everything are headed down there to start work,” says Jacobs.

“We’re so pumped to see it go ahead and finally get down there,” he says.

As always, we’ve been closely watching this project, and we’ll continue to keep you up to date on the latest with the curious case of the Warburton Mountain Bike Project.

The post World Trail has broken ground on the Warburton Mountain Bike Destination appeared first on Flow Mountain Bike.

Alongside the launch of SRAM’s RED XPLR gravel drivetrain is a brand new wheelset from sister company ZIPP. The all-new ZIPP 303 XPLR SW and S wheelsets see a sizeable increase in rim width and a revised rim hook profile, increasing the tyre volume and improving the sidewall fit.

Jono and Nick from FlowHQ recently spent a day with the team from SRAM Australia learning and riding the new component range. The RED XPLR drivetrain impressed and is without doubt SRAM’s most refined gravel-specific groupset to date, but the 303 XPLR wheels stood out as the biggest improvement over its predecessor. Here we dive into the details, and provide you with our initial impressions on the latest and greatest from SRAM and ZIPP.

SRAM RED XPLR Overview

The most notable leap for RED XPLR is the adoption of the hanger-less mounting design. Called Full Mount, this has been made possible by SRAM’s own Universal Derailleur Hanger interface, commonly known as UDH. Full Mount was first introduced with the launch of AXS T-Type mountain bike transmission, and the pesky derailleur hanger was arguably made redundant from that day forward, depending on who you ask of course. The result? An incredibly robust connection that is designed to better handle unexpected impacts out on the trail.

RED XPLR also marks the brand’s first toe-dip into the world of 13-speed, with the cassette ranging from 10-46T with some well-thought-out steps in between. Fear not, they have managed to do so without the need of yet another freehub body or chain width, and is compatible with existing XDR freehub bodies.

At launch, RED XPLR will be offered as components only and not as a complete groupset, and the individual components can be paired to the matching SRAM RED levers, brakes, and cranks to form a complete groupset.

SRAM RED XPLR Technical Details

As with earlier SRAM AXS and T-Type Transmission systems, the central control unit of the drivetrain is integrated into the RED XPLR rear derailleur. This centralised system handles the intricate tasks of shifting, gear indexing, and ensuring precise adjustments throughout the drivetrain. The gravel-specific derailleur features the same Magic lower pulley wheel from the XX Transmission along with a lighter clutch spring that’s claimed to be better suited to the demands of gravel bikes.

SRAM’s top tier cassettes can often be mistaken for pieces of metallic jewellery, and the new RED XPLR 13-speed cassette is no exception. With a claimed weight of just 288 grams, the 13-speed cassette uses machined steel for the first 10 cogs, with the final 3 being hardened aluminium to save weight. It will be available in a single range option of 10-46T, delivering a whopping 460% range. Despite having an extra cog the 13-speed cassette mounts to the same SRAM XDR freehub body seen paired with previous SRAM 12-speed road drivetrains.

T-Type Transmission set the benchmark for shifting precision under load, with the byproduct being marginally slower shifting. However, RED XPLR has different goals when it comes to shifting speed and precision. RED XPLR forgoes shifting under load as the top priority, with precision and resilience taking the top design goals to deliver fast and accurate shifts. This design reverts to a traditional tooth profile, aiming to boost shifting speeds and fine-tune gear ratios by incorporating odd tooth counts, in contrast to the even tooth counts and full X-SYNC profiles used in the T-Type Transmission series.

Key Details

• Driver Body | SRAM XDR Driver Body
• Chainring Compatability | X-SYNC 13spd 1x 38-50T
• Crank Spindle | DUB Wide
• Cassette Cogs | 10, 11, 12, 13, 15, 17, 19, 21, 24, 28, 32, 38, 46T
• Minimum Chainstay Length | 415mm
• Chain Compatability | SRAM 12/13 speed Flattop
• Cassette Pricing | $1030 AUD
• Derailleur Pricing | $1205 AUD
• Crankset Pricing | $1,890 AUD w/ Powermeter, $1,115 AUD no Powemeter
• Controls & Brakes Pricing | $1,160 AUD (each)
• Chain Pricing | $155 AUD

SRAM RED XPLR Component Compatibility

Due to the adoption of SRAM’s ‘Full Mount’ hanger-less interface, only frames that have adopted UDH hangers will be able to accept the RED XPLR rear derailleur. While there are limited gravel frames on offer from manufacturers at the moment, we expect this will change with the launch of new models. This design has proven extremely robust on the brand’s T-Type Transmission, and we expect RED XPLR to be no different. SRAM noted a minimum chainstay length of 415mm to avoid shifting issues caused by excessive chain line offsets. This won’t affect many bikes, but one that has already been flagged at launch is the newest iteration of Trek’s Madone, which features a chainstay length between 410-412mm.

To avoid designing yet another chain width, SRAM has engineered RED XPLR to operate using the existing RED 12-speed Flattop chain. This may not be significant to many, but your local bike shop will definitely appreciate not having to add another chain variant to its inventory.

The RED XPLR cassette adopts the same XDR freehub driver seen on previous generations of SRAM road and gravel drivetrains. The XDR interface extends 1.85mm longer than the XD interface and is specifically designed for road hubs. It preserves the same hub spacing and flange positions as the 11-speed road-compatible HyperGlide freehub bodies.

As the RED XPLR cassette adopts a more conventional tooth profile, along with an extra cog, there is no cross-compatibility with the brand’s T-Type Transmission mountain bike drivetrains. This excluded of course the shifters, with the RED XPLR derailleur being compatible with any of SRAM electronic shifters regardless of the generation.

Will RED XPLR fit on your lightweight XC build? In theory, yes, everything will bolt up just fine. The main drawback you’ll find is the reduced gear range on the cassette, and the lighter clutch spring found in the gravel-specific derailleur being slightly lighter than that found in a T-Type Transmission derailleur.

ZIPP 303 XPLR SW & S Wheels

The launch of the ZIPP 303 XPLR SW and S wheels sees the carbon wheelset grow to a whopping 32mm internal rim width. This is a sizeable 5mm increase from the brand’s current 101 XPLR wheelset, and 2mm increase from its 3ZERO MOTO mountain bike wheels.

Why so wide do you ask? Through development between SRAM and ZIPP, they found that lower tyre pressures and higher volumes resulted in reduced vibration through the bike, and allowed riders to maintain higher speeds with less power input compared to narrower tyres at higher pressure.

The wheels are approved to use with rim inserts which some gravel racers opt to run, however the general consensus from ZIPP is that these are no longer necessary due to the increase in volume and sidewall support provided by the wider profile. Aerodynamics play a big role at the speeds these wheels are intended for, and the additional width also allows for an improved tyre sidewall to rim interface which reduces overall drag.

ZIPP 303 XPLR Details

The 303 XPLR wheelset is offered in two versions: the premium SW series and the more affordable S option. To the untrained eye, the wheelsets appear identical, but as always the devil is in the details.

The rim profile of the SW and S wheelsets is identical, however the rims vary in the carbon laminate used, along with the SW rims featuring the iconic dimpled profile, compared to the smooth finish of the S series rims. Spokes are taken care by Sapim, with the SW wheelset using CX-Ray spokes and S wheelset adopting CX-Spring spokes to reduce costs.

Hubs are taken care of by ZIPP’s in-house hubs, with the brand’s premium ZS1 found on the higher-end 303 XPLR SW wheelset. The bring down costs, the 303 XPLR S wheelset features the brand’s 76/176 hubset, contributing to the small weight penalty between the two wheelsets.

Due to the increase in width, only tested and approved tyres can be used on the 303 XPLR wheels. At launch, only 25 tyres are approved for use including the Goodyear XPLR tyre range launched alongside the wheels. Additionally, ZIPP’s own Tangente G40 and Schwalbe G1 are approved for use, with multiple manufacturers and over 100 additional tyres currently being tested for approval.

ZIPP 303 XPLR SW Key Details

• Hubs | ZIPP ZR1
• Spokes | Sapim CX-Ray
• Bead Hook Width | 4mm
• Internal Rim Width | 32mm
• External Rim Width | 40mm
• Recommended Tyre Width’s | 40-45mm
• Rim Depth | 54mm
• Claimed Weight | 1,498g
• Freehub Options | XDR, HD11, Microspline, N3W
• Pricing | 303 XPLR SW – $3,150 AUD

ZIPP 303 XPLR S Key Details

• Hub | ZIPP 76/176
• Spokes | Sapim CX-Sprint
• Bead Hook Width | 4mm
• Internal Rim Width | 32mm
• External Rim Width | 40mm
• Recommended Tyre Width’s | 40-45mm
• Rim Depth | 54mm
• Claimed Weight | 1,642g
• Freehub Options | XDR, HD11
• Pricing | 303 XPLR S – $2,150 AUD

Flows First Impressions

We’ve had a few hours to ride the new SRAM RED XPLR drivetrain and ZIPP 303 XPLR wheels during the media launch event, and while this isn’t enough for a comprehensive review, it provided us with a very good first impression.

SRAM’s T-Type Transmission sent shockwaves through the mountain bike industry, delivering an effortless shift and a level of robustness we had never seen before. RED XPLR has taken what the brand has learnt from Transmission, and tailored it for the needs of gravel riders and racers, and the robustness has certainly been carried over.

Previous hanger-mounted systems, regardless of discipline, feel flimsy in comparison to SRAM’s Full Mount derailleurs. On the trail, or gravel, the shifting is quick and precise, and if T-Type Transmission is anything to go by, the robustness will likely keep it that way.

The launch of ZIPP’s 303 XPLR wheelset range sees the brand redefine rim widths and tyre profiles for gravel bikes, and we were certainly surprised at how wide the rims truly were. The increase in contact patch, and ability to run lower pressures as low as 21psi allowed us to take our test bikes into some terrain that would previously be reserved for our mountain bikes. We had more grip, and were more comfortable on the bike compared to previous setups, which allowed us to push the wheels further into some questionable terrain. It is worth mentioning that during our brief time on the wheels at the recommended pressures, both Jono and Nick found themselves bottoming out the tyre on the rim from square-edged hits. While this never resulted in any flats, it felt a little unnerving, and we aren’t fully sold on the super-low pressures just yet.

SRAM RED XPLR vs Shimano Di2 GRX

How does one choose between Shimano’s recently released Di2 GRX and SRAM RED XPLR? Pricing alone separates them pretty quickly, with Di2 GRX being close to $1,500 AUD cheaper for the full groupset. Those seeking an electric 1x gravel drive will likely lean towards RED XPLR, as Shimano’s Di2 GRX is only available as a 2x system. Or if you are a Shimano fan and have your heart set on 1x, GRX is offered in this configuration as a mechanical groupset which we reviewed recently. As for on-trail performance, it’s a little early to say. Once we have spent a little more time on RED XPLR we’ll be able to draw some more definitive conclusions between the two.

The SRAM RED hoods are carried over from the road groupset to RED XPLR, and the ergonomics of these were brilliant. The ability to one-finger brake was excellent, and allowed us to maintain a good grip on the bars on rougher terrain whilst braking.

The cost of both SRAM’s RED XPLR drivetrain, and ZIPP’s 303 XPLR wheelsets is unquestionably high and there is no hiding that. Will we see the technology trickle down to a more wallet-friendly Force level? Based on SRAM’s history, surely this is just a matter of time, but we are yet to see any details. We’ll be receiving a RED XPLR groupset to run on one of our long-term test bikes soon, so stay tuned for a full in-depth review.

The post First Look | Brand New 1×13 SRAM RED XPLR Drivetrain & ZIPP 303 XPLR Wheels appeared first on Flow Mountain Bike.

The initial rollout of this funding will focus on select areas in North America, Europe, and Australia. The first release of funding will pay for a long-talked-about hand-built trail in Blue Derby. This trail will be launched in 2025 as part of the network’s 10-year anniversary.

Shimano says it plans to add Asia, Africa, New Zealand, and Central and South America to the list of places where trails are being built from 2026.

Related:

• How To Ride Derby | Flow’s favourites routes in Blue Derby

Aiming to support the grassroots of mountain biking

Toby Shingleton from Shimano Australia tells us that the goal is to highlight the sport’s grassroots and create opportunities that are completely separate from racing or the high-performance side of the sport.

“We invest a lot in the high levels — we’re big partners with the UCI and things like that — and the reality is, that’s not for everybody. Not everybody is interested in (racing) or follows it. I think people can be inspired by it for sure, but it’s harder to connect down to where people get into the sport or how it’s growing,” he says.

With mountain biking’s growth, the focus on infrastructure quality and availability has become more apparent. While the no-dig-no-ride mentality has long been the mantra of the old guard, maintenance programs and trail building are growing up.

“People are finding it harder to get involved; they’ve got other things going on with kids, school, sports, work, and everything. It’s hard to go out there and fit everything in for a lot of mountain bikers, and a lot of the trail maintenance programs are becoming more formalised,” he says.

Trail Born is also being announced alongside the new Anthill Productions movie Anytime which is premiering at Crankworx Whistler. The movie has a Trail Born segment, and the trail in the film was built as part of this initiative.

In collaboration with mountain bike clubs around the country, Shimano Australia is also supporting screenings of the new movie as a vehicle for local mountain bike organisations and advocacy groups to bring riders together and fundraise for trail maintenance.

“It’s a fun thing to have a movie to bring people together, raise a bit of awareness and hopefully raise a little bit of money for their trails,” he says.

Why Derby?

Shingleton says that when he found out that Shimano was creating the Trail Born fund, it was originally going to be limited to North America and a little bit of Europe. Not wanting our region to miss out, he was on the lookout for a trail project that would garner attention but was also waiting in the wings to break ground.

“I think when people see these sorts of announcements from corporations, there is a bit of scepticism attached to it — and rightly so. I wanted to have something ready to go, and have something we could be building in the first phase,” he says.

There have been rumblings of a hand-built trail in Blue Derby for quite some time — we first reported on it in 2022.

As it turns out behind the scenes the gears had been turning to get the required approvals and designs for such a trail.

“Originally, it was going to be built for the EWS, but because of the landslide and continued bad weather basically it just never got around to getting built. Then with the money that had been put into other things, you know, there was no, there was no funding from the Council left to do it,” he says.

Related:

• From landslides to infinity berms | What’s the latest from Blue Derby?
• What does it cost to run a mountain bike park?

So, the Blue Derby Foundation put together a proposal to send to Shimano US, which was driving the first round of funding, to consider.

(Eds Note: Shingleton is a member of the Board of Directors of the Blue Derby Foundation, and Shimano is a supporter of the trail network)

“Given Derby had something that was in some ways ready to go, I asked them (The Blue Derby Foundation) to put a proposal together, and we’re lucky that they (Shimano US) decided to support it in the first round,” he says.

While the funding will cover the cost of the trail build, one of the requests in the proposal was that a component of the funding be held back and given over three years to cover the maintenance after the initial break in period.

“There is a lot of appeal to something that’s old-school in (the primarily machine-built) Derby. And obviously, with the learnings that these trail builders have with modern techniques, I think there is going to be an interesting mashup of the past and the present,” he says.

Chris Cafe, Chair of the Blue Derby Foundation, is proud to see a project of this scale delivered in Derby.

This is the next stage in the evolution of Derby and its trail network,” he said.

“A recent visitor survey showed statistics that introducing new trails on a regular basis encourages riders to come back and ride Derby again and again,” Cafe says. “This new slimline build will add extra feel to the wide range of trail options available in the region and is situated next door to popular descent trail Flickity Sticks running almost parallel and accessed via shuttles from Black Stump or the existing climbing track.”

How do you nominate a project for Trail Born?

This Shimano initiative is not a one-off to fund a single project, and Shingleton says there will be scope for Shimano to consider proposals from projects in other areas going into 2025.

While there isn’t a golden set of criteria against which these submissions will be judged there are a few things that will help a project’s changes.

“Ideally, we want projects where we can build the maximum amount of trail for the minimum amount of cash. Our goal is to build trail, so our benchmark is to try and build as many kilometres as possible,” he says.

He also notes that underserved regions will likely garner attention, as will building infrastructure that riders of all levels can enjoy.

“It’s great to have high-end trails for really advanced riders, but one of our provisions as a manufacturer is to grow and support mountain biking. So having trails that are more accessible to people getting into riding bikes is something that we would take into consideration because we want more people riding bikes,” he says.

That said, there are a few guidelines: They can only fund legal trails, and they need to work with partners who have a history of trail building, especially in the nominated area.

“We want to eliminate any grey area where a trail we have funded becomes unrideable or has been built in an area where mountain bike trails aren’t allowed,” he says.

Shimano is building out a website and submission portal, which will launch soon, but Shingleton says in the meantime to reach out directly to Shimano AU if you have a proposal.

The post First round of Shimano Trail Born to cover cost of handbuilt trail in Blue Derby appeared first on Flow Mountain Bike.

An overview of the 2025 Trek Slash+

Equipped with 170mm of travel at both ends, the Trek Slash+ is a lightweight e-Enduro bike that’s built to go head-to-head with the likes of the Specialized Kenevo SL.

Like its non-motorised counterpart, the Slash+ features a high-pivot variation of Trek’s four-bar ABP suspension platform. The chain routes up and over a big 19T pulley, and there’s a redesigned lower guide that incorporates beefed-up chainring protection. There’s also a new fully-enclosed lower pulley that aims to eliminate the chance of the chain derailing.

Leverage rate adjustment is built into the lower shock mount, which comes from the factory in the less progressive setting. Flipping this around into the more progressive setting is recommended should you wish to run a coil shock.

As with many other lightweight e-MTBs on the market, the Slash+ is only produced in carbon fibre. Well, at least for now anyway. It features a mullet setup with a 29in front wheel and 27.5in rear wheel, with the exception being the Small size that uses 27.5in wheels front and rear.

Compact motor, big battery

Powering the new Slash+ is the compact TQ HPR50 motor. Despite being the lightest and quietest drive unit we’ve tested, the HPR50 still pumps out up to 50Nm of peak torque and 300W of peak power.

Unlike the Fuel EXe with its small 360Wh battery, the Slash+ gets a brand new 580Wh battery from TQ. This offers a significant boost in capacity, though it’s still possible to add on TQ’s 160Wh range extender for those who want maximum ride time.

Trek secures the main battery inside the downtube with two large bolts. Removing these and the motor skid plate allows you to take the battery out of the frame should you need to charge it separately. Otherwise you can charge the battery in situ using the port on the frame.

As for the user interface, the Slash+ features exactly the same controller and top tube display as the Fuel EXe. You can configure the display using the Trek Central or TQ app, which also allows you to tune the motor’s output. Check out our TQ HPR50 review for more info.

Trek Slash+ geometry & sizing

Geometry on the Trek Slash+ closely follows that of the non-motorised Slash. The main point of difference is the omission of the M/L size, which means the Slash+ is only available in four frame sizes rather than five.

Otherwise you’ll find the same 63.5° head angle and 77° effective seat tube angle. Trek also utilises size-specific rear centre lengths that varies from 434mm on the Small up to 445mm on the X-Large.

Like the regular Slash and Fuel EX, the Slash+ incorporates adjustable headset cups. The bike comes from the factory with the neutral cups fitted, though purchasing the offset cups aftermarket will allow you to steepen or slacken the head angle by a degree.

Trek Slash+ price & specs

There will be two Trek Slash+ models coming into Australia this year. Both will share an identical OCLV carbon frame, TQ HPR50 motor and 580Wh battery.

Prices will start at $11,499 AUD for the Slash+ 9.7, which gets a Fox 38 Rhythm fork and a Float X shock, Shimano SLX/XT gearing and 4-piston brakes. It also features lightweight Bontrager XR5 Team Issue tyres, which seem like an odd choice for such a big travel e-MTB.

You’ll find more appropriate SE6/SE5 tyres on the top-end Slash+ 9.9 model, which also upgrades to a RockShox Zeb Ultimate fork and Vivid Ultimate shock. Along with the wireless Reverb AXS dropper, SRAM X0 Transmission and Maven brakes, that bike will set you back a cool $17,999 AUD.

We’ve put our name down to review the new Slash+ and can’t wait to see what it’s all about. In the meantime, read on for the detailed specs for each model below.

2025 Trek Slash+ 9.9

• Frame | OCLV Carbon Fibre, ABP High Pivot Suspension Design, 170mm Travel
• Fork | RockShox Zeb Ultimate, Charger 3.1 RC2 Damper, 170mm Travel
• Shock | RockShox Vivid Ultimate, 230x65mm
• Motor | TQ HPR50, 50Nm Peak Torque
• Battery | TQ 580Wh
• Wheels | Bontrager Line Pro 30, Carbon Rims, 30mm Inner Width
• Tyres | Bontrager SE6 Team Issue 29×2.5in Front & SE5 Team Issue 27.5×2.5in Rear
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/X0 Alloy Crankset & 10-52T Cassette
• Brakes | SRAM Maven Silver 4-Piston
• Bar | Bontrager Line Pro, OCLV Carbon, 27.5mm Rise, 780mm Width
• Stem | Bontrager Line Pro, 35mm Length
• Seatpost | RockShox Reverb AXS, 34.9mm Diameter, 170mm Travel
• Saddle | Bontrager Verse Short Comp, Steel Rails
• Claimed Weight | 20.88kg
• RRP | $17,999 AUD

2025 Trek Slash+ 9.7

• Frame | OCLV Carbon Fibre, ABP High Pivot Suspension Design, 170mm Travel
• Fork | Fox 38 Rhythm, GRIP Damper, 170mm Travel
• Shock | Fox Float X, Performance Series, 230x65mm
• Motor | TQ HPR50, 50Nm Peak Torque
• Battery | TQ 580Wh
• Wheels | Bontrager Line Comp 30, Alloy Rims, 30mm Inner Width
• Tyres | Bontrager XR5 Team issue 29×2.5in Front & 27.5×2.5in Rear
• Drivetrain | Shimano SLX/XT 1×12 w/e*13 Plus Alloy Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston
• Bar | Bontrager Line, Alloy, 27.5mm Rise, 780mm Width
• Stem | Bontrager Elite, 35mm Length
• Seatpost | Bontrager Line, 34.9mm Diameter, 170mm Travel
• Saddle | Bontrager Verse P3, Chromoly Rails
• Claimed Weight | 20.38kg
• RRP | $11,499 AUD

The post First Look | 2025 Trek Slash+ is a brand new lightweight e-MTB with high pivot suspension appeared first on Flow Mountain Bike.

A short drive from the crystalline waters and shock-white sands of Batemans Bay, the beautiful town of Mogo sits flanked by rolling hills straight out of an Australiana painting. The town has just hosted the third stop of the goodnessgravel Fondo – and while it may not be a race, it may just be one of the most fun days out on dirt. That fun-first approach has seen goodnessgravel solidified as a bit of a household name in the rapid rolling gravel sector, and their events continue to sell out for those in the know.

Participants had the choice between three routes winding through the beautiful NSW countryside, with the longest at 130km of premium gravel riders have come to love across all goodnessgravel events. Pair that distance with a not insignificant 2820m of climbing, and you get an idea of the stunning day out enjoyed by riders over the weekend.

Related:

• 2024 Cervelo Aspero Review | Cervelo’s new gravel racer is just peachy
• A great day in Glen Innes | Can you carb your way through goodnessgravel?
• Explore rural NSW with the goodnessgravel event series

New event weekend, new riders and more e-Bikes

Organiser Will Levy was a little hesitant about hosting the event later than usual, but the numbers don’t lie.

“We had 230 registered riders, meaning we were up on last year, which is great, especially being in July,” he says.

This year’s Mogo outing saw ten riders hailing from the Eurobodalla Shire, while many had come from interstate.

Related:

• Bike Check | Grant Allen’s Kawasaki Inspired Bowhead RX

Finishing with a warm tailwind

“We had 61 riders from Canberra alone, and most of them were relieved to see how warm it was on the startline compared to a morning back home,” Levy said.

Warm indeed, considering we’re well into the winter months — but cool enough at 12° on the start line for riders to opt for winter clothing for the first leg, ditching jackets and gloves in Nelligan with the event’s bag-drop staff who were on hand to help ferry participant’s items. With 8% of entries accounted for by e-MTB and e-Gravel riders (up 2% from 2023), some even had spare batteries ferried to the next aid staion—pure gravel luxury.

Temperature aside, the weather Gods made sure there was something of a sting in the tail — with wind gusts up to 60kph keeping riders on their toes, pushing them mercifully back into Mogo for the final stretch after a long day in the saddle.

goodnessgravel put strong emphasis on inclusivity, and happily see a steady increase in women and younger riders taking part in their events each year.

“Twenty per cent of riders were women this year, which is great to see,” Levy said.

The youngest participant at just 11 years old went on to complete the 44km Piccolo loop, while two septuagenarian powerhouses completed the full route.

Those familiar with the lore of their events know well the numbering convention, where riders receive digits for life based across all rides, and hunting for those single-digit number plates becomes something of a sport to other riders in attendance. To everyone’s delight, race-plate number six lined up in Mogo, on pinned to a chap called Mal’s machine — his seventh event appearance at goodnessgravel. At the other end of the scale, numbers have reached the 1400’s since its inception in 2021.

Hot mix gravel

All riders, whether taking part in the 44km, 75km, or the full 130km loop, would find the (usually) quiet town of Nelligan as their first stop. They were greeted warmly with a live band and, potentially more importantly, doughnuts.

Despite the course placing riders well out in the bonafide boonies, they were never truly alone. Five patrolling motorbikes, two ambulance crews, a roaming mechanic, and the essential sag wagon were on hand to repair bikes or bodies. Fortunately, riders avoided any run-ins with the wild pigs spotted by Levy and the team performing their route reccy days prior. Nor were any swept away by the low tidal water crossing, which had calmed after significant rainfall leading into the event.

In keeping with their familial style, the team had the good graces to send out a pre-event email encouraging riders to “bring spare wool socks!” in case the waters were up on the day.

If you’re like us, and you wince a little at the sight of a pile of snipped, sad zip ties after an event, goodnessgravel may just have the antidote.

“All the rider cards are handmade and dipped in beeswax, so they’re sustainable, and people attach them to their handlebars with twine. We don’t give out zip-ties”, announced Levy, with the kind of excitement for sustainability that’s music to the ears.

The course is estimated to have subjected riders to just 2% of blacktop, with the remainder described playfully as ‘Hot Mix Gravel,’ and a distinct lack of motorists.

“I think people were just pumped on, how few cars there were out there — it’s just the beauty of being out in nature in such an incredible area,” Levy said.

Stunning views aside, and despite the event maintaining the not a race ethos, the full 130km loop is no joke.

Cloudy with a chance of pizza shapes

In exchange for donations to the Bateman’s Bay MTB club, the event engaged 24 keen volunteers, without whom Will assures their events could not take place. From manning the crucial race finish sausage sizzle or showering riders in Pizza Shapes and pikelets, to marshalling spots across the sprawling course. These fine folk are the backbone of any such event, and it’s great to see local clubs benefiting from their dedication.
So what’s next for goodnessgravel? Beyond a current roster of four wildly popular event venues in Gundy, Mogo, Glen Innes and Orange, there’s a mysterious new entrant on the horizon.

“I can’t reveal it just yet, but do enough digging in our socials, and you might just work out where we’re hoping to host the next event”, Levy mentions with a whisper.

And though we can’t tell you where it is, suffice to say there is so good(ness) gravel involved. Stay tuned for more exceptional eventing from the goodnessgravel team, and maybe consider signing up goodnessgravel Gundy in September or the gravel tour of Tasmania in November. You can’t tell us that doesn’t sound incredible! Head to the goodnessgravel website for more.

Photos: Outer Image Collective

The post goodnessgravel Mogo | The creme de la creme of Eurobodalla gravel appeared first on Flow Mountain Bike.

The High Roller label has been a staple in the brand’s lineup for over two decades, with the most recent variant being released in 2012. This saw minor revisions to the overall shape of each of the lugs, however the pattern remained largely unchanged from the original shape, and was a fast-rolling offering commonly used as a rear tyre. Twelve years later the High Roller has been revised yet again, with a significant shift in the intended use and tread pattern.

The new intermediate tyre combines an open tread pattern with large, sturdy side knobs, enabling effective soil penetration in wet weather along with the improved traction and cornering control required for dry and dusty conditions. The tread layout is very similar to the Maxxis Shorty, the brand’s mud-specific tyre, albeit with larger side lugs and different lug sipes. It is also not too dissimilar to a Continental Argotal, which is the most aggressive in the German tyre manufacturer’s lineup.

The High Roller 3 has been in development for quite some time, with the hybrid tyre already seeing World Cup success underneath Jackson Goldstone with his iconic win at Mont-Sainte-Anne in late 2023, and Ronan Dunne’s breakout win in Poland this year.

Technical Overview

The brand hasn’t strayed from its typical casing and compound offerings, with the High Roller 3 available in EXO+, Double Down and DH casing options, in both 29×2.4in and 27.5×2.4in sizes. Maxxis often offers its tyres in multiple compound options, but at this stage, the High Roller 3 is only available in the softest MaxxGrip compound, which isn’t overly surprising given the intentions of the tyre.

On the scales, the 29×2.4in DD casing and the 27.5×2.4in DH casing High Roller 3’s we have in for test were separated by 1 gram, weighing in at 1,282g and 1,281g respectively. For reference, the popular Assegai and DHR2 combination in the same configuration weighs in at a claimed 1,370g and 1,223g respectively, hence not a whole lot of weight either lost of gained either way.

Flows Initial Impressions

We have the Maxxis High Roller 3’s in for test, and seeing as we are in the heart of winter, throwing them straight onto Nick’s Santa Cruz Nomad seemed a no-brainer. We are still very much in the early days of our relationship with the High Roller 3, but it is safe to say they have impressed straight away.

The soft compound intermediate tyres seemingly roll quite well, a surprise given its chunky appearance. Our initial impressions found them to have similar rolling resistance to the Assegai/DHR2 combination mentioned earlier, potentially even slightly quicker out of the gate.

The 2.4in width of the High Roller 3 mounted to the front has noticeably sharper handling when compared to a 2.5in Assegai, the latter which can sometimes feel a bit muted. The outer lugs provide a locked-in sensation when cornering hard in the wet and loose conditions we have tested them in so far. Braking traction is impressive thanks to the large square edges of the knobs, offering performance that was considered on par with, and slightly more controlled than a DHR2.

The characteristic that stood out the most so far was the High Roller 3’s ability to maintain consistent traction when faced with wet or soft off-cambered sections of trail. The open tread and large outer knobs pattern do an admirable job of holding a line and avoiding slipping down the camber, making it easier to stay on line when things were getting a little wild.

So what are the downsides of the High Roller 3’s? So far there aren’t any glaring issues that we have noticed. They certainly aren’t as fast-rolling as their predecessors, however Maxxis already has the Minion DHF and Dissector that are ideal for loose and dusty trails. While the traction was impressive in the off-camber’s, we did notice the rear end step out considerably on some slick angled roots in multiple instances. This appeared more severe than how DHR2’s respond in similar scenarios, and some back-to-back testing may be in order here to identify the true difference.

So far the High Roller 3’s have been impressive, and we can see them being an excellent choice for gravity-focused riders looking for supreme traction in loose conditions. We’ll be spending more time on them in the coming months in varying conditions to see how they stack up.

As well as testing the tyre in the current Aussie winter conditions, we also got some dry and dusty laps in on the High Roller III. The official launch was held in Whistler during Crankworx. Maxxis put on a day of shuttles in Squamish so we could get some back-to-back laps in on it.

When the trail is really loose and dusty the High Roller III performs well. However, when you’re back on true hard packed surfaces, we believe the Assegai still has a slight edge over the High Roller III. Our initial impressions would be that the surface of the trail needs to be somewhat disturbed by either mud or dust for the the High Roller to really shine.

Overall, so far, it has been an impressive tyre. It is much more versatile than what we first expected. Definitely not just a mud tyre! We can see a lot of people opting for this tyre particularly on the front. We’ll have more to report once we get more time on this exciting new tyre.

The post First Look | Maxxis High Roller 3 appeared first on Flow Mountain Bike.

We reviewed the Specialized Status 160 last year and loved its smooth suspension and hooligan-inspired handling. While it wasn’t exactly the lightest or sprightliest bike in the world, there were no doubts that it delivered a solid level of spec in a refreshingly simple and well-priced package.

Looking to build on that success, Specialized is expanding the lineup for 2025 with the arrival of the brand new Status 2.

An overview of the Specialized Status 2

The Specialized Status 2 will be available in three distinct platforms that all utilise an alloy frame and a mixed wheel setup.

There’s the Status 140, Status 170 and Status 170 DH, with the number in the name referring to the amount of suspension travel. The DH version then pumps things up further with a 7-speed drivetrain and a dual-crown RockShox Boxxer fork.

With a keen focus on value for money, there’s a distinct lack of carbon fibre or internal storage. Instead the Status 2 keeps it real with M5 welded alloy tubing and the classic FSR four-bar suspension design. However, just like the latest Stumpjumper 15, you do get a flip chip down at the chainstay pivot that offers High/Low positions.

Specialized Status 2 geometry & size chart

Another noteworthy addition for the Specialized Status 2 is the arrival of a brand new S0 size. Designed specifically for shorter folks and youth riders, the S0 frames are optimised around smaller wheels with a 27.5in front and 26in at the rear.

For the rest of the range you’ll find five frame sizes from S1 to S5. Geometry varies slightly between the Status 140 and Status 170, though they share a similarly slack 63.5-64° head angle, a steep 77° seat angle, and short 427-437mm chainstays. You can see all the detailed numbers in the size chart below.

Specialized Status 2 price & specs

All three of the Specialized Status 2 models will be coming into Australia this year. Prices will kick off at $4,600 AUD for the S0 size Status 140 and 170, which feature a slightly different spec with a SRAM NX Eagle drivetrain and Code R brakes.

Next up are the standard Status 140 and 170 models that will retail for $5,200 AUD. These bikes feature Shimano 1×12 Deore drivetrains, TRP Trail EVO brakes, an X-Fusion dropper post and Specialized Butcher tyres.

Finally there’s the Status 170 DH, which gets a RockShox Boxxer fork and Super Deluxe coil shock, a SRAM GX DH drivetrain and Maven Bronze brakes for $6,400 AUD.

2025 Specialized Status 2 170 DH

• Frame | M5 Alloy, FSR Suspension Design, 170mm Travel
• Fork | RockShox BoXXer Select, Charger RC Damper, 180mm Travel
• Shock | RockShox Super Deluxe Select Coil, HBO, 230×62.5mm
• Wheels | Specialized Alloy Hubs & Roval Alloy DH Rims, 28mm Inner Width
• Tyres | Specialized Butcher T9 GRID Gravity 29×2.3in Front & 27.5×2.3in Rear
• Drivetrain | SRAM GX DH 1×7 w/34T Descendent DH Crankset & 11-25T Cassette
• Brakes | SRAM Maven Bronze 4-Piston w/220mm Front & 200mm Rear Rotors
• Seatpost | Specialized Alloy, 34.9mm Diameter
• Claimed Weight | 17.18kg
• RRP | $6,400 AUD

2025 Specialized Status 2 170

• Frame | M5 Alloy, FSR Suspension Design, 170mm Travel
• Fork | Fox 38 Rhythm, GRIP Damper, 170mm Travel
• Shock | Fox DHX Coil, Performance Series, 230×62.5mm
• Wheels | Specialized Alloy Hubs & Rims, 30mm Inner Width
• Tyres | Specialized Butcher T9 GRID Trail 29×2.3in Front & Butcher T9 GRID Gravity 27.5×2.3in Rear
• Drivetrain | Shimano Deore 1×12 w/32T Deore Crankset & 10-51T Cassette
• Brakes | TRP Trail EVO 4-Piston w/203mm Rotors
• Seatpost | X-Fusion Manic, 34.9mm Diameter, Travel: 125mm (S1), 150mm (S2), 170mm (S3-S4), 190mm (S5)
• Claimed Weight | 15.56kg
• RRP | $5,200 AUD

2025 Specialized Status 2 140

• Frame | M5 Alloy, FSR Suspension Design, 140mm Travel
• Fork | Marzocchi Bomber Z1, GRIP Damper, 140mm Travel
• Shock | Marzocchi Bomber Air, 210×52.5mm
• Wheels | Specialized Alloy Hubs & Rims, 30mm Inner Width
• Tyres | Specialized Butcher T9 GRID Trail 29×2.3in Front & Butcher T7 GRID Trail 27.5×2.3in Rear
• Drivetrain | Shimano Deore 1×12 w/32T Deore Crankset & 10-51T Cassette
• Brakes | TRP Trail EVO 4-Piston w/203mm Rotors
• Seatpost | X-Fusion Manic, 34.9mm Diameter, Travel: 125mm (S1), 150mm (S2), 170mm (S3-S4), 190mm (S5)
• Claimed Weight | 15.29kg
• RRP | $5,200 AUD

The post First Look | The new Specialized Status 2 comes in 140mm, 170mm & DH platforms appeared first on Flow Mountain Bike.

That same bike just won a sack of potatoes and a green and gold jersey at the Devil’s Cardigan, which doubled as the Gravl National Champs a few weekends ago, with Trekky putting in a dominant performance. According to Giant, Trekky played a role in the development and testing of this new bike.

Related:

• Racing Garmin Unbound 200 | They say you shouldn’t meet your hero
• Gravel Roos | The trio of Aussies taking on the Life Time Grand Prix
• REVIEW | The new Liv Devote is a stupendously smooth gravel flyer

First launched in 2013, the new Revolt still borrows some design cues from its predecessors. However, it’s evolved into a full-on gravel racer, with the more aggressive Revolt X slotting in as the adventure machine.

We have just received a fourth-generation Revolt Advanced Pro 0 at Flow’s Queensland HQ. Let’s dive into what’s new.

An overview of the 2025 Giant Revolt

The Giant Revolt is the brand’s gravel race bike, slotting into similar footing as the Cervelo Aspero, Canyon Grail, and Scott Addict Gravel.

For 2025, the Revolt has received a revamp with an all-new carbon frame and fork. The silhouette of the frame is similar with its dropped seat stays and sloping top tube, and a press-fit bottom bracket.

The new bike is definitely what we’d class as an evolution rather than a revolution. The geometry is mostly unchanged, with the only difference being the chainstays, which are 5mm shorter, and, of course, the wheelbase. The previous generation of the Revolt rode very well as a gravel racer, so it’s not totally surprising that Giant has opted for the ‘don’t-fix-it-if-it-ain’t-broke’ mentality.

Our size medium Advance Pro 0 tipped the FlowScalesOfTruth at 8.23kg without pedals or bottle cages.

Everything on the inside — for better or worse

Where the significant differences do come are in the frame furnishings. Starting at the front, Giant has opted to run the cables through the upper headset bearing. While the Taiwanese brand claims an aerodynamic advantage — which independent testing shows is real — and less clutter it’s a bit less of an inconvenience on the models with electronic shifting, but for the mechanical models, changing that headset bearing or cables and housing will be a big job.

It’s not all doom and gloom, as Giant has also added integrated downtube storage. A tool-free hatch sits beneath the front bottle cage bosses, and Giant includes a tool bag to keep everything organised.

Despite its pitch as a race bike, Giant has also brought forward a plethora of mounts and bosses across the frame, including the three-pack bolts on both fork legs and provisions for full-coverage fenders. Some gravel bikes in this category, like the new Cervelo Aspero and Specialized Crux, eschew the extra mounts for the sake of weight and simplicity.

Adjustable geometry is back

Giant has carried over the flip chip in the rear dropout to allow for a 5mm chainstay adjustment. This of course will enable riders to slightly modify the steering characteristics and stability of the bike depending on the nature and terrain of the ride.

Increasing the chainstay length also means you can fit a larger tyre between the stays. In the long position, Giant says the new Revolt can handle up to 53mm wide rubber, while the frame has room for 42mm tyres in the short position. Our test bike has a set of 40mm Cadex GX tyres.

The flip chip also means that the Revolt is not UDH compatible. SRAM’s new Red XPLR Transmission is one of the worst-kept secrets going, and even F1 driver Valtteri Bottas was riding it at Unbound Gravel this year, so it’s an interesting decision from the Taiwanese brand.

While the folks splashing out for a HALO flagship groupset are in the minority, we’d speculate that the hanger-free rear mech design will soon trickle down through the brand’s range.

Will the geometry adjustment on the new bike be enough of a draw to outweigh that future-proof compatibility and the ability to walk into any bike shop and get a replacement should you have a whoopsie? Only time will tell.

D-Fuse front and back

Giant has opted to use its own finishing kit for the Revolt, with each part based around the brand’s D-Fuse design language. The heart of this system is based around D-shaped tubing designed to promote flex in one plane to increase comfort without sacrificing performance.

At the back, the Revolt sees a proprietary D-Fuse seatpost said to allow for up to 12mm of fore and aft flex. Giant pioneered these square-backed seatposts back in 2014 and has since been widely adopted by many brands. However, as with the previous generation of this bike, it will also accept a 30.9mm round post, including droppers thanks to an included shim.

The D-Fuse concept has also been applied to the handlebars. Giant says it has increased the downward “pushing” compliance for a smoother ride quality while also increasing the upward “pulling” stiffness, aiming to increase precision and control compared to its own round Contact bars.

2025 Giant Revolt models and pricing

While there are both alloy and carbon models of the Revolt, only the carbon version has received the frame updates. The metal bike only gets new paint for the coming year.

Giant Australia has advised that it will be bringing in five models of the Revolt, with prices running from $3,199 AUD up to $8,499 AUD for the Advanced Pro 0 we have for the test.

2025 Revolt Advanced Pro 0

• Frame | Revolt Advanced-grade composite
• Fork | Advanced SL-grade composite, tapered steerer
• Wheels | Giant CXR 1 Carbon Disc WheelSystem, 35mm deep
• Tyres | CADEX GX, 700x40c, tubeless
• Drivetrain | SRAM Force eTap AXS, 2×12 43/36T Crankset, Force 36-10T Cassette
• Brakes | SRAM Force, 160mm Rotor Front and Rear
• Bar | Giant Contact SLR XR D-Fuse
• Stem | Giant Contact AeroLight, -10 degree
• Seatpost | Giant D-Fuse SLR, composite, -5/+15mm offset
• RRP | $8,499

2025 Revolt Advanced 0

• Frame | Revolt Advanced-grade composite
• Fork | Advanced-grade composite, tapered steerer
• Wheels | Giant CXR 2 Carbon Disc WheelSystem, 35mm deep
• Tyres | CADEX GX, 700x40c, tubeless
• Drivetrain | Shimano GRX RX-820 hydraulic, 2×12 48/31T Crankset, HG710 36-11T Cassette
• Brakes | Shimano GRX RX-820 hydraulic, 160mm Rotor Front and Rear
• Bar | Giant Contact XR D-Fuse
• Stem | Giant Contact AeroLight, -10 degree
• Seatpost | Giant D-Fuse SLR, composite, -5/+15mm offset
• RRP |$5,199

2025 Revolt Advanced 1

• Frame | Revolt Advanced-grade composite
• Fork | Advanced-grade composite, tapered steerer
• Wheels | Giant P-X2 Disc
• Tyres | Giant Crosscut Grip, 700x45c, tubeless
• Drivetrain | SRAM Apex XPLR, 1×12 40T Crankset, PG-1231 44-11T Cassette
• Brakes | Shimano GRX RX-820 hydraulic, Giant MPH Rotors 160mm Front and Rear
• Bar | Giant Contact XR D-Fuse
• Stem | Giant Contact AeroLight, -10 degree
• Seatpost | Giant Contact Switch, dropper, 30.9mm
• RRP |$4,199

2025 Revolt Advanced 2

• Frame | Revolt Advanced-grade composite
• Fork | Advanced-grade composite, tapered steerer
• Wheels | Giant P-X2 Disc
• Tyres | Giant Crosscut Grip, 700x45c, tubeless
• Drivetrain | Shimano GRX RX-610, 2×12 FSA Omega Modular AGX+ 48/32T Crankset, HG710 36-11T Cassette
• Brakes | Shimano GRX RX-410, Giant MPH Rotors 160mm Front and Rear
• Bar | Giant Contact XR D-Fuse
• Stem | Giant Contact AeroLight, -10 degree
• Seatpost | Giant D-Fuse, composite, 14mm offset
• RRP |$3,699

2025 Revolt Advanced 3

• Frame | Revolt Advanced-grade composite
• Fork | Advanced-grade composite, tapered steerer
• Wheels | Giant P-X2 Disc
• Tyres | Giant Crosscut Grip, 700x45c, tubeless
• Drivetrain | Shimano GRX RX-610, 2×11 FSA Omega Modular AGX+ 46/30T Crankset, Shimano Tiagra 34-11T Cassette
• Brakes | Shimano GRX RX-40, Giant MPH Rotors 160mm Front and Rear
• Bar | Giant Contact XR D-Fuse
• Stem | Giant Contact AeroLight, -10 degree
• Seatpost | Giant D-Fuse, composite, 14mm offset
• RRP |$3,199

The post On Test | Giant’s 2025 Revolt gravel bike adds downtube storage and claims improved comfort appeared first on Flow Mountain Bike.

Having had a positive reception to the first generation Big Trail, Merida decided to put together a whole bunch of updates and improvements to bring its performance and appeal up a few notches.

An overview of the 2025 Merida Big Trail

For 2025 the Merida Big Trail receives a brand new butted and hydroformed alloy frame. It continues to be designed around 29in wheels and a 140mm travel fork, and there’s plenty of clearance for 2.4in wide rubber out back.

A shortened seat tube provides more standover clearance, and the diameter has fattened to 34.9mm to improve strength and stiffness with long-stroke droppers. Merida supplies its own dropper post for the Big Trail with up to 230mm of travel.

Cable routing has been updated with the main control lines now entering the frame through the headset. We had notable issues with the internally-routed headsets on the One-Forty and One-Sixty, though Merida says those problems have been rectified with an updated design from Acros that’s said to be easier to work on.

We’re a lot happier to see all of the storage options on the Big Trail frame, which will accommodate two bottles on the downtube in every size. There’s an accessory mount underneath the top tube, and a new dual-density chainstay protector that uses a hard plastic core for the base shape and a soft outer material to deaden chainslap.

Merida Big Trail geometry & size chart

It’s the geometry that sees the biggest updates on the 2025 Merida Big Trail, which follows in the footsteps of the One-Sixty and eOne-Sixty with a change in its sizing nomenclature.

Instead of the traditional Small, Medium and Large frame sizes, you’ll now find sizes referred to in their reach measurement; X-Short, Short, Mid, Long and X-Long.

In addition to shortening the seat tube lengths, Merida has also slackened out the head angle by 1.5° (now 64°). The reach is 20mm longer and comes in at 455mm on the Mid frame size. To maintain a comfortable seated position, the seat angle has been steepened by 1° (now 76.5°). Those are progressive numbers for a hardtail that should make for a more confidence-inspiring stance compared to the previous model.

It’s worth noting that while it isn’t recommended to set up the Big Trail as a mullet with a 27.5in rear wheel, the frame is rated for use with up to a 150mm travel fork.

Merida Big Trail price & specs

There will be three Merida Big Trail models coming into Australia this year. Prices will start at an accessible $1,599 AUD for the cheapest model.

All three bikes utilise the same alloy frame, a 140mm travel fork and Merida’s own Expert TR II dropper post. They also get hydraulic disc brakes, a 1x Shimano drivetrain and thru-axles front and rear.

The top-end Big Trail 600 looks particularly impressive with its RockShox Pike fork and premium Maxxis tyres that utilise 3C MaxxTerra rubber and a heavier EXO+ casing for the rear. Nice!

2025 Merida Big Trail 600

• Frame | Double-Butted & Hydroformed Alloy
• Fork | RockShox Pike, 140mm Travel
• Wheels | Shimano TC500 Hubs & Merida Expert TR 11 Rims
• Tyres | Maxxis Minion DHF EXO 3C MaxxTerra 2.5in Front & Dissector EXO+ 3C MaxxTerra 2.4in Rear
• Drivetrain | Shimano Deore 1×12
• Brakes | Shimano XT
• Seatpost | Merida Expert TR 11
• Claimed Weight | 14.2kg
• RRP | $2,999 AUD

2025 Merida Big Trail 500

• Frame | Double-Butted & Hydroformed Alloy
• Fork | RockShox Psylo Silver RC, 140mm Travel
• Wheels | Shimano TC500 Hubs & Merida Comp TR Rims
• Tyres | Maxxis Minion DHF EXO 2.5in Front & Dissector EXO 2.4in Rear
• Drivetrain | Shimano Cues 1×11
• Brakes | Shimano MT410
• Seatpost | Merida Expert TR 11
• Claimed Weight | 15.1kg
• RRP | $2,199 AUD

2025 Merida Big Trail 300

• Frame | Double-Butted & Hydroformed Alloy
• Fork | Suntour XCR34, 140mm Travel
• Wheels | Shimano TC500 Hubs & Merida Comp CC II Rims
• Tyres | Kenda Regolith
• Drivetrain | Shimano Cues 1×9
• Brakes | Shimano MT200
• Seatpost | Merida Expert TR 11
• Claimed Weight | 14.7kg
• RRP | $1,599 AUD

The post First Look | The 2025 Merida Big Trail offers more grins in a cheaper hardtail package appeared first on Flow Mountain Bike.

The range has evolved over the past few years with the most recent arrivals being the MXC and ECC. The latter has been making considerable noise in the e-Enduro World Cup, with its distinctive profile and bright red paint job making it hard to miss.

Far from being generic open-mould designs, the MXC and ECC utilise a unique frame that integrates damper technology from a fellow big-hitter in the dirt bike world; WP Suspension. GasGas is also one of the first brands to be offered with the SRAM Powertrain, and its pricing across the range is remarkably competitive.

With stock due to arrive in Australia over the coming months, we’ve been lucky enough to get our hands on an ECC 6 test bike to see what it’s all about.

An overview of the GasGas ECC

The GasGas ECC is the biggest and burliest e-MTB on offer from the Spanish brand. Designed specifically for flat-out enduro racing on the steepest and gnarliest terrain, the ECC features 29in wheels, a 170mm travel fork and 160mm of rear travel.

Developed with engineering input from Kiska Design (a standalone design agency that’s owned by the same parent company as GasGas, KTM and Husqvarna), the full carbon frame incorporates a swathe of removable plastic armour along with a metal skid plate underneath the motor.

The top two models utilise DVO suspension with an Onyx air-sprung fork and a JadeX coil shock. Both ends incorporate WP’s patented Cone Valve technology that aims to provide support and ride height with a high-speed blowoff on hard impacts.

SRAM Powertrain

At the heart of the GasGas ECC is the SRAM Powertrain. The Brose-manufactured motor pumps out a whopping 90Nm of peak torque, and it’s powered by a 630Wh battery that was chosen for its balance of weight and range. You can recharge the battery using the port on the seat tube, though it’s also removable from the downtube if you don’t have a powerpoint where you store your bike.

If you need more juice, SRAM offers an optional 250Wh range extender battery that boosts total capacity to 780Wh.

Battery status is displayed via a neat screen that’s integrated into the frame’s top tube. This provides you with key information including which assist mode you’re in, and it’s customisable via the SRAM AXS app. Here you can also tune the motor’s support characteristic, change the function for each of the buttons on the Pod Controllers, and adjust the parameters for the Auto Shift feature.

GasGas ECC geometry & size chart

There are only three sizes available for the GasGas ECC range; Small, Medium and Large.

With the ECC being a race-focused bike, geometry is on the longer side to maximise stability on steep climbs and down high-speed descents. You’ll find a 64° head angle, a 76° seat tube angle and a 475mm reach on the Medium frame.

One number that sticks out is the huge 461mm rear centre length. That’s one of the longest rear ends we’ve seen on an e-MTB of late, and we’re curious to see how that will play out on the trail.

It’s worth noting that there are no flip chips to be found on the ECC frame, and as such it’s not recommended to be setup as a mullet. If you’re after a mixed wheel setup, you’ll have to look towards the slightly shorter travel MXC (more on that below).

GasGas ECC price & specs

There are three models in the 2024 GasGas ECC lineup with prices starting at $11,899 AUD for the ECC 4. They’ll be available across a range of bike shops and moto dealers around the country, with stock due to arrive in Spring 2024.

Each model shares the same full carbon chassis and SRAM Powertrain, and they’re all equipped with a coil shock and a Maxxis Assegai/Minion DHR II tyre combo.

The bike we’ve got on test is the top-end model; the ECC 6. It’s certainly a striking-looking bike with its bold paint job, shapely frame protection and white coil spring, but how does it compare to the best e-MTBs on the market? Stay tuned for our in-depth review and video coming soon!

2024 GasGas ECC 6

• Frame | Carbon Fibre, Four-Bar Suspension Design, 160mm Travel
• Fork | DVO Onyx D1CV OTT, 170mm Travel
• Shock | DVO JadeX CV Coil, 205x65mm
• Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
• Battery | SRAM Eagle Powertrain, 630Wh
• Wheels | Newmen Evolution SL E.G 30, Alloy Rims, 30mm Inner Width
• Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra DoubleDown 2.4in Rear
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/Alloy Crankset & 10-52T Cassette
• Brakes | SRAM Code RSC 4-Piston w/220mm Front & 200mm Rear Rotors
• Bar | Newmen Advanced, Carbon, 25mm Rise, 800mm Width
• Stem | Newmen Evolution, 40mm Length
• Seatpost | RockShox Reverb AXS, 31.6mm Diameter
• Saddle | Fizik Ridon X5
• Claimed Weight | 24.1kg
• RRP | $15,699 AUD

2024 GasGas ECC 5

• Frame | Carbon Fibre, Four-Bar Suspension Design, 160mm Travel
• Fork | DVO Onyx D1CV SL, 170mm Travel
• Shock | DVO JadeX CV Coil, 205x65mm
• Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
• Battery | SRAM Eagle Powertrain, 630Wh
• Wheels | GasGas Hubs & Mach 1 Trucky Rims, 30mm Inner Width
• Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra DoubleDown 2.4in Rear
• Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/Alloy Crankset & 10-52T Cassette
• Brakes | SRAM G2 RS 4-Piston w/220mm Front & 200mm Rear Rotors
• Bar | GasGas Riser 35, Alloy, 25mm Rise, 780mm Width
• Stem | GasGas 35, 40mm Length
• Seatpost | GasGas Pro Dropper, 34.9mm Diameter
• Saddle | Selle San marco GND
• Claimed Weight | 24.4kg
• RRP | $14,099 AUD

2024 GasGas ECC 4

• Frame | Carbon Fibre, Four-Bar Suspension Design, 160mm Travel
• Fork | RockShox Zeb Select+, 170mm Travel
• Shock | RockShox Super Deluxe Select+ Coil, 205x65mm
• Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
• Battery | SRAM Eagle Powertrain, 630Wh
• Wheels | GasGas Hubs & Mach 1 Trucky Rims, 30mm Inner Width
• Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra DoubleDown 2.4in Rear
• Drivetrain | SRAM GX Eagle 1×12 w/Alloy Crankset & 10-52T Cassette
• Brakes | SRAM DB8 4-Piston w/220mm Front & 200mm Rear Rotors
• Bar | GasGas Riser 35, Alloy, 25mm Rise, 780mm Width
• Stem | GasGas 35, 40mm Length
• Seatpost | GasGas Pro Dropper, 34.9mm Diameter
• Saddle | Selle San Marco GND
• Claimed Weight | 24.6kg
• RRP | $11,899 AUD

An overview of the GasGas MXC

Sitting underneath the ECC, the GasGas MXC is the slightly shorter travel all-rounder.

It also features a full carbon frame that’s built around the SRAM Powertrain motor and 630Wh battery. Suspension travel lowers a touch to 160mm up front and 140mm out back. The MXC also features a mullet setup with a 27.5in rear wheel that allows for much shorter chainstays.

We reckon it’s a great-looking bike that will potentially a more appealing option for everyday mountain bikers compared to the more race-focussed ECC.

2024 GasGas MXC 6

• Frame | Carbon Fibre, Four-Bar Suspension Design, 140mm Travel
• Fork | DVO Onyx D1CV OTT, 160mm Travel
• Shock | DVO Topaz Air CV, 205x60mm
• Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
• Battery | SRAM Eagle Powertrain, 630Wh
• Wheels | Newmen Evolution SL E.G 30, Alloy Rims, 30mm Inner Width
• Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra EXO+ 2.4in Rear
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/Alloy Crankset & 10-52T Cassette
• Brakes | SRAM Code RSC 4-Piston w/220mm Front & 200mm Rear Rotors
• Bar | Newmen Advanced, Carbon, 25mm Rise, 800mm Width
• Stem | Newmen Evolution, 40mm Length
• Seatpost | RockShox Reverb AXS, 31.6mm Diameter
• Saddle | Fizik Ridon X5
• Claimed Weight | 23.8kg
• RRP | $15,199 AUD

2024 GasGas MXC 5

• Frame | Carbon Fibre, Four-Bar Suspension Design, 140mm Travel
• Fork | DVO Onyx D1CV SL, 160mm Travel
• Shock | DVO Topaz Air CV, 205x60mm
• Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
• Battery | SRAM Eagle Powertrain, 630Wh
• Wheels | GasGas Hubs & Mach 1 Trucky Alloy Rims, 30mm Inner Width
• Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra EXO+ 2.4in Rear
• Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/Alloy Crankset & 10-52T Cassette
• Brakes | SRAM G2 RS 4-Piston w/220mm Front & 200mm Rear Rotors
• Bar | GasGas Riser 35, Alloy, 25mm Rise, 780mm Width
• Stem | GasGas 35, 40mm Length
• Seatpost | GasGas Pro Dropper, 34.9mm Diameter
• Saddle | Selle San Marco GND
• Claimed Weight | 24.1kg
• RRP | $13,599 AUD

2024 GasGas MXC 4

• Frame | Carbon Fibre, Four-Bar Suspension Design, 140mm Travel
• Fork | RockShox Lyrik Select+, 160mm Travel
• Shock | RockShox Deluxe Select+, 205x60mm
• Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
• Battery | SRAM Eagle Powertrain, 630Wh
• Wheels | GasGas Hubs & Mach 1 Trucky Alloy Rims, 30mm Inner Width
• Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra EXO+ 2.4in Rear
• Drivetrain | SRAM GX Eagle 1×12 w/Alloy Crankset & 10-52T Cassette
• Brakes | SRAM DB8 4-Piston w/220mm Front & 200mm Rear Rotors
• Bar | GasGas Riser 35, Alloy, 25mm Rise, 780mm Width
• Stem | GasGas 35, 40mm Length
• Seatpost | GasGas Pro Dropper, 34.9mm Diameter
• Saddle | Selle San Marco GND
• Claimed Weight | 23.3kg
• RRP | $11,499 AUD

The post On Test | The 2024 GasGas ECC & MXC range is coming to Australia! appeared first on Flow Mountain Bike.

Initially SRAM launched Transmission for its XX SL, XX and X0 groupsets, which made it a very expensive proposition. That was followed by the GX Eagle AXS Transmission a few months later that lowered the price of entry by quite a bit. While it has been a popular spec for 2024 mountain bikes and e-MTBs, it still isn’t exactly what you’d call ‘budget’.

And so with the aim of offering its wireless electronic technology to as many riders as possible, for SRAM has just unveiled its cheapest Transmission yet; S-1000.

An overview of the SRAM S-1000 Transmission

The SRAM S-1000 Transmission is a new entry-level groupset that’s designed for mountain bikes and e-MTBs. It’s a 1×12 drivetrain that employs wireless electronic shifting and a direct-mount rear derailleur, just like its pricier siblings.

The important thing to note with S-1000 is that it will primarily be for OEM supply. That means you’ll see it coming on complete bikes for 2025 and beyond, rather than being something that you’d purchase as an upgrade from your local bike shop. One of the first bikes it’ll be coming on is the just-released Specialized Stumpjumper 15 Comp.

It’s also not a complete groupset. There will be a S-1000 derailleur, cassette and crankset, but there is no specific chain or Pod controller. Given S-1000 is fully compatible with SRAM’s other T-Type Transmission components, you’ll likely to see it mixed and matched on complete bikes. For example, a brand might spec a S-1000 crankset and cassette, then pair it with a GX derailleur and chain.

What are the differences between SRAM S-1000 & GX Transmission?

The SRAM S-1000 Transmission offers a lot of structural similarities with GX. In fact, the derailleur is almost identical save for its all-black finish and the use of a new cheaper drag spring cage damper. It’s also fully rebuildable and upgradeable, so you can replace the skid plates, two-piece outer link and cage assembly should they sustain any damage.

There will be two S-1000 cranksets available, one for e-MTBs and one for mountain bikes. The former is offered in SRAM, Brose, Bosch and ISIS variants, while the latter utilises the same DUB bottom bracket standard as the XX, X0 and GX cranksets. It also utilises the 8-bolt chainring interface,  and it’s compatible with the two-piece bashguards that bolt directly into the chainring. SRAM will be producing the forged alloy crank arms in lengths from 155-175mm.

The SRAM S-1000 Transmission cassette

Really the biggest difference with the SRAM S-1000 Transmission is the cassette.

Adorned with the XS-1270 label, the cassette employs the same 10-52T ratio and 520% gear range as its pricier siblings. However, unlike the more expensive GX, X0 and XX cassettes that use the XD interface, the S-1000 cassette is designed to fit rear hubs with a HG freehub body. This is an important distinction because cheaper OEM wheelsets often feature a HG freehub. Previously SRAM had only offered its NX Eagle 11-50T cassette to suit that interface, and of course the NX cassette isn’t compatible with T-Type Transmissions.

In terms of construction, the new S-1000 cassette features nickel chrome-plated steel cogs and the distinctive X-Sync tooth profile. The smallest four cogs (10-16T) are welded together to form a single cluster (rather than being machined from a single billet of steel, like a GX cassette). The standalone 18T cog then slides onto the freehub, while the rest of the cassette uses individual cogs that are pinned together.

The new S-1000 cassette is particularly notable for squeezing in a tiny 10T cog, which is difficult to achieve with a HG freehub. It’s possible in this case due to the first four cogs forming a single piece, and because the T-Type Transmission is specifically designed around a 55mm chainline. This sees the cassette pushed further outboard from the centre of the hub, providing more room for the 10T cog to hang off the end of the freehub body. Clever!

Will it be available to purchase?

As mentioned above, the SRAM S-1000 Transmission is primarily made for OEM spec on complete bikes. That means you won’t be able to buy the individual components separately, or at least not to begin with anyway.

However, because the S-1000 derailleur uses a very similar construction to the GX version, it is possible to purchase spare parts including the skid plates and cage assembly. And while the S-1000 cassette won’t be available as a complete unit, SRAM will be offering the 10-18T cogs as a replacement part (price TBC). That’s a good move, especially for e-Bikers that tend to wear out the smallest cogs first.

Indeed we’re stoked to see SRAM continue to expand on its Transmission range, and we expect you’ll be seeing a lot of S-1000 components spec’d on 2025 mountain bikes and e-MTBs.

There are updated SRAM DB8 brakes too

Alongside the new SRAM S-1000 Transmission, the DB8 brakes have been updated as well.

The DB8 is SRAM’s entry-level hydraulic disc brake that runs on mineral oil and features a chunky four-piston calliper. It comes fitted with organic brake pads as standard, though because it uses exactly the same pad shape as the Codes, it’s possible to fit metallic pads if you’re after longer wear life and consistency in wet conditions. Utilising the thicker HS2 brake rotors is also a great upgrade for boosting power and durability.

For 2025, SRAM has updated the DB8 lever design to give it a similar Stealth profile as the latest Code, Level and Maven brakes. This sees they hose exiting at a near-parallel path in front of the handlebar, which is mostly an aesthetic choice that works particularly well with bikes that employ headset routing.

The DB8 lever otherwise carries over the excellent MatchMaker X hinged clamp, and the ambidextrous design means the brakes can be easily flipped from left to right. You can also dial in the lever reach to your preference using the tooled adjuster.

The post First Look | The new SRAM S-1000 Transmission delivers wireless shifting at a cheaper price point appeared first on Flow Mountain Bike.

The Crown steamed through the Wild Penguin of Tasmania and the Sunny 80 of the Sunshine Coast, placing us at the doorstep of The Orca. It also has a very nice doorstep—located on the Sapphire Coast. The destination is known for the trail networks of Gravity Eden and Tathra MTB Park, its picturesque ocean views, and its warm and welcoming community.

Last year, the Sapphire Coast added to these charming traits with a whole bunch of new trails in Eden. The Orca event marked the opening of these trails, and it was a massive success. Since then, refinements have been made to the course, setting the hopes high for another great ride in 2024.

The team behind the Quad Crown have been hard at work to prepare for this round. To find out what is in store for riders, we got in touch with Race Director, Jason Dover, and Course Designer, Liam McGuire, who gave us the ins and outs of this year’s race. 

Related:

• Welcome to Paradise | Exploring Gravity Eden
• Stage Racing For Everyone | The Quad Crown series is back for 2024

Quad Crown The Orca | Course Preview

‘If it ain’t broke, don’t fix it’. This saying has been circulating The Orca event since last year, because the 2023 race was anything but ‘broke’.

Jason Dover says that without a doubt, McGuire, the Quad Crown Course Manager, put together damn near a perfect course last year.

With such a solid foundation, the Quad Crown team was able to focus on refinements rather than completely rebuilding the event from the ground up. 

The new trails of Eden were a major hit in 2023; Contour Works delivered some fantastic new loops, which riders just couldn’t get enough of.

Unfortunately, a few of the Eden trails were closed off last year. Nature wasn’t playing ball and delivered a lot of rain and not enough sun, meaning that many of the trails were still too soft to ride. But that was almost a year ago now, and the ribbon is ready to be cut on trails that didn’t make it into the program last time. 

Heading to Tathra and Eden again, the basic schedule of the Quad Crown Series will still stand. The Prelude will be held on Friday for riders to secure their handicap for the weekend, followed by the main stage events on Saturday and Sunday.

The Prelude | 9km, 280m Vert

As per usual, the Prelude will be held before the Welcome Function on Friday. Riding this swift loop will set each racer up with their handicap for the weekend, putting them in the running for the Weekend Warrior Award.

McGuire says that the Prelude will be very similar to last year, with only a few refinements to the course. One change which has been made is the addition of a new trail, Straight 6, which riders will finish with this year.  

The loop may be short, but it will be sweet. The Prelude will offer a carefully picked selection of trails from Gravity Eden, including some of the newbies from the park. Folks will be in for a great time on Friday, but it will only be a taster of the flowy Eden trails before they get a bigger bite of them on Sunday.

After riders have kickstarted the weekend with the Prelude, all eyes will be set on the Friday Welcome Function. 

Last year, riders congregated at Hotel Australasia on the main street. This year, however, there is talk of moving venues to the Great Southern pub in the centre of Eden. This is not fully confirmed yet, but both sites are sure to provide the usual Quad Crown energy, atmosphere and drinks! 

Saturday Stage 1 | 35km, 700m Vert

Saturday is Tathra’s day. All set for the first stage of the weekend, riders will head 45 minutes up the coast from Eden to the Tathra Mountain Bike Park and surrounds. 

McGuire says that Saturday’s course will be very much the same to what folks saw in 2023. The loop will have a similar distance and elevation gain to last year, and the stage will begin with dreamy ocean views to the south 

From here, the coastal trails out of town will work to quash those race-day nerves before folks cross over into the rustic trails of Bundadung. 

Bundadung will test riders against some old-school cross country loops, very different to the smooth, hard packed dirt of Eden.

McGuire says the trails at Tathra create a great variety to the riding over the weekend, also alluding to the possibility of some new sections finding their way into the course. 

“There are some trails on the southern side called the Fire Shed Trails that are private property….we haven’t been able to use them as yet, so we’re hoping we can get to include them this year,” says McGuire.

Even if these trails don’t present themselves on the Saturday, McGuire says that the trails which are already planned are fun and super fast, taking riders through extensive stretches of coastal forest. 

After a big morning of riding, the stage will finish directly outside the Tathra Hotel, where the presentations (and beer kegs) will be held. 

“(The Tathra Hotel) overlooks all the water… it’s the best place that you could ever want to start and finish your bike race, let alone do the presentations and have lunch there after,” Dover says.

After parking their bikes down the laneway to the rear of the pub, riders can sit back and relax until the presentations begin. 

Sunday Stage 2 | 40-50km, 900m Vert

Sunday will dawn with riders lining up in Eden for the final stage of The Orca. If this year will be anything to what it was last time, Stage 2 will leave riders clamouring for more.

This stage was a crowd favourite last year. It is also the part of the race, however, which has seen the most change. High on the list of differences will be the removal of the brutal start climb, plus the addition of more of the new Eden trails.

“Last year we started and finished at the golf course, which was basically a construction site…we sent everyone up a horrendous climb, which we kind of had to do to get them (to the top) so they could come down Around the Outside (one of the new Eden trails) for the first time,” says McGuire. 

This year, the morning will present a flowy, fun and fast singletrack replacement for the initial start climb. No need to fret — the stage will still have plenty of climbs in store; they just won’t appear in the form of one massive hill.  

“It’s just going to be a much more fun stage… easily doable for the average rider,” says Dover. 

Among the different trails included in this year’s stage, an especially exciting addition will be an Eden original: Salt Lizard. When the new trails were built last year, Salt Lizard was done up by the build crew and it is now one of McGuire’s favourite trails in Eden. He says you can’t visit the area without giving it a go. 

After a full plate of Gravity Eden has been served, the next plate to fill will be provided by the generous kitchen and bar at Hotel Australasia. Riders will finish the last Stage, then file into the pub for the final celebrations and award ceremony.

The Handicapping System and Weekend Warrior

Similar to each of the Quad Crown rounds, The Orca will use a unique handicapping system during the event. In this way, riders will not only be racing against the clock, but also against themselves. 

From the handicap that folks will receive after completing Friday’s Prelude, the rider who is the closest to this time over the two days of racing will be crowned Weekend Warrior. 

This means that you do not need to be in the elite ranks, or even to have raced in a Quad Crown event in the past to be acknowledged for your efforts. 

Dover wants to emphasise here that you do not have to be at every race to be eligible for the Warrior Award.

“We are presenting (the Weekend Warrior) at each event on a standalone… there’s only carryover of points from Elite, which is about 10% of our field, whereas 90% of the field are on the Weekend Warrior Award,” says Dover.

With so many races of experience with the handicap system and Weekend Warrior Award, the Quad Crown team have now got the format down to a tee. 

Why head to Sapphire Coast?

Each of the Quad Crown destinations is a new adventure. The Sapphire Coast has the luxury of having a homely country-town feel, along with an unmatched riding scene that you can’t get at big-city events. 

“The two towns (Tathra and Eden) are the journey of going to the Sapphire Coast…there are breweries and wineries in between, there are oyster farms, there are cafes… I think that’s part of the adventure of getting away to a new destination over a long weekend,” says Dover. 

Dover also admits that the Sapphire Coast is one of the events which reflects the nature of the Quad Crown the most.

“I think the location suits our event model (of the Quad Crown Series) really well… it’s a tourism destination that a lot of people may not have been to before, and it’s a great excuse for a long weekend away to be able to go to an awesome spot, but also take your bike.”

How to Enter

The countdown to the event has started, and before you know it, wheels will be directed to the New South Wales coastline.

So, why not? Get on to the event website and put your name down for an epic weekend away. 

The post The Orca 2024 | The Quad Crown’s Return to the Sapphire Coast appeared first on Flow Mountain Bike.

Last year, something big happened: Ironman sold the event to EventMatrix Pty Ltd, which is delivering the 2024 edition. The new team has really pulled out the stops for their debut. 2024 will see an already all-inclusive event made even more so, with revisions to race categories and course layout being only a few of the changes in store. 

Rest assured, Cape to Cape will not be made unrecognisable. The foundations of the event will still stand strong at its heart; a pumping race village, social events, beverages and bikes will still set this race apart. 

Without further ado, let’s get into what’s in store for folks in this new and improved tour of Southwest WA.

Related:

• Flee Winter’s Chill | Get prepared for the 2024 Reef to Reef 4-day Stage Race
• Getting Ready for Cape to Cape | Tali shares the keys to bike setup for an XC stage race
• Stage Racing For Everyone | The Quad Crown series is back for 2024

The New Face of Cape to Cape

A new year, a new Cape to Cape, and a new company pulling the strings. EventMatrix has come into the picture with a bang, led by the business owners and event professionals Bill Hayes and Megan Grygorecewicz.

Although EventMatrix is fresh to the mountain biking scene, the company is no amateur when it comes to organising sporting events. Triathlons… fun runs… cycling? You name it, and EventMatrix has delivered an event for it. Channelling all of this experience into one, the hopes are high for the race this year.

Straight out of the gate, EventMatrix has elevated the ease of registering for Cape to Cape. In previous years, once you were in, you were in, and deferring registrations was a difficulty. The event now includes a flexible deferral and transfer policy, making bookings much more tangible in the future. Forgot about an important dentist appointment you have to go to on the 18th of October? No problem, you will be able to defer your registration and secure yourself a spot for 2025, instead.

“We want to see you riding Cape to Cape and realise sometimes things happen and plans change. If something happens and it’s not this year, then we would love to see you back next year,” says Director Megan Grygorcewicz.

On top of this change, Cape to Cape has made entering simpler still. Striking up a partnership with TravelManagers, EventMatrix has made it possible for bikes to be all you need to think about for the week. A ‘think less, ride more’ mentality is what we are looking at here, with the problem of accommodation and car hire all covered for you. (Find out more about what packages are on offer on the event website.)

EventMatrix wants to make getting to the race as smooth as possible, moving the focus toward the great riding and atmosphere of the event instead.

Cape to Cape Course Preview

With people coming from all over the globe to be part of this iconic race, I’d say the 4 stage race has got some things right. This year, most of the Cape to Cape stages will reflect those of previous years, with some tweaks here and there to accommodate rider feedback from past events. 

There is one big change which will create an exciting twist to this year’s course layout: Stage 2 has been completely reworked for the race in 2024.

Instead of being led through the open arena of Boranup Forest, folks will head to Nannup Forest for a fresh taste of Southwestern Australia riding.

The mountain bike course team, made up of Michael “Brookesy” Brookes, Tony Tucknott and Graham Clarke, have been hard at work on the course layout. Working their way around the Capes, the final line-up includes Cape Leeuwin, Margaret River, the (brand new) Nannup Forest loop, and Cape Naturaliste.

The exact course details are yet to be published, but overall, the race will round up to a total of 200km of riding and 2,500m of climbing, with each stage coming in at around 34-59km each.

Stage 1 | Cape Leeuwin

Stage 1 will naturally begin and end at the Cape Leeuwin Lighthouse. It has reached a point where if the lighthouse wasn’t on the course map for the week, Cape to Cape would have to permanently change its name—the race just wouldn’t be the same without it. 

Similar to last year, riders will push off from the lighthouse and almost instantly come face-to-face with the dreaded Skippy Rock Road. This uphill just keeps on going and will be a definite leg burner to start off the day. Once at the top, however, it will be remembered as a welcome warm-up for the rest of the course as folks get into a great stage of fire road, singletrack, and gravel. 

In light of the variable weather conditions around the lighthouse, presentations will be held back at Settlers Tavern at the end of Stage 1. Once inside the vibrant pub, riders will be able to enjoy a well-earned drink at the bar, safe in the knowledge that the presentation tent won’t suddenly fly toward them in an unexpected gust of wind.

Stage 2 | Nannup

We hope you are on the edge of your seat, because we definitely are: Cape to Cape is headed to Nannup for the first time this year!

This stage is set to kick off at Foreshore Park, located a bit further inland than the start of last year’s Stage 2. Folks will begin the pedal in the Tank 7 Mountain Bike Park, characterised by its rocky, fast and flowy trails. The dense pine forests of this stage will be very different to the wide open sections of Boranup Forest (but it will possibly mean a little less dust to what riders were confronted with in 2023).

The course team say that Nannup will present riders with a very diverse terrain, offering something for all riders to enjoy.

Stage 3 | Margaret River

Termed as the ‘fan favourite’, Cape to Cape would, once again, not be the same event without this ripper of a stage. 

The day around Margaret River will be a flowy, machine-packed loop of fun. Reflecting on what racers saw last year, a singletrack gala will ensue as the course explores Compartment 10 and The Pines. A fast first section will work to quickly seed riders based on speed. Then it’s onto sections of beefy, machine-built berms and turns through the dense bush. 

Colonial Brewing Co. (CBCo) is yet again the start and finish of the Margaret River stage. Parking up next to the picturesque lake at the end of the day, CBCo will be more than happy to supply the refreshments to mark the end of another great day on the bike.

Cape to Cape will be sure to make beer and wine connoisseurs of us all after all this drinking! Unfortunately, you will have to hold off on the celebrations for just one more day — Stage 4 still remains.

Stage 4 | Cape Naturaliste

Finishing off with a bang is finishing off with Cape Naturaliste. If you haven’t noticed a pattern yet, Cape to Cape loves its fine wine and craft beer. It would just be rude to skew the trend this far in, so Wise Wines will present the start and finish point of Stage 4.

Before indulging in the vast selection of wines on offer, however, there is still the final stage to think about.

With no shortage of incredible views, the final day’s course will take riders up to the coast at Eagle Bay. After some spectacular ocean scenes, folks will dive into the extensive trail network of Zone 6 to get a generous dose of some top-tier single track.

As is true of all of Cape to Cape’s stages, riders anywhere from beginner to expert will all be able to have a great time on the final stage. Zig-zagging through Zone 6, riders will exit the park to be taken around the Golf Course in Dunsborough. All that’s left from here will be the finishing stretch!

Rolling through the arch at the end of the stage, each Cape to Cape rider will receive their finisher medal; a memorandum of what is sure to be a great race. 

The Race Village

Cape to Cape is not only known for it’s incredible racing scene, but it also for what is available when the riding part is over.

The race village will again be a blast of social functions and pop-up stalls. Imagine food, cold beers and good vibes, and you will be halfway to what the real atmosphere of a Cape to Cape Race Village is like.

This rider ‘hub’ will also present a self-service bike wash and bike mechanic service to ensure that everyone’s wheels are rolling and suspension bouncing throughout the whole event.

Racer Categories

The race categories of Cape to Cape is one feature which has been under a lot of revision from previous years. Some aspects of the race will remain the same: There will be a minimum racer age of 15, and riders below 18 must have their registration signed by a parent or guardian. Lots of new developments, however, have been worked into the race around this.

One of the big changes to the race categories is to the pairs racing groups. In this category, riders are able to enter as a pair and become Cape to Cape finishers together, and as of 2024, the combined age of the pair will determine the group they are racing against. There is also a new ‘family pairs’ category, where one parent and one child can work together to complete the race.

In addition, pair racers will also be starting on the line together this year and will be eligible for the same awards and prizes as solo riders. 

EventMatrix has also taken the step forward to add an e-Bike category to the race! E-MTB riders will race in a stand-alone category, following the same course as other riders in the event.

The event directors want to see a “sense of community and shared adventure” in future Cape to Cape races. With e-MTB categories coming into the mix, the race will be accessible to an even wider mountain biking audience than ever before.

Handcyclists will also be able to compete in all four stages of the event in 2024. Log rollovers and similar technical features have been removed from each stage to ensure that anyone and everyone can get the best out of the event. The course team do say that there are some water crossings that could not be avoided, but support riders will always be there to assist in these situations.

Prizes and Awards

Each and every racer will be in the running for an array of awards and prizes throughout the week. Racers who are fastest overall will be acknowledged for their effort, and presentations will be held after each stage. A new stream of awards — the Line Honours Awards — will be introduced this year and presented at the end of each day to the rider who crosses the line first. 

There are also two very special awards that Cape to Cape offers at the end of the week. These include the Beacon Award and the James “Willo” Williamson Award.

The Beacon Award is presented to the ‘shining light of the event’. It is based on rider Johnny Waddel, who managed to overcome a serious injury and is still back ripping around the trails to this day. Anyone can be nominated for this award, and fellow riders can put down another’s name who is seen to consistently step out of their comfort zone to finish the race.

The James “willo” Williamson Award is dedicated to the rider with the fastest overall time. It is named after James Williamson, who was a big part of the race when it first began. The award comes from the heart of the event, introduced after Williamson tragically passed away in the 2010 Cape Epic.

What Type of Rider is this Race for?

Cape to Cape is not only a race for the best of the best. Anyone who is willing to give the course a crack is urged to join in.

This race is not meant to be a slog fest, nor an event filled with teeth-chattering rock gardens which will keep you up at night. Instead, Cape to Cape is something that is accessible for anyone who is ready to work for it.

Cape to Cape stands by the motto ‘it’s a ride, not a race’. Of course, even the event directors know that in the face of a timed event, some folks will be pushing off in the morning to lay it all out on the hill come race day. The point still stands that for those who are there for the good trails and great riding atmosphere, everyone is welcome to come along for the ride.

How to Enter

If the Cape to Cape has sparked your interest, you can head over to the Cape to Cape website to sign yourself up now! 

Photos: Daniela Tommasi / Cape to Cape and Tim Bardsley-Smith / Cape to Cape

The post Cape to Cape 2024 | The New Face Behind the Four Day Stage Race appeared first on Flow Mountain Bike.

We reviewed RockShox Flight Attendant XC and were blown away at how intuitive the system is thanks to its ability to learn your riding style and power output. The elevated pedal efficiency is undeniable, and we love how the system achieves it without the typical tangle of cables that come with a remote lockout. It’s genuinely impressive stuff, and you can see our in-depth video review below for the full story.

Building off the latest XC version, today sees the arrival of the new Trail variant of RockShox Flight Attendant. It incorporates all the same technologies, albeit in a longer travel package for trail riders and enduro racers.

Watch our video review of Flight Attendant here:

2025 RockShox Flight Attendant Trail

Whereas RockShox Flight Attendant XC is purpose-built for lightweight race bikes with under 120mm of travel, the Trail variant is designed for trail and enduro bikes with 140-170mm of travel.

It’s been developed around the latest Zeb, Lyrik and Pike forks, which feature the new Charger 3.1 damper that was released last week as part of the 2025 RockShox fork lineup.

For rear suspension, Flight Attendant Trail options come in the form of the Super Deluxe, Vivid Air and Vivid Coil shocks.

If you’re curious about those prototype Boxxer Flight Attendant forks that have been spotted on the World Cup DH race circuit, there is currently no word from RockShox on when that’ll be offered to public.

How does it work?

For an-depth explanation of how all the hardware and software works, see our RockShox Flight Attendant review for everything you need to know.

The short version is that RockShox Flight Attendant is designed to improve your bike’s pedal efficiency by using a variety of sensors to determine what the rider and terrain are doing before automatically adjusting the suspension.

In addition to the pedal sensor, electronic modules built into the fork and shock utilise accelerometers to measure bump forces and pitch sensors to determine whether you’re climbing or descending. Using all of this information, the system will adjust the fork and shock between three settings; Open, Pedal and Lock.

It does this using tiny servo motors that are powered by rechargeable AXS batteries. RockShox states you’ll get 20-30 hours of ride time before the batteries need charging, and should they go flat the system will revert the suspension to the Open mode.

Adaptive Ride Dynamics

Where things kick up a few notches with the second generation RockShox Flight Attendant is its Adaptive Ride Dynamics.

By pairing the system with an AXS-compatible powermeter, Flight Attendant doesn’t just know whether you’re simply pedalling or coasting, it now knows how hard you’re pedalling. The idea being that if you’re sprinting for the finish line, the suspension will be more likely to firm up.

Over time Flight Attendant builds a picture of your power output and riding style, creating four Effort Zones in the process; Low, Medium, High and Sprint. Depending on which zone you’re in, the suspension will change its behaviour accordingly.

To take advantage of the Adaptive Ride Dynamics function, you’ll need to pair your Flight Attendant suspension with an AXS-enabled powermeter. Both of SRAM’s spindle and spider-based Quark powermeters are compatible.

It’s important to note that you can still use Flight Attendant with the basic pedal sensor, but you’ll miss out on the Adaptive Ride Dynamics function. As a result, it won’t offer the same accuracy and reactivity as it does with a powermeter.

New adjustability

The latest version of RockShox Flight Attendant retains the Bias adjustment of the original, and of course the three suspension settings can be controlled manually by the buttons on the fork module or via a left-hand AXS controller. You can also use the controller to activate the Override Mode, which switches the fork and shock to a predetermined setting at the click of a button.

Dive into the SRAM AXS app and you’ll discover new customisation options. This includes removing the fork lockout, or removing both the fork and shock lockout, so the system will only toggle between Open and Pedal. We’ve found this to be beneficial for trail riding where you might not want the suspension locking out on its own.

The app is also used for calibrating the system in the first place, and it allows you to adjust the low-speed compression damping for both the fork and shock. Unfortunately you still aren’t able to adjust high-speed compression damping. However, in regards to the new 2025 RockShox forks, the Charger 3.1 damper is offered with several tuning kits for modifying the rebound and compression characteristics.

What bikes will it come on?

We’ll have to wait and see what bikes RockShox Flight Attendant Trail will come fitted to, though based on prior experience we’d expect to see the likes of Trek, Specialized, Canyon and YT jumping on board. Given all the photos from the press kit feature Braydon Bringhurst riding the new Spectral, that option seems highly likely.

Furthermore, Flight Attendant forks and shocks will also be available aftermarket for those who’d like to upgrade their own bike. You’ll be able to purchase the components separately, allowing you to mix and match depending on your preference. If you owned the latest Specialized Epic EVO for example, you could combine a Flight Attendant Pike with a SIDLuxe. Or if you had a Trek Fuel EX, you could pair a Flight Attendant Lyrik with a Vivid Coil.

Really the main limitation is the rear shock, which is only offered in a handful of sizes and tunes for a specific list of bikes on the market. Here’s the current list of compatible bikes at the time of writing;

• Specialized Stumpjumper EVO (2021+)
• Specialized Enduro (2020+)
• Specialized Levo SL (2022+)
• Santa Cruz Hightower (2019+)
• Trek Fuel EX (2023+)
• Trek Slash Gen 6 (2023+)
• Yeti SB140 (2020+)

RockShox Flight Attendant price & specs

Below we’ve listed the prices and specifications for the individual RockShox Flight Attendant Trail forks and shocks.

Separate to those, the Flight Attendant pedal sensor ($210 AUD) is also required. If you want to unlock the Adaptive Ride Dynamics function however, which we would highly recommend, you’ll need an AXS-enabled powermeter. And unless your bike already has one, you’ll be looking at $1,248 AUD for a SRAM X0 crankset with a spindle-based powermeter.

You don’t need a left-hand AXS controller for Flight Attendant to work, but it is required if you wish to use the Override Mode. Add another $260 AUD for a left-hand AXS Pod Controller.

2025 RockShox Zeb Ultimate Flight Attendant

• Travel | 170mm
• Wheelsize | 29in
• Spring | DebonAir+ w/Buttercups
• Damper | Charger 3.1 RC2 Flight Attendant
• Claimed weight | 2,450g
• RRP | $2,750 AUD

2025 RockShox Lyrik Ultimate Flight Attendant

• Travel | 160mm
• Wheelsize | 29in
• Spring | DebonAir+ w/Buttercups
• Damper | Charger 3.1 RC2 Flight Attendant
• Claimed weight | 2,100g
• RRP | $2,660 AUD

2025 RockShox Pike Ultimate Flight Attendant

• Travel | 140mm
• Wheelsize | 29in
• Spring | DebonAir+ w/Buttercups
• Damper | Charger 3.1 RC2 Flight Attendant
• Claimed weight | 1,960g
• RRP | $2,575 AUD

2025 RockShox Vivid Coil Ultimate Flight Attendant

• Spring | Coil
• Damper | TouchDown RC3 Flight Attendant w/Adjustable HBO
• Claimed weight | 960g (plus spring)
• RRP | $TBC

2025 RockShox Vivid Air Ultimate Flight Attendant

• Spring | Vivid DebonAir
• Damper | TouchDown RC3 Flight Attendant w/Adjustable HBO
• Claimed weight | 780g
• RRP | $TBC

2025 RockShox Super Deluxe Ultimate Flight Attendant

• Spring | DebonAir+ Linear or Progressive
• Damper | RC3 Flight Attendant w/HBO (Optional)
• Claimed weight | 560g
• RRP | $1,630 AUD

The post First Look | 2025 RockShox Flight Attendant features new Charger 3.1 damper & coil shock option appeared first on Flow Mountain Bike.

To provide a more attainable option, Specialized has just released the all-new Chisel. It joins the existing Chisel HT as a full suspension XC bike that’s made from alloy instead of carbon. That makes it significantly cheaper than the Epic 8, which is good news for XC riders and racers who are on a tighter budget, or anyone who simply prefers the durability of a metal mountain bike.

An overview of the Specialized Chisel

In terms of the overall frame design, the Specialized Chisel is based heavily on the latest Epic 8. It rolls on 29in wheels and features a 120mm travel fork. Out back it has slightly less travel at 110mm, though the kinematics are said to be very similar between the two bikes.

You’ll find the same single-pivot suspension layout with flex-stays and a two-piece linkage, and the top tube-mounted shock means the Chisel is also capable of fitting two bottles inside the front triangle. Unfortunately there’s no in-frame SWAT storage like the Epic 8, but it does utilise a threaded BB, conventional internal cable routing that mercifully avoids the headset, and a UDH hanger.

Of course the big difference is the frame material. Instead of carbon, the Chisel utilises hydroformed M5 alloy tubes that are brought together using Specialized’s patented D’Aluisio Smartweld technology. This modifies key junctions to move the welding points away from the highest stress areas by forming the join into the tube during the hydroforming process. The best example is the seat tube, which is actually a single piece of alloy that incorporates the BB shell, main pivot and seat tube pivot into the one structure. A subtle but very cool detail.

Specialized Chisel weight

The result of this high-tech construction is an impressive claimed weight of 2,720g for the Specialized Chisel frame and shock. Not only is it significantly lighter than the competition, it also makes this the lightest alloy full suspension frame that we’re aware of.

To put that figure into perspective, here’s how the Chisel compares to the claimed weights of the Epic 8 and some of Specialized’s main competitors;

• Specialized S-Works Epic 8 (FACT 12m) – 1,795g
• Specialized Epic 8 (FACT 11m) – 1,965g
• Specialized Chisel – 2,720g
• Scott Spark Alloy – 3,290g
• Trek Top Fuel Alloy – 3,740g

Specialized Chisel geometry & size chart

Drawing on the Epic 8, geometry on the Specialized Chisel is on the progressive side for an XC bike.

It features a slack 66.5° head angle, a fairly steep 75.5° seat angle, and a 445mm reach on the Medium frame size. The rear centre length is 438mm on all sizes.

On the note of geometry, Specialized has incorporated a two-position flip chip in the lower shock mount. All the above figures are with the flip chip in the high position, which is how the Chisel will come setup from the factory. Switching that to Low will drop the BB height by 5mm and slacken the angles out by 0.5°.

If you want to go slacker again, Specialized has informed us that the Chisel frame is rated for use with a 130mm travel fork.

Specialized Chisel price & specs

There will be two Specialized Chisel models coming into Australia this year. Prices will start at $3,900 AUD for the base-spec Chisel and go up to $5,300 AUD for the Chisel Comp.

Both bikes feature a trail-ready build kit that includes a Specialized Ground Control and Fast Trak tyre combo, 760mm wide riser bars and a TranzX dropper post. Unlike the Epic 8, the Chisel eschews a remote lockout in favour of a cleaner cockpit setup with fewer cables. The fork and shock still feature two-position levers should you need to lock out the suspension.

If the stock options don’t suit, Specialized will also be offering the Chisel frameset for $3,200 AUD for those who are eager to build their own custom bike. That’s pretty cool, especially since most of the big brands are pushing their customers towards carbon these days. So while high-end alloy bikes may be a shrinking market, we’re excited to see Specialized offering a properly premium option in the Chisel.

2025 Specialized Chisel Comp

• Frame | M5 Alloy, Single-Pivot Suspension Design, 110mm Travel
• Fork | RockShox SID, Rush 2-Position Damper, 44mm Offset, 120mm Travel
• Shock | RockShox Deluxe Select+, 2-Position Damper, 190x40mm
• Wheels | Alloy Hubs & Specialized Alloy Rims, 27mm Inner Width
• Tyres | Specialized Ground Control T5 Control 2.35in Front & Fast Trak T5 Control 2.35in Rear
• Drivetrain | SRAM GX Eagle 1×12 w/32T Alloy Crankset & 11-50T NX Eagle Cassette
• Brakes | SRAM Level T 2-Piston w/180mm Front & 160mm Rear Rotors
• Bar | Specialized Alloy, 20mm Rise, 760mm Width
• Stem | Specialized Alloy, 60mm Length
• Seatpost | TranzX Dropper, 30.9mm Diameter, Travel: 100mm (XS-S), 125mm (M), 150mm (L-XL)
• Saddle | Specialized Power Sport, Chromoly Rails
• RRP | $5,300 AUD

2025 Specialized Chisel

• Frame | M5 Alloy, Single-Pivot Suspension Design, 110mm Travel
• Fork | RockShox Recon Silver RL, Motion Control 2-Position Damper, 44mm Offset, 120mm Travel
• Shock | X-Fusion PRO-o2, 190x40mm
• Wheels | Alloy Hubs & Specialized Alloy Rims, 27mm Inner Width
• Tyres | Specialized Ground Control T5 Control 2.35in Front & Fast Trak T5 Control 2.35in Rear
• Drivetrain | SRAM SX Eagle 1×12 w/32T Alloy Crankset & 11-50T Cassette
• Brakes | SRAM Level T 2-Piston w/180mm Front & 160mm Rear Rotors
• Bar | Specialized Alloy, 20mm Rise, 760mm Width
• Stem | Specialized Alloy, 60mm Length
• Seatpost | TranzX Dropper, 30.9mm Diameter, Travel: 100mm (XS-S), 125mm (M), 150mm (L-XL)
• Saddle | Specialized Power Sport, Steel Rails
• RRP | $3,900 AUD

2025 Specialized Chisel Frameset

• Frame | M5 Alloy, Single-Pivot Suspension Design, 110mm Travel
• Shock | RockShox Deluxe Select+, 2-Position Damper, 190x45mm
• RRP | $3,200 AUD

The post The 2025 Specialized Chisel is a brand new XC bike that costs A LOT less than the Epic appeared first on Flow Mountain Bike.

Giant and Liv have been offering basic kids mountain bikes for a while now, but both brands are stepping up in a big way for 2025 with the introduction of the brand new Faith. This premium-looking full suspension bike is packed full of cool details including suspension dampers and a dropper post that have been specifically tuned for lighter riders. Along with hydraulic disc brakes, a wide-range 1×11 drivetrain and Maxxis Minion tyres, the Faith looks absolutely primed for young shredders!

An overview of the 2025 Giant Faith

Many mountain bikers out there will know the Giant Faith as a single-crown freeride bike from the previous decade. Having disappeared from the lineup, the Faith is set to return for 2025 as a premium full suspension kids mountain bike.

Offered as both the Giant Faith (boys) and Liv Faith (girls), you can view this new bike as a shrunken-down version of the Giant Stance. It features a similarly sleek hydroformed alloy frame and the FlexPoint suspension design, along with many of the same contemporary features including internal cable routing, chainstay protection and thru-axles with Boost hub spacing.

The Faith will be offered in two sizes. The larger option features a mullet setup with a 27.5in front wheel and a 26in rear wheel, while the smaller size gets 24in wheels front and rear.

Both bikes will come with a 140mm travel fork and 130-135mm rear travel.

New Crest forks and shock

It’s worth taking a closer look at the suspension on the 2025 Giant Faith, which has been purpose-built for this smaller-wheeled platform.

Up front is a brand new Crest fork. Well, there are actually two new forks because Giant has invested into developing a specific chassis to suit each wheelsize. There’s the Crest SL to suit the 27.5in front wheel on the bigger Faith, and the Crest TR Elite for the 24in model.

Both forks incorporate a Boost thru-axle and an air spring that can be easily adjusted with a shock pump. They also introduce the new FloTune Lite damper, which features adjustable compression and rebound damping that has been built specifically for lighter riders.

Out back is the brand new Crest FloTrac Lite shock. This is the first time we’ve seen a modern Giant-manufactured shock, and it perhaps suggests that we’ll be seeing more suspension components coming from Giant in the future.

Like the fork, the Crest FloTrac Lite shock features a user-adjustable air spring. It also incorporates a lockout and adjustable rebound damping. Again, the shock has been tuned for lighter riders.

To help with setup you’ll find a comprehensive guide on the back of the fork lowers that offers suggested air pressures and rebound settings for both the fork and shock. How’s that for detail!

Purpose-built wheels & dropper post

Further investment has been made into the components that are bolted onto the 2025 Giant Faith.

This includes a smaller diameter version of the new Giant TRA wheelset , which incorporates an innovative rim design with hollow 5mm wide bead walls. These are said to increase impact strength while reducing the chance of pinch flats. Of course the TRA wheels are tubeless ready, and they feature a buzzy, fast-engaging 72T freehub.

There’s also a youth-specific Giant Contact Switch AT Lite dropper post. The ‘Lite’ part of the name refers to its modified air spring that aims to provide much easier actuation for riders under 62kg. It features 100mm of travel out of the box, though plastic spacers can be installed to reduce the travel for shorter-legged riders.

2025 Giant Faith price & specs

With both the Giant Faith and Liv Faith offered in two sizes, there will be four options in total.

All of the new bikes will retail for the same price of $3,599 AUD. Aside from the different wheelsizes, the spec is mostly identical throughout the range.

This includes a MicroSHIFT 1×11 drivetrain with a big 11-48T cassette for properly low-range gearing. You’ll also find Tektro hydraulic disc brakes with specific levers that are designed for smaller hands. Along with the tubeless wheels and tyres, purpose-built suspension and dropper post, it looks like a very capable package.

As to how the new Giant Faith rides on the trail? We’ve got one on the way for a proper review – stay tuned for more!

2025 Giant Faith

• Frame | ALUXX SL Alloy, FlexPoint Suspension Design, 135mm Travel
• Fork | Giant Crest SL, FloTune Lite Damper, 140mm Travel
• Shock | Giant Crest FloTrac Lite, 165x45mm
• Wheels | Giant TRA, Alloy Rims, 30mm Inner Width
• Tyres | Maxxis Minion DHF 27.5×2.5in Front & Minion DHR II 26×2.4in Rear
• Drivetrain | MicroSHIFT Advent X 1×10 w/30T Prowheel Crankset & 11-48T Cassette
• Brakes | Tektro HD-J285 w/180mm Front & 160mm Rear Rotors
• Bar | Giant Contact TR, 20mm Rise, 740mm Width
• Stem | Giant Contact, 40mm Length
• Seatpost | Giant Switch AT Lite, 100mm Travel
• RRP | $3,599 AUD

2025 Giant Faith 24

• Frame | ALUXX SL Alloy, FlexPoint Suspension Design, 130mm Travel
• Fork | Giant Crest TR Elite Lite, FloTune Lite Damper, 140mm Travel
• Shock | Giant Crest FloTrac Lite, 165x45mm
• Wheels | Giant TRA, Alloy Rims, 30mm Inner Width
• Tyres | Maxxis Minion DHF 24×2.5in Front & Minion DHR II 24×2.4in Rear
• Drivetrain | MicroSHIFT Advent X 1×10 w/30T Prowheel Crankset & 11-48T Cassette
• Brakes | Tektro HD-J285 w/180mm Front & 160mm Rear Rotors
• Bar | Giant Contact TR, 20mm Rise, 680mm Width
• Stem | Giant Contact, 40mm Length
• Seatpost | Giant Switch AT Lite, 100mm Travel
• RRP | $3,599 AUD

The post First Look | 2025 Giant Faith is reborn as a full suspension kids bike with a new Crest fork & shock appeared first on Flow Mountain Bike.

RockShox has taken a similar philosophy to its rear shocks, which are also updated for 2025. Here we take a look at the Super Deluxe, the brand new Vivid Coil, and the upgrade kits that’ll be available for existing owners.

2025 RockShox Super Deluxe

• Weight: 445-458g
• Price: $1,030 – $1,083 AUD

The RockShox Super Deluxe is a piggyback shock that’s designed for trail and enduro riding. Depending on the bike, you’ll typically find it matched to a Pike or Lyrik up front.

In terms of its structure, the new shock looks very similar to the existing model that was launched two years ago. It still features the DebonAir+ spring design that can be tuned with Bottomless Tokens, and it’s offered with externally adjustable rebound and compression damping. On the Ultimate version, the Super Deluxe incorporates the premium RC2T damper with separate high and low-speed compression adjusters.

Most models come with a two-position lever for engaging a firm pedalling mode, and there’s also an optional Hydraulic Bottom Out function that provides additional ramp-up support in the final 20% of the stroke.

Compared to previous versions, the key difference with the 2025 Super Deluxe is found inside at the main piston. Featuring an updated design that offers greater oil flow, the primary goal was to reduce overall compression damping to improve grip and sensitivity. Combined with a lighter rebound check plate, the new high-flow piston is claimed to smoothen the transition between the compression and rebound stroke.

You’ll find the new damping internals on all versions of the new Super Deluxe, though the high-flow piston is also available in a $50 AUD upgrade kit for existing owners.

Linear XL air can

RockShox is also introducing a brand new Linear XL air can for the Super Deluxe shock. Joining the existing Linear and Progressive options, the Linear XL offers more volume that helps bridge the gap to the much bigger Vivid Air shock.

The Linear XL air can is still tuneable with Bottomless Tokens, but the larger size means it can fit eight Tokens in total, compared to just four in the existing air cans. This provides a very broad tuning range that means the Linear XL air can provides a similar level of end-stroke progression as the Linear air can when no Tokens are fitted. With all eight of them it’ll ramp up almost as much as the Progressive air can.

In addition to being a new stock option for the 2025 Super Deluxe, the Linear XL is available as a $167 AUD upgrade for existing users.

2025 RockShox Vivid Coil

• Weight: 887-902g
• Price: $1,065 – $1,115 AUD (plus $67 AUD for coil spring)

Whereas the Super Deluxe is merely updated, the RockShox Vivid Coil is an all-new shock for 2025. It replaces the existing Super Deluxe Coil as the flagship gravity shock that’s designed for downhill and enduro racing. As such, you’ll find it longer travel bikes with a Zeb or Boxxer up front.

Following in the footsteps of the Vivid Air shock that was released last year, the Vivid Coil incorporates many of the same damping features. This includes TouchDown technology, which adds position-sensitive damping to provide maximum sensitivity in the first 10% of the stroke. Once past this point you switch to the main piston and its conventional speed-sensitive damping. Deeper into the travel you’ll then engage the adjustable Hydraulic Bottom Out circuit, which kicks in for the last 20% of the stroke. Along with the external bottom-out bumper, the Vivid Coil aims to cushion the end of the travel to minimise any harshness at full travel.

All Vivid Coil models feature externally adjustable rebound damping, and as you go up the range you get more dials to play with. The top-end Ultimate offers separate high and low-speed compression adjusters, and it can be had with a two-position threshold lever that provides a firm climbing mode.

The post First Look | New 2025 RockShox Super Deluxe & Vivid Coil Shocks, Plus Upgrade Kits appeared first on Flow Mountain Bike.

What was a surprise however, was that the update was limited to GRX mechanical. At the launch event Shimano was pressed and said GRX Di2 was coming but had nothing else to say.

Well, almost twelve months later, the big blue S has lifted the veil on GRX Di2. We have a groupset on the way that will be bolted onto our Cervelo Aspero long-term tester, but in the meantime, here’s what you need to know.

Related:

• A great day in Glen Innes | Can you carb your way through goodnessgravel?
• 2024 Canyon Grail CF SL 7 Review | Fast and firm, a gravel racer through and through
• 2024 Scott Addict Gravel Tuned | A gravel bike all about hot, nasty, badass speed

Less wires, not wireless

One of the best parts about SRAM’s AXS drivetrains is that it’s literally plug-and-play. By that, I mean you bolt the derailleur and shifter on, and that’s it. The rear brake hose is the only thing you have to route through the frame. Everything else communicates through the air. There are no connections to rattle loose nor junction boxes.

Bolt it on, wang the battery in, and go. The downside is that each piece needs its own battery.

Shimano’s Di2 traditionally runs everything off one battery, which is directly wired into all the components via a junction box. While the latest XT Di2 — which is only for e-MTBs — is still fully wired, the road groupsets went semi-wireless in 2021 and now this system has been trickled into GRX Di2.

This means the shifters are powered by 2x coin-cell batteries (claimed to last between 3.5 and 4 years!), and the derailleurs are wired directly into a large battery that lives inside your seatpost. This larger battery is claimed to last between 1,000km and 1,500km, depending on your shifting habits.

While the proliferation of dropper posts isn’t huge across gravel bikes, the battery living in the seat post complicates things — though there are some workarounds.

Toby Shingleton from Shimano, Australia, noted PRO makes an expander cap that allows you to stow the battery in your steerer tube. He also notes in some frames, you can actually run it in the top tube and sneak the wires through as well.

The front mech reveals all — maybe

While GRX mechanical is available in both 1x and 2x, Di2 is currently limited to 2x.

As to why, we can only speculate. However, pulling on our tinfoil hats, we’re guessing it may be to leave room for an XT/XTR Di2 derailleur. Like SRAM, Shimano’s Di2 components can talk to each other, so you can pair Ultegra or Dura-Ace derailleurs with GRX shifters and vice versa.

Given the popularity of 1x for gravel, the GRX mechanical not only has 1x but can be run with up to a 10-51T cassette. Trickling that 10T cog into gravel gave quite a nudge to wheel brands to start offering Microspline freehubs for the road and gravel wheels; it doesn’t seem like a huge logical leap to think this is where the brand is angling.

Of course, the theory starts to get a few holes when you remember a mid-2022 patent from Shimano showing a “coaxially” mounted rear mech. Given the wave SRAM made with Transmission, it’s also not a giant leap to expect that Shimano will respond in kind. Of course, this is purely speculation, so only time will tell.

GRX Di2 Gearing options

Now that we’ve had the chance to indulge our conspiratorial urges let’s return to what we actually know — gearing.

Using the same crank as the 1x system—and 11-speed—the RX820 level chainrings are a 48/31T combo, while the RX610 rings make for a 46/30T combo. While GRX employs a +2.5mm chain line, it’s still compatible with the road cranks for the big dogs with the engines to push larger gears.

Same as with the mechanical GRX, Shimano borrows the cassettes from the road groupsets. The 11-34T is available with Hyperglide in the Dura-Ace and Ultegra spec, while the 105 version and the 11-36T cassette do not get the premium ramping design that greatly improves shift quality.

According to Shimano, the maximum cog the rear derailleur will take is 36T.

GRX Di2 Shifting

Shimano’s Di2 shifting has always been SUPER fast, crisp and accurate. And the dual button shifting has once again been carried through. However, with the E-Tube Project app, you can customise what the buttons do and also toggle the Synchro and Semi-Synchro shifting, which sees the front mech shift automatically as you go up and down the cassette once you hit the overlapping gear ratios.

The rear derailleur is the captain of the GRX Di2 ship. It’s the piece that connects the shifters and derailleurs, talks to the E-TUBE app, cycle computers, and more. It’s here that you’ll charge the groupset, check the battery level, and pair in new bits and pieces like satellite shifters.

It’s claimed to weigh 310 g, and it’s shod with the brand’s Shadow RD+ Chain Stabiliser (AKA clutch).

Shimano is also introducing what it calls Front Shift Next. This changes the mapping so that one button is assigned to the front derailleur, and pressing that will shift to the other chainring — regardless of which direction it needs to go.

This frees up a shifter button that can be assigned to lights, scrolling through your computer, or even creating a copy of SRAM’s AXS shift mapping.

Shimano has also carried over the multi-function button which has graced Di2 Shifters since the early days. Initially, it was on top of the hoods; however, it has been moved to the inside to make it easier to reach with your thumb. Using the E-Tube App, this can be assigned to do anything the main buttons on the levers do.

The shift levers themselves have also been updated but have maintained their silhouette. One major critique of the mechanical GRX was that the levers weren’t closer to their electronic counterparts, as the Di2 version provides a substantially more locked-in feel over rough terrain and more braking control from the hoods.

Shimano has kept the high pivot point and shape of the brake lever and blade but has updated the ergonomics to better match flared handlebars. The brand says the hoods are rounder in shape to smooth the transition from bar to hood and create a larger surface area to eliminate pressure points.

The hoods also have some raised ribs for added purchase, and the brake lever blades see the anti-slip coating borrowed from the fishing part of Shimano’s business.

GRX Pedals

Shimano is launching a special edition set of GRX pedals alongside the new groupset. They aren’t any different to an XT pedal, Shimano has just jazzed them up with it’s United in Gravel graphics.

As we mentioned at the top, we have a full GRX Di2 groupset headed for Flow’s QLD HQ and will install it on our Peaches and Cream Cervelo Aspero long-term test bike.

GRX Di2 Pricing, availability and weight

GRX Di2 is available from dealers now, and if you’re looking at upgrading the full groupset it will cost you $3,341.83 AUD — adding up all the individual bits.

Here’s how the pricing shakes out for the components and the extra bits you’ll need:

• RX-825 Right shifter w/ Brake Caliper, hose $649.99 AUD
• RX-825 Left shifter w/ Brake Caliper, hose and adaptor $649.99 AUD
• RX-820 Crank 170mm, 172.5mm, or 175mm $349.99 AUD
• RX-825 Rear derailleur, $560.99 AUD
• RX-825 Front derailleur $289.99 AUD
• RT CL-800 Rotors front and rear $179.98 AUD
• CS-HG710-12,12-speed cassette 36-11T $145.99 AUD
• M8100 12-speed chain $74.99 AUD
• EW-SD300, 900MM Di2 Wire $34.99 AUD
• EW-SD300, 1200MM Di2 Wire $34.99 AUD
• BT-DN300 Battery $299.99 AUD
• EW-EC300 Charger $69.95 AUD

And for good measure here is how much each part is claimed to weigh.

• RX-825 Right shifter w/ Brake Caliper, hose 415g
• RX-825 Left shifter w/ Brake Caliper, hose and adaptor 415g
• RX-820 Crank 170mm, 172.5mm, or 175mm 721g
• RX-825 Rear derailleur, 310g
• RX-825 Front derailleur 142g
• RT CL-800 Rotors front and rear 228g
• CS-HG710-12,12-speed cassette 36-11T 391g
• M8100 12-speed chain $74.99 AUD 247g
• EW-SD300, 900MM Di2 Wire 7.25g
• EW-SD300, 1200MM Di2 Wire 7.25g
• BT-DN300 Battery 53g
• Total claimed weight: 2.52g

Before we bolt everything onto to Aspero, we’ll update this with the actual weights of each piece. Stay tuned folks!

The post First Look | Shimano GRX Di2 goes 12-speed appeared first on Flow Mountain Bike.

Fox Speedframe Helmet

• Sizes: Small, Medium & Large
• Price: $199.99 AUD

One of the most popular helmets out there, and for many good reasons. The Fox Speedframe offers fantastic coverage for the modern trail rider with a dropped shell that affords more protection around the temples and base of the skull. It’s got a fit that just seems to work for a lot of heads, and we love the ventilation ports over the forehead that do a great job of reducing sweat build up over your eyebrows.

There’s a big 3-position visor that can be flipped up if you need to store your goggles on the go, otherwise you can run it down all the way to keep the sun out of your eyes.

It’s all built around a thick EPS foam core with a fully in-moulded shell. You’ll find a MIPS liner inside and the 360 fit system that allows you to adjust both the vertical position of the rear basket as well as the overall tension.

Fox also offers a more expensive Speedframe Pro ($269.99 AUD), which upgrades you to a FidLock buckle, anti-microbial padding and a Varizorb dual-density EPS foam construction.

Fox Flexair Pro Jersey

• Sizes: Small, Medium, Large, X-Large & XX-Large
• Price: $139.99 AUD

A stupendously lightweight and breathable jersey, the Fox Flexair Pro is an excellent choice for hot and/or humid conditions. It’s made from a super breezy fabric for the main body, while the sleeves utilise an abrasion-resistant material that offers more durability when you’re skimming your arms through tight tree passes.

The fit is quite tailored so you might want to size up. Wil normally wears a Small but here he’s wearing a Medium in the Flexair Pro jersey.

Fox Flexair Gloves

• Sizes: X-Small, Small, Medium, Large, X-Large & XX-Large
• Price: $59.99 AUD

The Fox Flexair is easily one of our favourite mountain bike gloves. These are about as close as it gets to wearing no gloves at all, with a huge amount of breathability thanks to hundreds of tiny holes through the palm. Open your hand while riding and you can literally feel cool air rushing in to remove sweat.

They’ve got a nice snug fit that takes a little patience when chucking them on, though the lack of Velcro straps means there are no annoying pressure points, while the compression moulded cuff ensures they don’t budge while riding. Certainly not the most crash-proof gloves out there, but if you want maximum feel, these are as minimalist as it gets.

Fox Flexair Short w/Liner

• Sizes: 28, 30, 32, 34, 36, 38 & 40
• Price: $199.99 AUD

Completing the Flexair trio is the Fox Flexair shorts. These are a nice lightweight option for XC and trail riding, with top-notch breathability thanks to all those ventilation holes on the front of each leg. The 4-way stretch fabric provides plenty of flexibility for long pedally rides, and a simple ratchet makes waist adjustments quick and easy.

Otherwise these are pretty low on features with just a zippered pocket on each thigh that’ll comfortable swallow a smartphone and any other valuables you might be stowing.

Not shown is the included liner short, which deserves a shout-out for actually being a quality piece of gear. Often the padded liners that come with baggy shorts are rubbish, but not this one. The padding offers excellent support, the mesh fabric is breathable, and the stretchy thigh cuffs ensure everything stays in place.

Fox Union MTB Shoes

• Sizes: 37-47 EU
• Price: $279.99 AUD

Last year Fox entered the mountain bike shoe market with its Union range. There are two options for flat pedal users (Union Flat and Union Boa Flat), and two options for clip-in pedal users (Union and Union Boa).

Shown here is the Union clip-in shoe, which combines a big Velcro strap and a lace-up construction. They offer a fairly neutral fit with a big volume toe box that provides plenty of wiggle room. Most of us here at Flow have found them to be on the big side however, so we’d suggest most folks will need to size-down depending on what they’re used to.

The underside of the shoe features Fox’s Ultratac rubber compound for decent grip both on the ground and on big platform pedal bodies. The cleat pocket gets a heavily ramped entry and exit to reduce interference when clipping in, and there’s a huge range of adjustment for cleat placement.

Other features include a moulded and reinforced toe cap for protection, a moulded internal heel counter for stability, and an EVA midsole to help absorb impacts and trail vibrations. You also get tuneable arch support with two inserts included in the box.

Fox Speedframe Helmet

• Sizes: Small, Medium & Large
• Price: $199.99 AUD

Jo’s got the same Fox Speedframe helmet, albeit in this wild Violet colour! We’re digging the subtle graphics and the complementing black highlights around the underside of the helmet rim.

Otherwise it’s got all the usual features including the excellent strap-splitters that eliminate annoying rub around your ears. There’s a MIPS liner, a 3-position visor, 360 fit system and it’s goggle-compatible.

Fox Ranger Womens Jersey

• Sizes: X-Small, Small, Medium, Large & X-Large
• Price: $79.99 AUD

In the past, mountain bike apparel was all about the moto look and plastering as many different logos and brands on each piece of clothing as possible. We’re loving the move away from that and into more of the outdoors gear direction, which includes this womens Fox Ranger jersey.

The style is casual thanks to a relaxed fit that’s designed specifically for mountain biking. It’s also functional too thanks to the drirelease fabric that wicks moisture away from your body and dries four times quicker than cotton. Also rad is the fact that this jersey uses recycled fabrics, which we’re big fans of.

Fox Ranger Womens Gloves

• Sizes: Small, Medium, & Large
• Price: $39.99 AUD

While not as light as the Flexair gloves, the Fox Ranger offers greater durability thanks to its slightly thicker Clarino synthetic leather palm. They use a stretch waffle fabric for the main body of the glove, which is comfortable and cosy on the skin. Fox adds silicone grippers along the thumb and forefingers for added grip on your bike’s controls, and hidden conductive thread in the fingertips means you can still use your mobile phone without having to remove the gloves. Nice!

Fox Flexair Womens Short

• Sizes: X-Small, Small, Medium, Large & X-Large
• Price: $149.99 AUD

Jo’s also got a pair of Flexair shorts in the female-specific cut. These share all the same features as the mens version, with a 4-way stretch fabric, nylon waist buckle and zippered pockets on each thigh. The price is $50 cheaper because these don’t come with the padded liner short, so its a BYO affair.

Fox Ranger Socks

• Sizes: XS/S (36-41), S/M (39-42), L/XL (43-45)
• Price: $24.99 AUD

Finishing things off is a pair of Fox Ranger socks. A surprisingly high-tech item, these feature compression arch support and flat-stitch toes for comfort, along with specific mesh zones to improve breathability. Even the underside of the heel and toe get thicker padding to provide more cushioning when riding off-road.

Fox Crossframe Pro Helmet

• Sizes: Small, Medium & Large
• Price: $349.99 AUD

A few months ago Fox introduced its newest helmet, the Crossframe. Purpose-built for XC racers and gravel riders, the Crossframe is the brand’s first visor-less helmet. You can definitely tell it’s been designed by a mountain bike company though, with many elements having been drawn from the Speedframe.

We particularly like the extended bow that effectively creates a mini-visor for the rider while putting more protection over the forehead. There’s also dedicated rubber-lined vents for storing your sunglasses, and in use it’s proven to be really secure.

A lot of the technology inside the Crossframe is also shared with Fox’s high-end Speedframe. That includes the Varizorb dual-density EPS foam construction, and a fully in-moulded PC shell. The Crossframe does make use of a low-profile MIPS Evolve Core liner however, and it features less weight (350g claimed) along with more ventilation. We’ve found it to offer significantly better cooling properties, which makes it ideal for hard ‘n’ fast XC racing.

You can get more info in our separate article on the Fox Crossframe Pro helmet.

Fox Flexair Aviation Long Sleeve Jersey

• Sizes: Small, Medium, Large, X-Large & XX-Large
• Price: $134.99 AUD

Another lightweight jersey, this time with long sleeves. It’s the Fox Flexair Aviation jersey and it’s made from a suitably light and airy open-eyelet mesh TruDri fabric that provides maximum moisture-wicking properties. It doesn’t feel quite as soft on the skin as the orange Flexair Pro version shown earlier, and the fit is also a little more relaxed. Wil is wearing a Small size here, compared a Medium in the Flexair Pro jersey.

Fox Flexair Gloves

• Sizes: X-Small, Small, Medium, Large, X-Large & XX-Large
• Price: $59.99 AUD

Yep, those are the same Fox Flexair gloves, just this time in a grey colour for a slightly more subtle style. We already mentioned how much we love these gloves, but we’ll reiterate it again here – we love these gloves!

Fox Union BOA Flat Shoes

• Sizes: 37-47 EU
• Price: $349.99 AUD

Last, but certainly not least, we’ve got the new Fox Union BOA Flat shoes. These are an exciting pair of kicks, because there really aren’t that many flat pedal shoes on the market that use ratchet mechanisms instead of Velcro and laces.

They’re bloody brilliant too, with the dual BOA Li2 dials make it an absolute doddle to tighten up the shoes and make micro-adjustments while you’re riding. We also love how they pop out to quick-release the wires, making it super easy to take the shoes off at the end of a hot and dusty day of riding.

It isn’t just about the BOA dials though. Down below Fox makes use of its Ultratac rubber compound that offers excellent damping and grip that we reckon is pretty close to the Specialized 2FO shoes. Pedal feel is spot-on too, with a good amount of stability from the internal stiffening plate that means your feet don’t end up folding over the outer edges of the pedal body. You still get great off-the-bike comfort though, and the tread lugs provide decent traction as long as it’s not too muddy.

Like the other Fox Union shoes we’ve tested, the sizing is on the roomier side. These are a bit too big for Wil so he’ll be seeking out the next size down for a closer fit. The BOA dials do a surprisingly good job of snugging the uppers down around your feet though, and they feel really secure while bouncing down the trail. Internal padding is generous, and the footbeds come with swappable arch supports so you can match them to your flippers.

Fox Rampage Barge helmet

• Sizes: XS – 2XL
• Price: $399.99 AUD

For the more gravity-inclined riders out there, Fox has launched a complete range of new full-face helmets. We’ve been testing the Fox Rampage Barge helmet, which provides a more budget option to the top-tier Rampage Pro Carbon full-face.

The MIPS equipped helmet is covered in nicely sized vents for breathability. The injection moulded ABS shell looked the part, and didn’t add a whole lot of weight over its carbon counterpart, the RPC. First impressions on this budget full face have been really positive, the low weight and breathability is significantly better than budget helmets of days past.

As with many traditional full face lids, the Rampage Brage only comes with one set of cheek pads and there is no adjustability built into the design, so scrutinise the size chart and try one on before you buy.

Fox Flexair Pro Pant

• Sizes: 28-38
• Price: $269.99 AUD

To accompany our full-face helmet, we’ve been testing some of Fox’s new Flexair Pro pants. These premium pants from Fox are aimed at the top end of the market with their durable construction and neat design.

There’s a combination of fabrics used on the pants to give them a comfortable and flexible fit which came in handy when we realised that our test rider, Jono, could only just reach the first clip of the waist buckle on the 32’s! It may be worth paying close attention to the size chart and sizing up if you’re in between sizes.

Fox has employed Dyneema fabric across the front of the pants from the knees down. This ultra-strong polyurethane fibre is extremely abrasion resistant and lightweight—the manufacturer says it floats on water. Boynance aside, it’s extremely hard wearing without the bulk in an area that will be one of the first to hit the ground when you go for a slide.

The post First Look | Fox Racing Launches 2024 Mountain Bike Helmet, Apparel & Shoe Range appeared first on Flow Mountain Bike.

Krauss, an engineer who was racing downhill at the time, came up with the unique suspension design, dubbed PRO10. The first bike from Propain was the Rage downhill bike, and DH was the focus of the brand for several years. However, the lineup has since grown, and there are now 12 models across the four categories, DH, freeride, enduro, and trail.

Related:

• Top 8 Best Enduro Bikes | The best enduro mountain bikes ridden & reviewed
• YT Capra Uncaged 11 MX Carbon Review | Bringing Fun Back to Enduro
• Stats With Latz | Inside the Australian Bicycle Industry with Phil Latz

The German company has recently launched a new e-bike and also has a lineup of hard-charging kids bikes too.  Those who follow the bike industry closely would be familiar with Propain bikes through the likes of Remy Metailler, the former Red Bull Rampage rider who now blows minds with wild POV footage on the technical trails around the Sea to Sky corridor in Canada.

Of course, Propain was also the springboard on which the Meier-Smith brothers hit the World Cup riding for Propain Factory Racing before both signing with the Giant Factory Off-Road team in 2023. The brand also has its own DH race team, the Propain Positive Crew.

Tyee Overview

Ride by Instinct sent us Propain’s recently updated Tyee Enduro Bike. Released in 2023, this is the eighth iteration of the bike, and it is designed to take on rowdy enduro tracks while still providing riders with loads of fun carrying speed down flowy trails.

With integrated cable routing, adjustable geometry, a unique rear brake calliper mount, and double-sealed frame bearings, there is plenty to talk about on the Tyee.

There is extensive chain stay protection and some beefy downtube protection; the Tyee has a threaded bottom bracket and tool mount under the top tube. A flip chip is located at the front of the rear triangle, enabling riders to swap between a 27.5-inch or 29er rear wheel.

However, the most eye-catching part about this frame is the upside-down rear shock tucked away behind its dual-link suspension layout. Propain claims that the PRO10 suspension floating shock configuration creates a highly responsive platform with a high progression curve, allowing riders to run either a coil or air shock. The anti-squat and pedal kickback have been revised in this edition to improve efficiency and the bikes’ ability to plough through the rough stuff.

Rear cables are routed through the headset under the stem. Propain says this new design seals out any water and dirt, however, it does make changing cables a more involved operation.

Propain Tyee geometry and setup

The Tyee platform is versatile and can be configured as either a dedicated 27.5in bike, 29er, or mixed-wheel setup.

The Tyee will come as a 27.5in bike for riders on sizes extra small to small. Size medium can opt for any of the three configurations, and large or extra-large frames can choose either the full 29er or mixed wheel option. The Tyee has a flip chip designed to maintain geometry between the mixed wheel setup and full 29er/ 27.5in modes.

Riders can also choose to run either a 160mm or 170mm fork across all sizes. The sheer number of configurations is a bit daunting at first, however, if you start by selecting your correct frame size you can start to narrow things down from there.

What is distinctive about the Tyee is that you won’t be stuck with the combo you select when purchasing the bike. You can always swap out the wheels or fork at a later time. Granted, this will cost a bit more to do, but it does increase its versatility and could help extend the life of your bike through a refresh of components a couple of years down the track.

It’s not just the wheel size options and forks that you can choose from, there are two frame materials options as well. The Tyee can be purchased with an alloy or blended carbon frame and several frame and decal colour options. This level of customization is rare and only adds to the boutique feel of the bike.

Geometry-wise, the numbers are modern but sensible. With so many configurations available, we’ll focus on a large-sized full 29er with a 170mm fork, as that’s the bike we’re testing. The head angle is 64.1°, with an effective seat tube angle of 77.1°.

Stack on our large clocks in at 633mm and the chainstay is a modest 445mm. With the 170mm fork on, reach comes in at 476mm, and the wheelbase is a decent 1,264mm. None of these numbers stand out as either too long, low, and slack or too conservative. The Tyee sits nicely in the middle with its geometry.

Propain Tyee first ride impressions

We have a Tyee Shred2 on test at the moment from the local distributor Ride by Instinct, though we should mention it’s a custom build. Weighing in at 15.47kg, this is a big bike, no doubt, and we’re already impressed at the efficiency and comfort on offer from the PRO10 suspension.

It’s quite stable and can carry a surprising amount of speed through rough, chundery terrain. Keep an eye out for our full review, which is coming soon.

Propain Tyee pricing and availability

There are a total of eight Tyee models available, four carbon and four alloy. The line-up for both the alloy and carbon models starts with the Price2Ride and then the Shred2. Both of these models come with 170mm forks.

Next up are the Phantom and the Goldrush. These two higher-end models have 160mm premium forks, but remember, all four models can be run with a 160mm or 170mm fork.

An interesting difference between the alloy and carbon frames is that the metal bikes allow the option to run headset cable routing or through standard cable ports on the side of the headtube. The carbon frames, on the other hand, only allow headset cable routing, while the build kits for the carbon and alloy equivalent models stay the same.

Propain Tyee Goldrush

• Frame | Alloy or Blended Carbon
• Fork | Fox 36 Factory Kashima 160mm
• Shock | Fox Float X Factory Kashima
• Wheels | Crank Brothers Synthesis Enduro Carbon i9
• Tyres | Schwalbe Magic Mary / Big Betty
• Drivetrain | SRAM XX Eagle Transmission
• Brakes | Magura MT7 Performance 203 mm / 203 mm
• Bar and Stem | SIXPACK Millenium 805, SIXPACK Millenium 35
• Seatpost | Fox Transfer Factory Kashima
• RRP | Alloy $12,999 AUD, Carbon $13,999 AUD

Propain Tyee Phantom

• Frame | Alloy or Blended Carbon
• Fork | RockShox Lyrik Ultimate 160mm
• Shock |RockShox Super Deluxe Ultimate
• Wheels |NEWMEN Evolution SL A.30
• Tyres |Schwalbe Magic Mary / Big Betty
• Drivetrain |SRAM X0 Eagle Transmission
• Brakes |SRAM Code RSC 200 mm / 200 mm
• Bar and Stem |SIXPACK Millenium 805, SIXPACK Millenium 35
• Seatpost |RockShox Reverb AXS
• RRP | Alloy $10,900 AUD, Carbon $11,750 AUD

Propain Tyee Shred2

• Frame | Alloy or Blended Carbon
• Fork | RockShox ZEB Ultimate 170mm
• Shock | RockShox Super Deluxe Coil Ultimate
• Wheels | NEWMEN Evolution E.G.30
• Tyres | Schwalbe Magic Mary / Big Betty
• Drivetrain | SRAM GX Eagle
• Brakes | SRAM Code R 200 mm / 200 mm
• Bar and Stem | SIXPACK Millenium 805, SIXPACK Millenium 35
• Seatpost | BikeYoke Revive
• RRP | Alloy $7,999 AUD, Carbon $8,999 AUD

Propain Tyee Price2Ride

• Frame | Alloy or Blended Carbon
• Fork | Formula Selva S 170mm
• Shock | Formula MOD
• Wheels | NEWMEN Performance 30
• Tyres | Schwalbe Magic Mary / Big Betty
• Drivetrain | SRAM GX Eagle
• Brakes | Formula Cura 4 203 mm / 203 mm
• Bar and Stem | SIXPACK Millenium 805, SIXPACK Millenium 35
• Seatpost | BikeYoke Divine
• RRP | Alloy $6,890 AUD, Carbon $7,890 AUD

The post On Test | Propain’s Tyee enduro bike has a wild floating shock suspension design appeared first on Flow Mountain Bike.

According to Cervelo, with the Aspero it sought to make a gravel bike that could “haul ass, not cargo” without the faff or the proprietary bits and pieces — and they pretty well achieved that goal in that first-generation bike. Two years later, the brand launched the Aspero 5, which was essentially the same bike with clearance for slightly wider tyres, headset cable routing and a new carbon layup said to be 10% lighter — it also had some EPIC paint options.

For 2024, the Aspero has evolved again, claiming to be faster, more comfortable, and more versatile. It also sports a UDH and threaded BB.

We have a brand new Cervelo Aspero, which we’ll be keeping as a long-term test bike en route. But in the meantime, here’s a closer look at what’s new on the 2024 Cervelo Aspero.

Related:

• New Shimano GRX 820 12-Speed Review | Boring but brilliant
• 2024 Scott Addict Gravel Tuned | A gravel bike all about hot, nasty, badass speed
• 2023 Santa Cruz Stigmata Review | A versatile gravel racer with a wild side

An overview of the new 2024 Cervelo Aspero

Cervelo makes it clear it hasn’t strayed from the goal of making the fastest gravel bike possible with the latest generation Aspero.

There’s no flex pivot this or suspension fork corrected that — because that would add weight and complication — and all of the compliance will come from the tyres and flex tuned in the frame. With that said, the brand does note that it dropped the seat stays and slightly reduced the front-end stiffness to introduce some compliance.

There are also claims about marginal watt savings due to shedding a bit of drag, likely because of the headset cable routing and dropped seat stays. These gains will be totally reversed when we strap a handlebar bag full of Party Mix to the front end.

Cervelo makes a big deal about how much room there is between the seat stays on the new Aspero. Like the Canyon Grail, the new Aspero has been optimised around a 42mm tyre, which is becoming the de facto standard for bikes in this category, but the Canadian outfit says it will clear a 45mm tyre by ISO standards, which means a minimum 4mm of clearance on all sides.

“The actual clearance of the frame for 700c is 57mm, so the maximum measured tyre (no matter its label, and variable by rim width) is 45mm. For 650b, max measured tire is 47mm,” the Brand tells Flow. “The trail numbers also stay consistent for all sizes.”

Cervelo designed this platform to be unapologetically about speed, and with that, things like rack and fender mounts that are common across gravel bikes have not made the cut on the new Apsero — remember, haul ass, not cargo, as the tagline goes. There are provisions for a top-tube feed bag and a third water bottle, but not much else.

Bottom brackets and derailleur hangars

For over a decade, Cervelo has centred its bikes around the BBRight press-fit bottom bracket standard, which was something of a hybrid between BB90 and PF86, using asymmetric cups with claims of improved stiffness. For the new Aspero, the brand has adopted the asymmetrical T47a threaded BB first seen on the R5 CX.

According to Cervelo, it has kept the asymmetric cups, threading them into a T47-sized hole in the frame using standard inboard and outboard cups — clever!

Cervelo has also borrowed the headset bearing dimensions from a number of its existing bikes and allows you to use any bar and stem combo — a feature that is becoming a rarity with gravel bikes. Unfortunately, borrowing from its existing bikes also means the cables and brake lines run through the upper headset bearing and into the frame — so call any liveability gains on the front end a wash.

At the back, the new Aspero has opted for an SRAM UDH hanger, which not only simplifies replacing one should you have a whoopsie, but it also means it can be run with a T-Type Transmission if that floats your boat.

Moving up, the Cervelo has also opted for a standard 27.2mm round seatpost held in place by an external clamp. In a world of proprietary seat posts and hidden seat clamps, the simplicity is refreshing.

Cervelo Aspero geometry

The geometry of the Aspero is nearly identical to the previous version bar a few minor adjustments.

Everything has stayed the same except for the chainstay length, which has grown to 425mm, and the standover height, which is now 733mm.

Interestingly, the press documents don’t mention the flip chip in the fork. Dubbed the Trail Mixer, this flip chip changed the rake of the fork by 5mm. When the Aspero was first launched, swapping in 650B wheels and tyres was still a feature that folks wanted. While a 650B wheel with a fat tyre and a 700c wheel and skinnier tyres have a similar width and circumference, they are not exactly the same, the Trail Mixer was designed to maintain the handling characteristics by keeping the trail figure consistent. Given that even swapping from a 40-45mm tyre can affect the trail and handling of a bike, it was a novel approach that we’ve since seen across a few other gravel bikes.

While 650B wheels and tyres have largely gone out of fashion on gravel bikes, the Trail Mixer is back and allows you to customise how the Aspero handles depending on the terrain. However, it’s not exactly a trailside switch, as you also have to change the brake calliper mount.

As with the previous model, three distinct forks are used across the six available sizes again to maintain similar handling characteristics across the range.

Cervelo Aspero pricing and availability

Cervelo AU is bringing in half a dozen builds of the Aspero with both electric and mechanical drivetrains, starting at $4,100 AUD and there will also be a frame kit available for $3,600 AUD. The new Aspero is available at launch, here is a break down of the models available.

Cervelo Aspero Rival XPRL AXS 1

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Wheels | Reserve 44 Rear, Reserve 40 Front
• Tyres | WTB Vulpine TCS Light Fast Rolling Dual DNA 60tpi 700x40c
• Drivetrain | SRAM Rival XPLR AXS, 12 speed 10-44 cassette, 40T chainring
• Brakes | SRAM Rival w/ SRAM Centerline Centerlock
• Bar | Cervélo AB09 Carbon, 31.8mm clamp, 16-degree flare
• Stem | Cervélo ST36 Alloy, w Cable Management
• Seatpost | Cervélo SP19 Carbon 27.2mm
• Saddle | Prologo Dimension STN
• Price | $8,000 AUD

Aspero GRX 820

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Wheels | Fulcrum Rapid Red 300
• Tyres | WTB Vulpine TCS Light Fast Rolling Dual DNA 60tpi 700x40c
• Drivetrain | Shimano GRX 820, 12-speed, 11-36T Cassette, 48/31T chainrings
• Brakes | Shimano GRX 820
• Bar | Cervélo AB09 Carbon, 31.8mm clamp, 16-degree flare
• Stem | Cervélo ST36 Alloy, w Cable Management
• Seatpost | Cervélo SP19 Carbon 27.2mm
• Saddle | Prologo Dimension NDR T4.0
• Price | $5,300 AUD

Aspero XPLR AXS 1

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Wheels | Fulcrum Rapid Red 300
• Tyres | WTB Vulpine TCS Light Fast Rolling Dual DNA 60tpi 700x40c
• Drivetrain | SRAM Apex XPLR AXS, 11-44T Cassette, 40T chainring
• Brakes | SRAM Apex
• Bar | Cervélo AB09 Carbon, 31.8mm clamp, 16-degree flare
• Stem | Cervélo ST36 Alloy, w Cable Management
• Seatpost | Cervélo SP19 Carbon 27.2mm
• Saddle | Prologo Dimension STN
• Price | $5,500 AUD

Aspero XPLR 1

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Wheels | Alexrims Boondocks 7D
• Tyres | WTB Vulpine TCS Light Fast Rolling Dual DNA 60tpi 700x40c
• Drivetrain | SRAM Apex XPLR, 11-44T Cassette, 40T chainring
• Brakes | SRAM Apex
• Bar | Zipp Service Course 70 XPLR Alloy, 31.8mm clamp, 5-degree flare, 11-degree outsweep
• Stem | Cervélo ST36 Alloy, w Cable Management
• Seatpost | Cervélo Alloy 27.2 15mm Offset
• Saddle | Cervélo Saddle
• Price | $4,400 AUD

Aspero GRX RX610

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Wheels | Alexrims Boondocks 7D
• Tyres | WTB Vulpine TCS Light Fast Rolling Dual DNA 60tpi 700x40c
• Drivetrain |Shimano GRX 610, 12-speed, 11-36T Cassette, 46/30T chainrings
• Brakes | Shimano GRX 610
• Bar | Zipp Service Course 70 XPLR Alloy, 31.8mm clamp, 5-degree flare, 11-degree outsweep
• Stem | Cervélo ST36 Alloy, w Cable Management
• Seatpost | Cervélo Alloy 27.2 15mm Offset
• Saddle | Cervélo Saddle
• Price | $4,500 AUD

Aspero GRX RX610 1

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Wheels | Alexrims Boondocks 7D
• Tyres | WTB Vulpine TCS Light Fast Rolling Dual DNA 60tpi 700x40c
• Drivetrain |Shimano GRX 610 w/ RX822 1x derailleur, 12-speed, 10-45TT Cassette, 40T chainring
• Brakes | Shimano GRX 610
• Bar | Zipp Service Course 70 XPLR Alloy, 31.8mm clamp, 5-degree flare, 11-degree outsweep
• Stem | Cervélo ST36 Alloy, w Cable Management
• Seatpost | Cervélo Alloy 27.2 15mm Offset
• Saddle | Cervélo Saddle
• Price | $4,100 AUD

Aspero Frameset

• Frame | Cervelo Aspero All-Carbon Frame, T47 BBRight bottom bracket, SRAM UDH
• Fork | Cervélo All-Carbon, Tapered Áspero Fork
• Price | $3,600AUD

The post First Look | Cervelo updates the Aspero gravel bike with a focus on outright speed appeared first on Flow Mountain Bike.

This is the second year I’ve packed up and headed for Beechworth, and before I even pulled on bibs for the day, it was already going better than last year.

Once again I had put my name down for the full 115km course and rolling into the starting corral with over 500 riders signed up to take on the same challenge as me.

Related:

• A great day in Glen Innes | Can you carb your way through goodnessgravel?
• New Shimano GRX 820 12-Speed Review | Boring but brilliant
• The Shimano Gravel Muster | Gravel stage racing in the Red Centre

The Granite Classic is not a race by any means. It attracts everyone from elite roadies and mountain bikers to people who just commute on their bikes every day and want to try something different. I’m not exactly sure where I fit into that hierarchy, but I set myself the goal of finishing in under five hours for the 115km, and that was it.

I recognised quite a few faces from last year, and just about everyone I spoke to mentioned it was their second or third year riding — maybe there is something to this whole gravel riding experience, hey?

The gram strikes back

Rolling out of Main Street, it was a balmy 5ºC, amplified by the speed of the initial tarmac descent out of town.

That infamous Beechworth gravel came in no time, and I unclipped my phone from the QuadLock on my bars to film some clips for the ‘Gram. When trying to re-attach it, I fumbled it.

In slow motion, my phone hit the ground and began to cartwheel down the road, narrowly missing many a death blow from an unsuspecting rider’s tyres.

Worse, trying to retrieve it was like a real-life game of Frogger. Trying to find a gap with riders whizzing by

I finally got to it, and it was thankfully undamaged but dusty, so I was able to continue—and keep my Strava file. Phew!

A mighty crack and light at the end of the tunnel

The gravel was noticeably drier than last year, with many loose spots causing some drifty moments. Thankfully the event team was onto this and had all of them well sign-posted to approach with caution.

For the most part, the course is buttery smooth and fast-rolling gravel, but a rough section that also featured on last year’s course was back. It earned a bit of notoriety for claiming a number of the lead riders. I remembered this section, and was on the brakes hard.

I saw the rain ruts running perpendicular to the road and heard a mighty crack after hitting the first one.

Is that the bright light they always talk about? Funny, only part of my life flashed before my eyes. I didn’t feel the impact, it must have happened quick. Wait a minute, that bright light is the sun, I’M ALIVE!

That mighty crack was not my head impacting the inside of my helmet but my bars slipping in the clamp. With my hoods now pointing straight down, I spent a few moments on the business end of a multi-tool putting them back into place. Recommended torque be dammed. There was definitely an extra quarter turn on all of the bolts for fear of having a repeat.

Finding Friends in the Gravel Pit

The group I had started with continued up the road, and I tapped out the next 30km solo, but the thing about events like the Granite Classic is that everyone comes out of the woodwork to ride them, and low and behold I bumped into friend of Flow, Paul van der Ploeg. We chatted at a comfortable pace and made our way to the Gravel Pit rest stop that hosted a DJ, peanut butter quesadillas, drink refills and fresh fruit.

Here, we also found another friend of Flow, Lewis Ciddor.

We formed a quartet with Paul and another rider. Lewis, who took third place in the 1,300km Tour Te Waipounamu bikepacking race back in February, looked over his shoulder and asked if I was ready for “Party Pace” before he began to turn the screws. It wasn’t long before our group of four became two as Lewis and I pushed on ahead up one of the largest climbs for the day.

Ninety kilometres in, we were greeted by another rest stop, this time featuring DJ Andras and the hallowed cinnamon doughnuts from Beechworth Bakery.

As delicious as the Cinnamon doughnuts were, they didn’t quite give me what I needed to sustain Lewis’ sadistic pace. No amount of deep-fried delicacies was going to save me so I waved goodbye to Lewis as he rode off into the sunset on one of the final hills coming back into Beechworth.

The final rest stop on the hill is a beautiful one. Big boulders perch on the hilltop, where you can fill up your bottle and begin the final few kilometres to town.

The rough descent rattled our teeth, particularly the final section to the farmhouse. This well-trodden cow paddock would have garnered at least a three-star rating if it featured in one of Cobbled Spring Classics. Thankfully, this bucking bronco ride was only 300m, but it was quite the rush on 38mm tyres.

Rolling into town, you’re greeted with an ice-cold beer as you cross the line, and the event village is pumping with activity. After a lie-down and a stretch on the grass, our crew watched the track-stand comp and skid comp hosted by Vandy for those riders still with energy to burn.

The dates for 2025 haven’t been announced just yet, but you can bet I’ll be back!

Photos: Andy Rogers – @fameandspear / Beechworth Granite Classic

The post Human Frogger, Party Pace and Cinnamon Doughnuts | Jono rides the Beechworth Granite Classic appeared first on Flow Mountain Bike.

Grab some sunscreen and your best party shirt because Crankworx is returning to Cairns May 22-26, 2024. Yes, that means it’s only a few days after the UCI Masters World Championships, which also descends on Cairns from May 16-19.

Oh, and did we mention that Crankworx is also hosting the Oceania Champs Downhill? Talk about an action-packed couple of weeks in Cairns.

With so much bubbling away, we caught up with Crankworx Cairns Event Director Nathan Bassett to see what they have been cooking up in Tropical North Queensland.

Jam-packed schedule for Crankworx Cairns

For 2024, Crankworx Cairns will have the whole gamut of headline events you’ve come to expect from the festival; however, the event team has tweaked the order to maximise viewing potential.

“This year, the event will culminate with Slopestyle on Sunday, which means super Saturday is now a doubleheader with Speed and Style and then Pump Track under lights which won’t disappoint in bringing the party vibes,” Bassett Says.

Before the festival even gets started, Crankworx is hosting a Jam Session at the Cairns Skate Park under the lights. There will be a DJ and some of the best riders in the world throwing down to set the bar for what’s to come.

With the deck shuffled, the Specialized Dual Slalom will be the first official event off the rank with Pro finals on Thursday evening.

Then it’s into the RockShox Downhill on Friday, which will double as the Oceania Champs this year. Illinbah near the Gold Coast was pegged to host the Continental Champs, however with the constant wet weather SEQ has had since before Christmas has caused quite a lot of damage and the course won’t be ready in time.

Then, on Saturday, when we have the Speed and Style, Australian Whip-Off Championships and Pump Track tripleheader, which will be a massive day for folks on the ground. With the strong showing from local shredders like Caroline Buchanan, Ryan Gilchrist, Mike Ross, and Haz Burbidge-Smith in these events in 2023, it’s a safe bet there will be some fireworks from the home team on display.

Finally, the crescendo will hit its maximum intensity with the Slopestyle finishing out the weekend on Sunday.

Tropical Cyclone Jasper put quite a whalloping on the beautifully shaped orange dirt features. However, with some areas needing a rebuild, it gives World Trail, Elevate Trail Building, Flux Trail Building more creative license to reimagine the course.

“The dirt halfpipe on the Slopestyle course has been heavily impacted, so this is a real opportunity to rethink this section and innovate on a new exciting feature,” says Bassett.

With the build to kick off soon, Bassett wasn’t able to provide any hints as to what things will look like, as the designs are still in the mind of the trail builders, but he did tell Flow there will be some cool new innovations and an evolution of the features.

Slopestyle WILL go ahead

The question that has been looming over Crankworx Cairns in the leadup has been what’s happening with slopestyle.

The Men’s Slopestyle riders pulled out of the Crankworx FMBA Slopestyle World Championship Rotorua after negotiations around remuneration and support infrastructure broke down.

The competitors released a statement the day before the Slopestyle at Crankworx Rotorua was scheduled to go ahead.

“Unfortunately, after years of negotiations, countless meetings, and many letters today we have finally decided to take a stand for the benefits of all Slopestyle riders and the sport. This timeline is not what we hoped for. At this stage we won’t be discussing the specifics of the conditions we requested from Crankworx as an organisation, as we don’t believe this is the right place or time to do so,” the initial rider statement said.

However, since Rotorua, both parties have come back to the table and, on April 12, announced in no uncertain terms that both male and female riders WILL be participating in Crankworx Cairns.

“These discussions facilitated the identification of underlying issues and concerns on both sides which have been addressed in a collaborative and productive manner. As a result, a consensus was reached that not only addresses the immediate needs of the athletes but also places a strong emphasis on the long-term viability and sustainability of Slopestyle as a sport,”  the FMBA and Crankworx joint statement said.

The Male Slopestyle Athletes also released a joint statement saying, “It’s a step in the right direction, and now with (sic) having amplified representation in the FMBA, we are looking forward to the rest of the 2024 season. The issues the riders had, have been solved or are being looked at to find a solution. We look forward to seeing everyone in Cairns and we can’t wait to have (a) full season of events approaching. Together we plan to create a better sport now & for the future.”

This is great news for everyone as the flagship event will run for spectators to enjoy, and the riders will not only compete, but their voices have been heard, and progress is being made.

Crankworx is not just for the pros

While the pro competition and the race for King and Queen of Crankworx dominate the coverage of the festival, there are amateur categories in the Dual Slalom, Downhill and Pumptrack.

The Master’s World Champs are only a few days prior to Crankworx, so there is the opportunity to squeeze in a boatload of racing in not a lot of time, with Smithfield hosting both the XC and DH events. A new XC course is currently being constructed, and portions of the Worlds DH course are being reimagined for the event.

Related:

• Bike Check | Michael Ronning’s 2024 Giant Glory Masters Worlds Race Bike

Inside the event itself, Bassett tells us there will also be side events specifically for spectators like the Brapp-Off which will kick off on Sunday morning at the bottom of the Dual Slalom Course.

There’s also ways for groms to get involved with Kidsworx.

“We’ll be doing the Cairns Esplanade activation on the weekend prior to Crankworx in central Cairns with the balance bike course and jump lines, and at the event there will be free come-and-try activities and participatory events that kids can enter,” says Bassett.

He also tells Flow Crankworx Cairns will continue its push to provide events for adaptive riders. Last year the Push Mobility and Bowhead team were on the ground, and they are working on plans to get those riders on course again.

“Our goal is to continue building further opportunities to get adaptive riders on course at Crankworx. Last year we had Grant (Allen) and Renee (Junga) at the event and had them sample a lot of the local trails,” he says. “Both did exhibition laps on the Dual Slalom course, and Grant actually completed the first-ever Adaptive top-to-bottom run of the Worlds downhill track prior to the Pro Finals. We are excited to keep working with the athletes to build on this in May.”

Bassett also says they’re pushing to include more adaptive riders and aiming to have the Push Mobility team there with a couple of Bowhead bikes and adaptive demos down the line.

Bring your bike and try some new gear

A big part of Crankworx is, of course, the gear expo. Exhibitor entries are currently open, but based on the last two years, it is set to be a star-studded affair.

“The first two years of Crankworx Cairns has seen the best in the MTB industry descend on Cairns with nearly 50 brands represented onsite. We will release the exhibitor list closer to the event, but you can expect another world-class bike expo,” he says.

There are always demo bikes available from all the big brands, but these do tend to book out fast — so the protip is to plan ahead and if you’d like to try the latest newly released bike, book ahead.

Party time in TNQ

Beyond the racing, Crankworx is one big party, so don’t forget your dancing shoes. With the event now in its third year, and the foundation solid, now the event team are working on a number of exciting concepts to maximise the party vibes.

“Cairns is world-renowned for its nightlife and our first few events has seen some cracking parties. We are working with our partners to build on this and ensure we deliver the best MTB party in the country,” says Bassett.

There will be live music on site every day from Thursday to Sunday with local DJ’s, and Brisbane acts the Worm Girlz and Beddy Rays will take the stage. Headlining the festival, Spiderbait will be giving the riders a run for the money on who can shred harder, with a set that starts directly after Slopestyle.

Thursday night will also see Sunset Cinema: a Movie Night in Paradise. This mini-film festival will showcase a selection of mountain bike movies produced by Red Bull and other top MTB filmmakers.

Bassett also tells Flow there will be a heap of poster signings and meet-and-greets where folks will have the opportunity to interact with the athletes.

Explore new trails and hit the Reef

Cairns is already an established holiday destination attracting droves of tourists from around the world to the reef and the rainforest — there is some pretty good riding to boot. Since you’re already coming all that way, you’d be silly not to stay for a bit and check out everything that Far North Queensland has to offer on and off the bike.

Related:

• Flow’s Ride Guide | Up high in Atherton
• Flow’s Ride Guide | Smithfield, Home of Crankworx Cairns

Bassett tells us that Smithfield will be open to ride around the Crankworx event, but there is also a metric tonne of great riding nearby. Take an afternoon and hit the legendary Kuranda Downhill, or take a day trip up to Davies Creek or Atherton.

Right next door to the Crankworx venue is AJ Hacket’s Skypark, where you can go bungee jumping, and let’s not forget that Cairns is the gateway to the Great Barrier Reef and the Daintree Rainforest. There is diving, hiking, waterfalls, swimming — you name the adventure, and Cairns has a spectacular landscape to show you.

Festival passes are on sale now

Crankworx Festival passes are on sale now and selling fast. For more info and to get your spot, head over to the Crankworx website.

Photos: Clint Trahan / Crankworx, Con Chronis/ Crankworx

The post Slopestyle will go ahead at Crankworx Cairns | Here’s what you need to know about the festival this May appeared first on Flow Mountain Bike.

Here, the thermometer reads a delightful 26 degrees, the sun reigns supreme, and the trails await, dry and ready for adventure. Picture yourself with a cold beer in hand, soaking up the warmth after a hard day’s riding.

Looking for an excuse to escape winter? Look no further than the iconic Reef to Reef stage race, now in its fifth year of glory. From July 25th to 28th, 2024, the lush hills of Cairns in Northern Queensland will play host to an unforgettable four-day racing spectacle. Clear your schedules and prepare for an experience like no other!

Updates for Reef to Reef 2024

Following the 2023 Reef to Reef some large news dropped. Ironman — the previous owner of the Reef to Reef, Port to Port and Cape to Cape, had sold the first two events to Event Management Solutions Australia.

The team at EMS, which organised the 2019 UCI World Championship and Enduro World Series events in Tasmania, are the experts when it comes to large-scale mountain bike events and delivering an event like no other.

With the Reef to Reef and Port to Port going seperate ways from their sister race, the Cape to Cape, the Triple-Crown trifecta series is no longer in an official sense.

According to Ian Harwood from EMS, this also means the races will no longer be qualifiers for the Cape Epic, at least for this year anyway, so riders looking to qualify will have to head abroad. Another great excuse for a holiday? We think so!

Harwood tells Flow the Reef to Reef for 2024 will feature a number changes, including a brand new eMTB category, a returning venue, new food and beverage options at the finish line, and a new Day 1 prologue/hot-seat racing format.

Fear not, the event will maintain the classic features of the Reef to Reef we know and love such as the flowing singletrack at Smithfield MTB park and the final stage finishing on the beach in Port Douglas. The full four day stage race can be completed either solo or in pairs, requiring pairs to remain within 2 minutes of each other through the entire race, a format which is becoming increasingly popular in stage racing. 

The eMTB community have been asking and the team at EMS have been listening, which is why they are introducing an eMTB specific category for 2024. Racers will compete alongside the rest of the field and will likely lead out the race, but it certainly won’t be a cruise in the park even with a motor assisting on the climbs. 

Their other acquisition, the Port to Port, based in Newcastle, NSW, has unfortunately suffered from a rough few years, with the pandemic and consecutive years of flooding forcing cancellation after cancellation. With this in mind, the team at EMS is planning a huge return for the event but needs a little extra time to get things together. Hence, it will not be running for 2024 but will return for 2025 — stay tuned folks!

Reef to Reef Prologue| Smithfield MTB Park | 6km, 150m vert

To kick things off for 2024, there will be a prologue-style race based in Smithfield MTB Park. The course will be short and punchy, 6km long with approximately 150m of climbing, and is largely based on the UCI Master World Championships course set to take place on the 19th of May 2024 — including the infamous Jacobs Ladder. 

The race will be run in a hot-seat style format, with racers tackling the course in ascending order, with EMS seeding riders within their category based on past race results and order of expected pace. This format is most similar to what we typically see in DH racing or time trials, albeit with a few tweaks for the format, and will be sure to provide some exciting racing! Harwood says the prologue is set to run in the afternoon, giving riders the opportunity to travel up to Cairns in the morning to make the journey a little easier logistically. 

Reef to Reef Stage One | Smithfield MTB Park | 30km, 700m vert

Day two of the 2024 edition of the Reef to Reef will see racers tackle the remainder of the Smithfield MTB Park, with 30kms of singletrack and around 700m of climbing.

Having hosted UCI World Cups, UCI World Champs, and the home to Crankworx Cairns, the pedigree of the terrain and trails at Smithfield Mountain Bike Park is undeniable. Racers can expect a healthy mix of tech and flow and will keep everyone on their toes. The dirt is primarily hard-pack with a sprinkling of rock, with locals suggesting the redder the dirt the slipperier it gets, especially after a touch of rain. 

Reef to Reef Stage Two Atherton MTB Park | 60km, 1000m vert

A returning classic of the Reef to Reef, for 2024, the race will head back out to the Atherton MTB Park situated 1.5hrs southwest of Cairns, with over 55kms of primary hand-cut singletrack.

The stage is a big one, covering 60km and ~1000m of climbing, with a mixture of singletrack and fire roads zig-zagging in and out of the bike park.

The hills bordering the Silvia Valley rise approximately 300 meters, offering extended descents that traverse through three or four distinct topographic zones. We checked out Atherton MTB Park and caught up with the club President back in 2022, a worthy read if you’re chasing a sneak preview of what is to come. 

Reef to Reef Stage Three, Triple-R | Mount Molloy to Port Douglas | 51km, 600m

The finale of the Reef to Reef is a true classic and a highlight for all racers. After an early start in Mount Molloy riders descend down to Four Mile Beach in Port Douglas via the infamous Bump Track where the party awaits. The day will consist of around 51kms of riding and despite starting up in the range and finishing on the beach, will still consist of around 600m of climbing. 

The final day of the Reef to Reef also doubles as the Triple-R single-day race (formerly known as RRR, or Rural Rainforest Reef), which has become a staple event in Australia’s mountain bike calendar. 2024 marks the 32nd edition. Racers can choose from the classic 36km course or the longer 51km course, both of which include the Bump Track and spectacular beach finish in Port Douglas. 

Reef to Reef Race Logistics & FAQ’s

Logistically, there is a bit to consider when tackling the Reef to Reef as the locations are a short drive apart.

The team at EMS recommend staying in Cairns for the first two days of racing, and relocating to Port Douglas for the remainder of the race. There are a huge range of accommodation options available from budget motels to fancy apartments, rest assured there will be something to suit any preference. Alternatively, camping or renting a motorhome has proven very popular in previous years, and there are plenty of caravan parks with a full suite of facilities in both locations. 

While this is technically an XC marathon race, you can totally ride it on your trail bike or enduro bike — we’ve even seen one fellow ride it on rigid fat bike. Most however typically most people bring XC (100-120mm) hardtails or dual-suspension mountain bikes.

The race village will have all of the typical inclusions such as registration, information, first-aid, along with bike mechanics and some tasty food and beverage options to choose from.

There will be aid stations at around the halfway mark on each day, but we do not recommend relying on these. Each rider should carry around 2-3L of water in a hydration pack. 

Things to do that don’t involve riding?

One of the best things about stage racing is that once the day’s racing is all said and done, there is still plenty of daylight left to explore the area, even if your legs have turned to jelly. Tropical Northern Queensland is packed full of things to see and do, whether it’s relaxing on the beach after a hard day’s riding or snorkelling in the Great Barrier Reef; you’ll have zero issues filling in the downtime between races. 

Acting as the gateway to the Great Barrier Reef, Cairns offers activities ranging from snorkelling and scuba diving tours to white water rafting and stand-up paddle boarding.

North Queensland might not be on everyone’s wine radar, but it’s a hidden gem among Australia’s many wine regions. Instead of the usual suspects on the wine rack, winemakers in this tropical paradise are turning to exotic fruits to craft their wines, ports, and liqueurs. Picture lush orchards brimming with mangoes, bananas, lychees, pineapples and passionfruit.

It’s a departure from traditional vineyards, yet rest assured, sipping these creations won’t feel like you’re diving into a fruit bowl.

Cairns also boasts a dynamic brewery scene that’s as diverse as it is exciting, with prime locations peppered throughout this tropical paradise. From waterfront spots to hidden gems nestled in laneways, you’ll be sure to find a spot for a cold drink following a hard days racing. 

With the race wrapping up in tropical Port Douglas, you’ll be surrounded by a range of activities and some of the sleepiest beaches in the country. Take a refreshing dip in the crystal-clear waters of Mossman Gorge, surrounded by ancient rainforest, and embark on guided walks to learn about indigenous culture and history, or explore one of the world’s most incredible natural wonders with snorkelling or diving tours to the Great Barrier Reef, departing from Port Douglas.

Related:

• Riding and Exploring Tropical North Queensland

Entering the 2024 Reef to Reef

With the race just a few months away, the team at EMS are busy finalising all the details for what is set to be an epic fifth edition of the Reef to Reef. Event entries are open, so get planing your winter escape and head over to the Reef to Reef event website for event details and pricing. 

The post Flee Winter’s Chill | Get prepared for the 2024 Reef to Reef 4-day Stage Race appeared first on Flow Mountain Bike.

We caught up with Race Director Jason Dover and Course Designer Liam McGuire to get the lowdown on what’s new for 2024 and a sneak peek of this year’s race courses.

Related:

• The Wild Penguin kicks off the 2024 Quad Crown series in Tassie
• Stage Racing For Everyone | The Quad Crown series is back for 2024

What’s new for The Sunny 80 in 2024?

Having already run an event on the Sunshine Coast, the Quad Crown team have better footing going into this year’s race, and also won’t have to make mass changes to a stage because of a last-minute traffic management approval issue.

With that experience under their belts, Dover explains they can fully focus on improving the rider experience. The Quad Crown is designed to be a mini-stage race, giving folks who aren’t at the pointy end of the elite field an achievable entry into stage racing.

And with that in mind, Dover says they are ratcheting back the overall difficulty of the course, and cutting down on the total metres climbed.

“It’s designed to be a sample — a snackable format — to get into stage racing without committing four days or a whole week away. Based on some of the feedback we got last year, we’re also making the stages a little bit easier,” he says.

Beyond removing some of the nasty fire road climbs, at The Wild Penguin they implemented a shortcut for folks towards the back of the field who were struggling in the twilight of each stage.

“We had a really good response in Tassie to that idea,” he says. “It gave people the confidence that they couldn’t bite off more than they could chew. We’re conscious that this might be your first stage race or multi-day event, and we want everyone to have an enjoyable ride. The stages are a challenge, but it’s going to be doable. And we’ll even help to make sure it’s doable.”

Queensland’s wet autumn

If you’re not aware, it’s been pretty darn wet here in Queensland since before Christmas, and things are as lush as they’ve ever been. However, that also means that the trails in the region have been closed, some for an extended period. One reason for that is to protect them, in part for this event.

“We have been talking to the locals and stakeholders, and they’re all confident they always get rain at this time of year. It’s been more than normal, but they’re confident things will dry out,” says McGuire.

Dover did have a request to locals, as there have been reports of people at Sugarbag pulling down bunting and riding trails that are closed because they are wet.

“The reason that councils and trail authorities close parks is to protect the trails so that when they dry out, they’re not all cut up. That short-term mentality of some people who are going in and taking down bunting even though it’s been really wet, the long-term damage that does to the trails is a greater risk to our event than bad weather on the day,” he says.

Quad Crown The Sunny 80 course preview

Prelude | Sugarbag | 8km, 100m Vert

The Prelude takes place on Friday afternoon and serves two purposes: seeding the start waves for the following day and setting your baseline handicap, which is used to award the Warrior Crown.

This handicap is based on your average speed through the course, and the Warrior Crown is awarded to the rider who matches or exceeds their handicap by the most over the two stages. So, even if you’re not at the pointy end of the field, you still have something to compete for.

The Prelude course will be similar to last year’s, hitting trails like Party Mix, Syrup, and Honeycomb.

“Last year, when we got to the bottom of the main flow line and then climbed back up to just under the pump track and went down the dual slalom. We cleaned up an existing climbing trail that wasn’t often used and people kept riding it — it’s become pretty popular. Since then, the council has said they’ve come in and rejigged some of it and added in some new rock armouring,” says McGuire.

One difference in this year’s course will be that what was the dual slalom course is now a new jump line. This will be included in the course provided it’s ready in time.

Mcquire believes the crux of the course will be the final climb back up to the finish.

“You’ve just had a heap of fun and go through all those tracks, and it’s about a 300m climb back up on asphalt to get back to the pump track area and then into the finish,” says McGuire.

Dover did note, Sugarbag is arguably best known for the wooden features on a trail called Bees Knees which look a bit intimidating. For folks who may be nervous about that, he wanted to make clear that this trail is not a part of the course.

Once the racing has wrapped up, it’s over to Moffat Brewing for the presentation and social function. Dover notes that Moffat was named the Grand Champion of the RNA Royal Queensland Beer Awards.

Stage One | Parklands | 30km, 700m vert

Stage one of Parklands last year was a doozy at 32km with about 1,300m of climbing, but Dover says folks came up to him afterwards and said, despite the difficulty, it was one of the best stages they had ever ridden.

With that, for 2024, McGuire has cut the fat and maximised the fun of lopping 500m of climbing off the course. Last year, there was a bit of a start loop, and they were trying to filter riders through a trail called Lush as quickly as possible.

As a result, we ended up on fire trails that went around the whole perimeter of the area to make it work. That included a couple of creek crossings and some really steep fire trails that most people walked,” he says.

All that is gone for this year.

McGuire says the start/finish will be at the same spot, and instead of going on a tour of the fire roads, the course heads straight into the singletrack on a trail called Blue Tongue.

From above the map looks complicated, but it will hit the best trails from last year, including Hoe Chi Ho, Upper and Lower New Zealand, Cancer Tree and Road Rage. According to McGuire that last one is going to be the crux of the day.

“It’s right in the middle of the course, and towards the end, it’s just constant technical riding — on and off the power all the time. There are some really rooty sections to get over some switchback climbs — it’s a real XC challenge.

McGuire also notes they’ve built in a shortcut that will cut a few kilometres off the end of the course for those who are really struggling.

After the racing is done, the show will head for Your Mates Brewing for the evening’s festivities.

The Special Stage | Ferny Forest | 10km, with 90m vert

The Ferny Forest special came about because a last-minute approval didn’t come through last year, and so to run stage two, it had to be split into mini-stages. This last-minute curve ball made for the Ferny Forest Special Stage which people loved, so it’s back for 2024.

Starting at the Mooloolah Country Club, there will be a rollout to the trailhead, where there is about a 300m drag into and back out of the trail. Dover and McGuire say there will be a drag race for the hole shot and then at the other end to the finish.

“Ferny Forest is pretty much just all singletrack out and around — constant turning, tons of corners. I’ll probably be won and lost in the sprint back to the finish. It’s a really wide open forest road,” says McGuire

This twisty and turny stage is only 10km with 90m of climbing, so it’ll be a fast one too.

Stage Two | Ewen Maddock Dam | 24km, 320m vert

Part two of stage two also rolls out from the Mooloolah Country Club and heads for Dularcha National Park.

“There is a climb up to go through the old railway tunnel to start with, and then its back over the tunnel to get up to Tunnel Ridge Road. From there, you go down to all the trails that are on the southwestern side of Ewen Maddock Dam,” says McGuire.

With 24km of riding on the agenda and 320m of vert, Dover and McGuire say the stage is bookended by climbs that will make or break the racing.

“I think that first climb after you’ve gone through the tunnels will be a key part of the course. It’s very technical. It’s at about 9km and comes after the tunnel, which is obviously pretty flat; you’ll climb up to Tunnel Ridge Road,” says Dover

McGuires pick for the crux of the day comes one kilometre from the finish.

“Right towards the finish, at about the 23km mark, there is a little pinchy climb that’s really steep and really loose. It’s the final climb after you come across the Dam wall,” he says.

Then, it’s back to the Country Club for presentations and farewells.

How do you enter The Sunny 80

Entries for The Sunny 80 are open now!

Dover wanted to reiterate that although the Quad Crown is a series, each of the events stands on its own, and you don’t have to commit to racing all four events when you sign up.

In fact, you don’t even have to do the whole two and half days if you’re not quite ready for it, and you can choose to sign up just for one stage if that’s the challenge you’re looking for.

For more info or to book your spot, head over to the Quad Crown website.

The post Don’t forget your sunscreen | The Quad Crown is headed back to the QLD for The Sunny 80 in June appeared first on Flow Mountain Bike.

And as Will Levy from goodnessgravel informed me, it’s also the year, “Mongol forces invade(d) the Khmer Empire (modern Cambodia). King Jayavarman VIII decides to pay tribute rather than fight the invasion, buying peace and preserving the empire.”

Why are we talking about this seemingly random number? goodnessgravel assigns a number for life to every person who signs up. For me, 1283 is my number.

Headed to its northernmost stop in Glen Innes, I packed up the Flowmobile to see what goodnessgravel was all about.

Related:

• The Shimano Gravel Muster | Gravel stage racing in the Red Centre
• 2024 Scott Addict Gravel Tuned | A gravel bike all about hot, nasty, badass speed
• Explore rural NSW with the goodnessgravel event series

Undercooked and totally unprepared

Sitting a smidge over 1,000m above sea level, Glen Innes is about 4.5 hours from Flow’s Gold Coast HQ and about eight hours on the road from Sydney. It’s a lovely little country town, this time of year the trees that line the streets are vibrant with colour as they change for autumn.

While it’s not a race and there’s no running clock, the long 125km course sees 1700m of climbing (there’s also a 75km and 35km version that runs on the same day). It’s not the longest, hardest event out there, but it’s not exactly a walk in the park, either. Since my son was born two years ago, I can count on two hands the number of times I’ve ridden more than 100km—because #dadlife.

With that in mind, I was expecting a challenge, but so long as I didn’t chase on with the fast group and kept my intake of sugar-packed sweets up the whole day, I thought I could carb my way through. I mean, who doesn’t love an excuse to eat candy and doughnuts all morning?

This was the third edition of goodnessgravel Glen Innes, and over 230 riders registered for the gravel fondo. Levy tells us that about a third of that were women, and there were 100 riders from Queensland, one from Victoria, two from Western Australia, and the rest from NSW.

Only a few minutes after rolling out of the Showground — including the obligatory lap around the pony arena — we hit the first section of gravel. The world around us was shrouded in a thick fog. It was spooky cruising through unknown countryside with the road ahead shrouded under an impenetrable fog.

Cows and a farm truck seemingly materialised out of thin air on either side of the road as we pedalled on, and stronger riders would vanish into the great white abyss as they pushed more watts than I was willing to at this early stage in the day.

The beauty of goodnessgravel is that you find your people. With undulating terrain, the groups sort of self-seed, and you end up among the folks who are riding at your pace, whether you’re in the first hour or the fifth.

While the majority of riders — 200 in total — tackled the event on gravel bikes, there were 25 mountain bikes entered across the three distances and nine e-Gravel bikes, which Levy says is more than they’ve ever had.

“There were a few that did the 75km, but quite a few of the e-Gravel bikes did the 35km loop. Generally, their partner was off doing the bigger loop, and they came along to ride it on their e-Bike. It just becomes so much more inclusive when you have that option,” he says.

Party mix and the climb up Mount Mitchell

There are about 7g of carbs in one piece of Party Mix — obviously varying slightly based whether you choose a milk bottle or a snake. Most people can process between 60-90g of carbs per hour without getting any gut distress, so I knew this was the fuel target needed to keep my little underpowered lawnmower engine running. The drink mix I had in my bottles provided about 30g of carbohydrates. But with the temperature hovering in the low 20s, taking on too much drink mix would mean a lot of time spent looking for trees to water.

So I was going to need 6-8 lollies an hour, plus drink mix and anything else I could get down — we had a plan. This wasn’t an exacting nutrition plan, but it’s also not a race either. This was about making sure I didn’t bonk — a fate worse than death.

Mount Mitchell Road was the biggest climb of the day with extended sections over 12%. Fortunately, it came in the first 30km and was backed by an aid station with water, bananas, and drink mix. By the time we got here, I’d already put down a set of teeth, three frogs, a snake what I think was supposed to be a gummy strawberry and a third of a bottle.

The route for the day would traverse Ngarabal country, and their name for the area around Glen Innes is Gindaaydjin, meaning “plenty of big round stones on clear plains.” Rolling through open farmland, trees were sparse, but massive slabs of granite were plentiful. It’s not hard to see why the Traditional Owners named it such.

Meet goodnessDave

After the aid station you’re on a section of gravel that was officially named Mt. Slow Road, but it was anything but. The surface was sandy over hardpack, and it was fast, twisty, bendy, and grippy. I felt like a f**** hero and was flying along, ripping through corners. Gravel magic in the truest sense of the word.

This is where I linked up with Dave.

I caught Dave on the way down to the lowest point of the course. He lives in Freshwater on Sydney’s Northern Beaches and works in commercial real estate. Over the next few hours we tapped out the kilometres, and became fast friends along the outer reaches of the course — even though I didn’t actually learn his name until the aid station at 79km. We chatted kids, bikes, the Reserve Bank and everything in between.

The sun was shining, the scenery was beautiful, this was quite an adventure.

Rolling into the final aid station at 79km, I’d stuck to my plan to keep the carbs coming — mixing it up with a Clifbar, worth 40g of carbs and a banana, worth~25g of carbs. There was some fatigue, but all in all, I was feeling pretty good.

This aid station was fully stocked with water, drink mix, fruit, race nutrition, and a load of happy volunteers from the Westpac Rescue Helicopter crew. There was supposed to be live music, but unfortunately, a blown amp stymied the tunes. But not to fear, for there were cinnamon doughnuts.

If you have not already worked out, I am a child inside and love a good, sweet treat. So, of course, I was going to have a doughnut.

There was now a breath of wind on the course — or perhaps we’d been riding thus far with a tailwind, who can say — and it appeared we’d be pushing into it head-on for the remainder of the day.

Leaving the sugary oasis at the Red Range Community Hall, there was a pair of riders with about a 30-40-second gap up the road. Feeling the breeze coming straight towards Dave and I, we pushed on to catch the pair. The plan was to sit in for a bit and then carry on as a quartet so that if the wind picks up more, as the saying goes, more hands make light work.

While it was delicious, the doughnut was not sitting so well when we caught them. When the next gravel sector got a bit rough, our foursome became just a twosome, and Dave and I pushed onward.

Implosion imminent

As the kilometers wore on, I struggled to keep pace with Dave. The rubber band broke on a tarmac climb somewhere around the 100km mark. I kept churning and played leapfrog with a fellow who I’d chatted briefly with at the pub the night prior — I would later learn he was the publisher of Cyclingnews.com in its early days, a publication that I contributed to for years, and played a significant role in where I am today.

Over the last 30 km or so, the course dipped and weaved through sections of gravel, traversing its way back to the Showground.

I eventually caught up to Dave. I saw him walking up a hill, gingerly attempting to jump back on his bike at the top.

“Cramps,” he winced as I pedalled up.

I offered him a gel and waited for him, but he sent me on my way. A few minutes later, the gel clearly kicked in as he came rumbling past. A new man, albeit short-lived, as those rogue fibres in Dave’s hamstring weren’t quite finished with him yet.

I waited for Dave this time; we were in this together. We crested the final climb side by side and it was all downhill from there — literally.

Finish with a beer, a chocolate and a sausage

Bell ringing, live music playing, another lap around the area at the Glen Innes Showground and that was it. Challenge complete, Heaps Normal, Lindt ball and a Sausage with extra onion in hand, finisher pin in my number plate — pull me off the BBQ because I am well cooked.

I knew goodnessgravel was going to be a challenge based on my preparation, but I’ll absolutely be back next year. It was an adventure of the best kind — the scenery was spectacular, and so was the route. It was a test, but squarely in the arena of type 2 fun—never dipping into the, these-corrugations-are-so-big-I’m-going-to-nose-dive-over-the-handlebars, type 3 fun.

The event has also built a fantastic community of riders who keep coming back. Levy tells us 15 folks have done all three editions of the Glen Innes, and rider number nine — remember, you get your number for life — was among the crowd.

My last-minute decision to sign up for goodnessgravel Glen Innes also meant that I was flying solo, but I never felt alone. From other riders who also camped at the Showground stopping by for a chat and a beer to everyone out on course joking around, and the super friendly volunteers, Levy and his crew are onto something special with goodnessgravel.

The next goodnessgravel event heads for Mogo on 20 July 2024.

Photos: Outer Image Collective, Joshua Waugh, Flow MTB

The post A great day in Glen Innes | Can you carb your way through goodnessgravel? appeared first on Flow Mountain Bike.

Rockshox has previously offered multiple entry-level, trail-focused MTB forks. Riders could choose from the Revelation, 35, Yari, and the bigger hitting Domain. There will now just be two different forks; an updated Domain, and the brand has resurrected the Psylo, covering 130mm travel up to 180mm. But before we dive into the boingers, let’s take a look at the internals they are built around. 

The all-new Isolator Damper

So, what makes the Isolator different from the previous entry-level damper available from Rockshox? The all-new damper utilises a shim-based, spring-backed Internal Floating Piston (IFP) damper and claims to give riders a consistent and predictable feel throughout its entire range of travel.

The Isolater’s three-position Compression adjustment (Open, Pedal, and Firm) is designed so that when the Isolater damper is Open, oil flows freely through it to absorb big hits. The Pedal setting is supportive without harshness on successive impacts, and Firm offers the maximum damping force to calm bobbing for the most efficient ride. 

The good news for home mechanics is that a service kit will be available for the new damper, and no new proprietary tools will be needed. The isolator damper will also be available as an upgrade for the Domain Gold R fork, which will be available as an OEM product only. 

Rockshox has not just been busy developing these new forks and dampers, they have also revised the service kits available to consumers. The service kit range has been overhauled and the number of options drastically reduced, there will now be around 35 service kits available down from over 100. The goal of the overhaul is to simplify the ordering and supply process for customers and suppliers. 

Debonair gets an update

Rockshox has also updated its popular Debonair air spring to complement the new damper. The updated Debonair spring claims to offer a buttery-smooth, off-the-top feel, tuned to complement the all-new Isolator damper.

With a design philosophy based on the Signature Series’ DebonAir+ air springs, they claim to have found the ideal blend of positive and negative volumes for a taller ride height and increased mid-stroke support to keep confidence high.

Like all Rockshox’s other air forks, the air spring can be tuned by installing or removing tokens. Both new forks will use the existing grey tokens available from Rockshox. 

Level Up with the all-new Psylo

The Psylo first appeared in the RockShox lineup in the early 2000s and was discontinued in 2005. Two decades later, it’s back, and the new Psylo replaces the Revelation, Yari, and 35. It’s based on the Pike and Lyric forks and features a 35mm chassis, the new Isolator damper, and an updated DebonAir air spring.

To go with the new chassis, Rockshox has also added premium bushings, claiming to offer lower breakaway force to improve the ride characteristics. It will come in four different travel options from 130mm-160mm and be available for both 27.5in and 29in wheels.

The Psylo is not only designed for your standard trail bikes, it is also E-MTB ready. Just like the current Pike and Lyric, the Psylo utilises Maxima Plush Dynamic Suspension Lube and damping fluid. 

Priced at $995 AUD ,the new Psylo Gold RC is about $300-450 AUD cheaper than the Pike and Lyrik, and is expected to be available around late June/ early July in Australia. There will be two lower-spec models of the Psylo — the Psylo Silver RC and Psylo Silver R — that miss out on the new damper and air spring; however these models won’t be available aftermarket and will only come on select OEM builds. 

2025 RockShox Psylo Gold RC pricing and Spec

• Damper | Isolator RC
• Spring | DebonAir
• Wheel Size | 27.5in, 29in
• Travel | 130mm, 140mm, 150mm, 160mm
• Offset | 37mm† (27.5”), 44mm (27.5”, 29”)
• Claimed weight | 2,320g (160mm travel, 44mm offset)
• Price | $995

The hard-charging Domain gets an update

Based on the Zeb, the big-hitting Domain fork remains in the lineup as the long travel, hard-hitting enduro offering at a smaller price.

For 2025 it still has a 38mm chassis and a travel range from 150mm up to 180mm but has been updated to accommodate the new damper and air spring. The new Isolator damper found in both the Psylo and the new Domain has 16 clicks of rebound and a three-position compression adjustment.

The Domain will be available for 27.5in and 29in wheels, and like the Psylo is E-MTB ready.

Set to cost $925 AUD, you’ll save about $600 AUD compared to the Zeb, and the new Domain will be available around late June/ early July in Australia. A lower-spec Domain R will be available on some OEM builds. This version will miss out on the new damper and air spring; however if it comes on the front of a complete bike, it can be upgraded to the new damper if purchased separately. The new damper is not compatible with older Domain forks, as the chassis has been updated to accommodate the new internals. 

Domain Gold RC Price and Spec

• Damper | Isolator RC
• Spring | DebonAir
• Wheel Size | 27.5in, 29in
• Travel | 150mm, 160mm, 170mm, 180mm
• Offset | 44mm (27.5”, 29”)
• Claimed weight | 2,501g (180mm travel, 44mm offset)
• Price | $925

Rudy gets an overhaul

The ever-growing gravel crowd gets a new fork too! Rockshox has updated the Rudy fork and released an all-new Charger Race Day 2 damper.

The Rudy Ultimate XPLR will be available in 30mm or 40mm travel options. It retains the SoloAir spring, but the Charger Race Day 2 damper is said to be the lightest it has ever built. The complete fork is claimed to weigh only 1,344g with an uncut steerer.

With a two-position compression adjustment, the new damper will also be available as an upgrade for previous Rudy models. 

The new Rudy is fully fender compatible and features Maxima Plush damping fluid. It will only be available in limited quantities and will be priced at $1,440 AUD. 

Rudy Ultimate XPLR Price and spec

• Damper | Isolator RC
• Spring | DebonAir
• Wheel Size | 27.5in, 29in
• Travel | 150mm, 160mm, 170mm, 180mm
• Offset | 44mm (27.5”, 29”)
• Claimed weight | 2,501g (180mm travel, 44mm offset)
• Price | $925

The post First look | RockShox entry-level forks get new dampers, air springs and a simplified range for 2025 appeared first on Flow Mountain Bike.

Retro MTB SA, in partnership with the Australian Museum of Mountain Bike, organised their annual Show’n Shine in March. This event marked the third Show’n Shine in South Australia, held at O’Halloran Hill Recreation Park, and did not disappoint!

The day was a full immersion into the 1990s mountain biking scene, featuring a barbecue, social gathering, bike trading, discussions, bike games, displays, and riding—exclusively celebrating bikes from the ’90s. Bonus points were awarded to those dressed accordingly, too.

Video #1 – Watch Nigel Hill’s video here.

The video from the event, featuring an interview with Nathan Rennie discussing his World Cup racing beginnings, was filmed by Nigel Hill. Hill, a mountain bike collector, entered his collection in the show and is known for ranking highly with his bike builds. He’s a significant contributor to the local scene, and his retro builds and restorations can be followed on his YouTube channel.

Video #2 – Run through of all the bikes with Cam Munro

https://www.facebook.com/reel/738246238403148

This event keeps on getting better and bigger every year. Last year’s count of 49 bike entries paled compared to this year’s staggering 99, despite the unfortunate last-minute withdrawal of two prominent collectors. Remarkably, the number of bikes nearly doubled, and the quality significantly increased from the previous year.

We have several collectors here in South Australia. Their passion for retro MTBs and drive to collect and restore mountain bikes from the 90s and keep the era alive is phenomenal.

As the event evolves from year to year, the categories are adapted based on feedback and the bikes brought along. Previously, to qualify, all bikes entered had to be pre-2000. For this year, however, the Downhill category’s manufacturing year was extended to pre-2010 to include some of the iconic DH bikes from the early 2000s but entered bikes still have to have 26″ wheels.

Let’s take a closer look at the Downhill category. The crown was taken by the 2002 Santacruz Super 8. It’s just such a classic bike, and paired with the upsidedown Shivers, profile cranks and Nokian Gazzaloddi tyres (2.6″ x24″ Rear and 3.0″ x26″ front), and in that baby blue, it was just perfect. It is rumoured that it changed hands on the day, so another super stoked collector will own it now.

We look forward to seeing if it will reappear next year. The blue 1998 GT LTS 2000 was paired with White Brothers DC110 forks and, like the Super 8, also owned by Jason.

Rex Williamson beautifully restored the Craftworks DHR 208, which has fresh paint and an exceptionally tidy presentation and components overall.

The 1999 Santacruz Bullit with first-generation Marzocchi Monsters was a bike from interstate. It was its first appearance at the Show and Shine and got some good attention as it screams HUCK!

The Diamondback V10, which we have seen before, is always a favourite at the show. It features Manitou X-Vert Ti’s and IRC Kujo tyres and is presented just as it was raced in the 90s without any restoration performed.

The 2006 GT DHi used to be Garry Patterson from CTR and these days’s Trailscapes’ DH race bike, but it is now owned and still ridden regularly by Nigel Hill, who says it rides so incredibly well and smooth, even a modern-day bike is barely faster on the local DH tracks.

Just for a bit of fun, a ‘non-retro-mtb’ category was added this year, just because we enjoy inclusiveness and if someone has a special bike they or a family member want to bring along and show but doesn’t fulfil the show’s cut-off year or fit into any other category, why not bring it along and show it in this category! And it did not disappoint with four stunning BMXs entered by Sam Styles. The SE and Skyway are shown in Image 8 above. The modern bikes in this category included Sam Davey’s custom-built Pole Taival and Marino. The Marino has a fully custom geo with custom paint and matching custom decals. Cam Munro brought along his Giant Team Trials Team, which has quite the following in the Retro Trials scene, but it was the only trial bike at the show this year.

The category “Retro-Mod” was also added this year, and some interesting bikes were included. The category’s only stipulation is a pre-2000 frame, but it can be built with as many or as few modern parts as desired. Above shown is Nigel’s 1992 Tequesta (Image 11.) with a stunning original Zebra crackle paint job and matching quill stem. We don’t see paint like that anymore, and we absolutely love that about the early 1990s bikes! Will Freeland entered his 1998 Iron Horse MT400  (Image 12) featuring a fascinating “Patina” paint job, a rare sight in the MTB world, a modern SLX drivetrain, Marzocchi Bomber Z2’s and cruiser-style braced high-rise bars. It’s a fantastic combination of retro style with some modern shifting functionality!

Jason Launer entered a 1990 GT Timberline in the Frankenbike category and nailed this category perfectly. The more you look at the bike, the more quirky features you find, such as the 5-spoke wheel, chopper-style sprung fork, lights and dynamo, and reverse mullet wheels with fenders! This bike really showed how creative you can be when building a bike from a frame. The bike was and possibly still is up for sale. Sadly, it did not find a new home on the day.

For the scoring, a total of 100 points from 5 criteria of 20 points each are awarded as follows:

1) Condition

2) Overall Composition

3) Era score

4) Rare parts

5) Radness factor

The Hardtail category boasted the largest turnout this year, with 18 entries. Dual Suspension followed closely with 17, and Rigid wasn’t far behind at 16. The Downhill category had a respectable showing with 12 bikes. The ATB and Retro-Mod categories were smaller yet significant, with 7 and 6 bikes, respectively. The combined Frankenbike and Non-retro MTB categories also had a substantial showing, with 15 entries. With the recent expansion of the Downhill category to include bikes made before 2010, it’s anticipated that this category will experience significant growth, attracting a range of early 2000s models in future events.

Who, and why?

For some, the Show n Shine is a year-long focal point, with countless hours dedicated to refining and enhancing their bikes until the event’s eve. The quest for the ideal components to finalise their projects is relentless, driven by the hope that these parts will surface in just the proper condition, specifications, and colour for the showcase.

For the prestigious “Grandmaster of Retro” accolade, an entrant’s top scores from three categories are cumulated. This necessitates participants to present three high-scoring bikes across varied categories to be in contention for the award. Jason Launer’s strategy exemplifies this approach, with his 1993 GT RTS in the “Full Suspension” category, 1996 GT Zaskar Le in “Hardtail,” and 1990 Repco Crackenback in “Rigid” achieving top positions. These bikes, particularly the Zaskar and RTS, which were also entered previously, have been further refined for enhanced presentation.

However, Jason’s dedication is mirrored by others like Nigel Hill, whose focus also leans towards GT models, showcasing meticulously restored bikes such as a rare blue 1995 Zaskar Le, a 1997 GT RTS, and a 1998 GT LTS. Rex, another notable collector, presented a variety of high-scoring bikes, including a pristine Craftworks 208 and a V10 with rare Triple Monster forks, emphasising that a bike’s ridden history and character can be as valued as its showroom condition. Will Freeland’s Spooky Bandwagon DJ bike is a testament to this ethos, with its distinct character making it a standout. This approach celebrates the history and journey of these bikes, not just their aesthetic perfection. We love to see it!

The bikes Jason presented last year were at a high level, but he managed to step it up yet again this year. Last year’s overall winner was Jason’s RTS (Title pic), which took the best dual suspension this year. Jason had improved the bike’s overall presentation from last year, and it looked even cleaner and tidier, presented with a matching GT seatpost and bars and an immaculate Syncros Cattleprod stem, which was a better match than the Azonic stem fitted last year. The Zaskar Jason presented this year was near perfect. The majority of the components are either NOS or present as such. The entire bike was spotless, and the frame was polished to a very high level. Try finding a Judy SL and full XTR m950 groupset in near-new condition without any fading of the classic grey XTR colour! The matching Tioga bottle cage and bottle, GT grips and the CTR chainstay protector are the type of finishing touches that helped this bike get those last points required for the win. It ended up with the highest score of  97.5 and was well deserved.

Jack Wellington dedicated considerable effort to restoring an Orange 222, a revered early 2000s downhill bike, reputedly raced by Matti Lehikoinen for the Team Global World Cup factory team during the 2002/2003 season. Acquired from the United States in 2008 as a frame, fork, and shock package, the bike has been meticulously returned to its pristine condition. As a former team bike, it boasts unique characteristics such as a 150mm rear end—an optional feature on the subsequent 223 model—and a longer Blackbox shock that was never available to the public; it runs a lighter gauge tubing than the production bikes and a different geometry. While the bike sports the original Gen 1 graphics instead of the Gen 2 version used by Lehikoinen—due to sourcing challenges during restoration—the build’s authenticity and craftsmanship resonated with attendees, earning it the People’s Choice award at the show.

It was nice to see a Boy Bike Co Daredevil in the Hardtail category, owned by Brad Harrison. Boy Bike Co was a South Australian brand owned and operated by Garry Patterson, who was also the man behind the legendary CTR (Crash Test Research) protection gear, so it is appropriate to see the CTR stickers on the Daredevil, which is built as a strong do everything jump, dirt and slalom hardtail. The Spooky Darkside, as already mentioned, is owned by Will Freeland and stems from the Frank Wadelton akka “Frank the Welder” era of Spooky.

Frank is one of the all-time greatest in bicycle frame welding and fabrication. He moved to Spooky after he left Yeti Cycles in 1993 to weld their frames, and as such, any late 90s Spooky has some great history in its roots. Rex’s green 1996 Avalanche with fresh paint and matching forks has already been mentioned. Still, Rex also brought along the 1997 Rocky Mountain Vertex Team in this category, which features the classic Rocky Mountain Maple paint job and full M950 XTR paired with Marzocchi Bomber forks. The 1997 GT Backwoods that Jason showed were dripping in goodies like Magura HS33 brakes, red anodised Mavic rims and Bomber Z2s that match the original paint perfectly.  

The dual suspension category is highly contested, with 17 bikes being entered. The GT RTS is a true classic and a collector’s favourite; all four displayed were fine examples. The grey RTS-2 that Cam brought along is an early 1993 example with mag21’s. Control Tech kit and every collector’s favourite saddle, the Flite Ti. Nigel’s 1997 RTS contrasts nicely with Marzocchi Z2’s, a Syncros stem and a period correct Xt groupset complete with V-brakes. Then, Rex’s Team RTS and Jason’s award-winning polished 1993 RTS were shown further up.

This wraps up the summary of the event. Heartfelt appreciation goes out to Nathan Rennie and Sarah McMillan for their journey from QLD to serve as judges, to Nigel Hill for his contributions to the video and interview segments, Cam Munro for providing the images, and Brad Harrison for his pivotal role in organising the day.

Those intrigued by the prospect of participating in next year’s Show’n Shine are warmly encouraged to mark it in your calendars. We’re keen to welcome more attendees from beyond South Australia. For further details on upcoming events, feel free to contact the Australian Museum of Mountainbike or engage with Retro MTB SA via their Facebook and Instagram platforms.

Website – https://www.australianmuseumofmtb.com.au/

Facebook – https://www.facebook.com/AustralianMTB/

Instagram – https://www.instagram.com/ausmusmtb/

Words – Krischan Spranz

Photos – Cam Munro

Videos – Nigel Hill & Cam Munro

The post FlowBack | Retro MTB SA, Show’n Shine 2024 appeared first on Flow Mountain Bike.

The latest product to come from Marzocchi is the Super Z; a brand new long-travel single crown fork that’s designed for the rowdiest riders out there.

An overview of the 2025 Marzocchi Super Z fork

The new Marzocchi Super Z is largely based upon the latest Fox 38. As with its sibling, the Super Z features huge 38mm diameter stanchions to deliver sufficient steering precision in a single-crown package.

Unlike its sibling however, the Super Z goes longer with up to 190mm of travel. It’s available all the way down to 150mm of travel in 10mm increments that are achieved by changing out the air shaft.

While the chassis itself is unique to Marzocchi, you’ll spot plenty of Fox tech throughout including the lower leg oil bypass channels and pressure bleeders.

It also incorporates the GRIP X damper, which is brand new for 2025. This damper features a single rebound dial as well as independently adjustable high and low-speed compression damping. It also offers a firm climbing mode by cranking the high speed dial all the way to its stop. There’s a lot more going on inside the GRIP X damper, which features a coil-backed IFP and a clever self-healing design. Get the lowdown on the new tech in our 2025 Fox fork overview.

2025 Marzocchi Super Z price & specs

• Use | Enduro, Bikepark & Downhill
• Travel | 150, 160, 170, 180 & 190mm
• Stanchions | 38mm Anodised Alloy
• Spring | Air
• Damper | GRIP X
• Adjustments | Air Pressure, Air Volume, Rebound, High & Low-Speed Compression
• Lowers | Magnesium lowers w/Bypass Channels & Bleeder Valves
• Axle | 110x15mm QR
• Rotor size | 200-230mm
• Max tyre clearance | 2.6in
• Claimed Weight | 2,180g
• Price | $1,849 AUD

The post First Look | The 2025 Marzocchi Super Z is a big-hitting fork with up to 190mm of travel appeared first on Flow Mountain Bike.

Four years on and Giant is ready to launch the next generation Trance X. With a whole raft of updates including in-frame storage and dual wheelsize compatibility, we expect this is going to be a very popular option for 2024 and beyond.

An overview of the 2024 Giant Trance X

The Giant Trance X is a full suspension trail bike that straddles the gap between the regular Trance and the Reign. It’s neither an XC bike or an enduro racer, but instead is designed to be a versatile all-round trail ripper that competes with the likes of the Trek Fuel EX, Canyon Spectral and Merida One-Forty.

For 2024 the Trance X has been completely redesigned with an all-new frame that’s built around the iconic Maestro suspension platform. The kinematics have been updated and rear travel has increased slightly to 140mm. Up front remains a 150mm travel fork.

Complete bikes are equipped with 29in wheels front and rear, though you can set up the Trance X as a mullet with a 27.5in rear wheel thanks to the 3-position flip chip built into the rocker link.

Adjustable headset & in-frame storage

In addition to the rocker link flip chip, the Giant Trance X incorporates a new headset flip chip for adjusting the reach. First seen on the Glory downhill bike, the modular headset cups can be swapped around to provide three different options; Short (-5mm), Mid (0mm) and Long (+5mm).

Complete bikes will come from the factory set up in the Mid position with neutral top and bottom headset cups. A secondary set of offset headset cups will be included with the bike, which when fitted can be oriented into the Short or Long positions.

Also new for the Trance X is the arrival of in-frame storage. This is the same system that you’ll find on the current Trance and Reign, with a tool-free removable hatch that sits underneath the bottle cage on the downtube. Inside is a soft neoprene pouch for carrying a spare tube and spares. Further capacity is provided by an external accessory mount underneath the top tube.

New Giant wheels & dropper post

Along with the updated frame, the 2024 Giant Trance X will come fitted with a variety of new components that are also worthy of mention.

This includes the latest TRX carbon wheels that will come standard on all of the Trance X Advanced models. These have been completely redesigned for this year, featuring a much lower profile carbon rim that incorporates enormously thick 5mm wide sidewalls. Referred to as ‘Wide Guard Technology’, this design is claimed to drastically improve impact strength and resistance to pinch-flats.

Giant has also taken this new design to the alloy TRA wheels that will come on the cheaper Trance X models. The alloy rims get the same 5mm wide sidewalls, which form a unique hollow box-section structure that helps to keep the weight in check despite the enlarged proportions. Both the carbon TRX and alloy TRA wheelsets feature new hubs with a 72pt freehub system.

Lastly, all of the new Trance X models will be fitted with a brand new Contact AT dropper post. This features adjustable travel by way of plastic clip-in spacers that allow you to change the dropper post travel by up to 30mm. There’s also a new handlebar remote that can be mounted directly to the latest SRAM and Shimano brake levers.

2024 Giant Trance X geometry & size chart

Given the previous Giant Trance X was already quite progressive in terms of its geometry, thankfully there aren’t a whole lot of updates for this new version. Indeed reach measurements are much the same, the chainstay length is very similar and so too is the bottom bracket drop.

Of course the new frame is far more adjustable thanks to its modular headset cups and the 3-position flip chip. And compared to the previous version the head angle has been slackened out close to a full degree. It now sits at 64.8º in the Mid geometry setting, while the seat angle clocks in at 77.2º. You can then tweak both of those angles and the BB height by changing the flip chip into the Low or High settings.

2024 Giant Trance X price & specs

There will be five Giant Trance X models coming into Australia for 2024. The top three feature a full carbon Advanced frame, while the two cheapest bikes utilise an all-alloy ALLUX-SL frame.

Prices will kick off at $4,699 AUD for the Trance X 2, and will top out at $10,999 AUD for the Trance X Advanced 0.

Regardless of price all Trance X models incorporate in-frame storage, the 3-position geometry flip chip and reach-adjustable headset. They all come standard with Fox suspension, Shimano 4-piston brakes, Giant TRX or TRA wheels, and the same Contact AT dropper post.

What about the 2024 Giant Trance SX?

In some parts of the world Giant will be also be offering a new Trance SX for 2024.

This bike features exactly the same frame and suspension design as the regular Trance X, but it comes with a 160mm travel fork and 145mm of rear travel. The change in rear travel is achieved by increasing the shock stroke from 52.5mm to 55mm. However, the additional travel can lead to potential clearance issues with the saddle at full bottom-out, which means Giant only recommends this configuration with a 27.5in rear wheel. As such, the Trance SX models come standard from the factory with a mullet wheel setup.

It’s a moot point for us Aussies, because the Trance SX unfortunately won’t be coming to our shores. Still, it’s worth highlighting since those modifications could be made to the regular Trance X if you wanted. Owners could fit a 160mm air shaft into the Fox 36, and you could easily up-stroke the shock to increase travel to 145mm, as long as you also fitted a 27.5in rear wheel.

That’s something we’re eager to explore ourselves, and luckily for us we’ll have a 2024 Giant Trance X Advanced 1 arriving very soon for testing. Stay tuned for our in-depth review, and in the meantime read on for the specs and prices of the new lineup.

2024 Giant Trance X Advanced 0

• Frame | Advanced Grade Composite, Maestro Suspension Design, 140mm Travel
• Fork | Fox 36 Factory Series, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Factory Series, 185×52.5mm
• Wheels | Giant TRX Carbon, 30mm Inner Width
• Tyres | Maxxis Minion DHF EXO 3C MaxxTerra 2.5in Front & Dissector EXO 3C MaxxTerra 2.4in Rear
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/30T Alloy Crankset & 10-52T Cassette
• Brakes | Shimano XT 4-Piston w/203mm Front & 180mm Rear Rotors
• Bar | Giant Contact SLR Trail Integrated, Carbon, 20mm Rise, 800mm Width
• Stem | Giant Contact SLR Trail Integrated, Carbon, Length: 40mm (S-M), 50mm (L-XL)
• Seatpost | Giant Contact Switch AT, 30.9mm Diameter, Travel: 110-140mm (S), 140-170mm (M), 1700-200mm (L-XL)
• Saddle | Giant Romero SL
• RRP | $10,999 AUD

2024 Giant Trance X Advanced 1

• Frame | Advanced Grade Composite, Maestro Suspension Design, 140mm Travel
• Fork | Fox 36 Performance Elite, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Performance Elite, 185×52.5mm
• Wheels | Giant TRX Carbon, 30mm Inner Width
• Tyres | Maxxis Minion DHF EXO 3C MaxxTerra 2.5in Front & Dissector EXO 3C MaxxTerra 2.4in Rear
• Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/30T Alloy Crankset & 10-52T Cassette
• Brakes | Shimano XT 4-Piston w/203mm Front & 180mm Rear Rotors
• Bar | Giant Contact SL TR35, Alloy, 20mm Rise, 780mm Width
• Stem | Giant Contact SL, Length: 40mm (S-M), 50mm (L-XL)
• Seatpost | Giant Contact Switch AT, 30.9mm Diameter, Travel: 110-140mm (S), 140-170mm (M), 1700-200mm (L-XL)
• Saddle | Giant Romero SL
• Price | $9,499 AUD

2024 Giant Trance X Advanced 2

• Frame | Advanced Grade Composite, Maestro Suspension Design, 140mm Travel
• Fork | Fox 36 Rhythm, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float, Performance Series, 185×52.5mm
• Wheels | Giant TRX Carbon, 30mm Inner Width
• Tyres | Maxxis Minion DHF EXO 3C MaxxTerra 2.5in Front & Dissector EXO 3C MaxxTerra 2.4in Rear
• Drivetrain | Shimano SLX 1×12 w/30T Alloy Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston w/203mm Front & 180mm Rear Rotors
• Bar | Giant Contact TR35, Alloy, 20mm Rise, 780mm Width
• Stem | Giant Contact SL, Length: 40mm (S-M), 50mm (L-XL)
• Seatpost | Giant Contact Switch AT, 30.9mm Diameter, Travel: 110-140mm (S), 140-170mm (M), 1700-200mm (L-XL)
• Saddle | Giant Romero SL
• Price | $7,499 AUD

2024 Giant Trance X 1

• Frame | ALUXX SL-Grade Alloy, Maestro Suspension Design, 140mm Travel
• Fork | Fox 36 Rhythm, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float, Performance Series, 185×52.5mm
• Wheels | Giant TRA Alloy, 30mm Inner Width
• Tyres | Maxxis Minion DHF EXO 2.5in Front & Dissector EXO 2.4in Rear
• Drivetrain | Shimano SLX 1×12 w/30T Alloy Crankset & 10-51T Cassette
• Brakes | Shimano MT520 4-Piston w/203mm Front & 180mm Rear Rotors
• Bar | Giant Contact TR35, Alloy, 20mm Rise, 780mm Width
• Stem | Giant Contact SL, Length: 40mm (S-M), 50mm (L-XL)
• Seatpost | Giant Contact Switch AT, 30.9mm Diameter, Travel: 110-140mm (S), 140-170mm (M), 1700-200mm (L-XL)
• Saddle | Giant Romero SL
• Price | $5,499 AUD

2024 Giant Trance X 2

• Frame | ALUXX SL-Grade Alloy, Maestro Suspension Design, 140mm Travel
• Fork | Fox 36 Rhythm, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float, Performance Series, 185×52.5mm
• Wheels | Giant TRA 2 Alloy, 30mm Inner Width
• Tyres | Maxxis Minion DHF EXO 2.5in Front & Dissector EXO 2.4in Rear
• Drivetrain | Shimano Deore 1×12 w/30T Praxis Cadet HD Alloy Crankset & 10-51T Cassette
• Brakes | Shimano MT420 4-Piston w/203mm Front & 180mm Rear Rotors
• Bar | Giant Contact TR35, Alloy, 20mm Rise, 780mm Width
• Stem | Giant Contact SL, Length: 40mm (S-M), 50mm (L-XL)
• Seatpost | Giant Contact Switch AT, 30.9mm Diameter, Travel: 110-140mm (S), 140-170mm (M), 1700-200mm (L-XL)
• Saddle | Giant Romero SL
• Price | $4,699 AUD

The post First Look | The all-new 2024 Giant Trance X gets adjustable headset & mullet compatibility appeared first on Flow Mountain Bike.

With the first UCI Mountain Bike World Series event kicking off with the XC in Mairipora, Brazil, on April 12, there were plenty of questions about where to watch the World Cup in 2024 following the closure of GCN+ by parent company WB Discovery last year.

While the good ol’ days of the Red Bull TV broadcasts are well and truly behind us, GCN+ proved to be the ultimate subscription for cycling fans with basically all of the racing, from road to CX, MTB and even disciplines you’d never hear of. As someone who happily paid for GCN+ it was a great app.

Flow is happy to report that streaming service Stan has announced it will be carrying the UCI Mountain Bike World Series — seemingly by accident.

Related:

• Crash & Comeback | World Cup, Injuries and the UCI’s role in keeping riders safe
• What does it take to become a stop on the World Cup? | An inside look at Loudenvielle’s entry into the UCI MTB World Series
• The Best of the Best | How seasoned racers tackle a World Cup Track

Wait what happened to GCN+

In a video released back in December 2023, GCN presenters Simon Richardson and Daniel Lloyd announced the sudden closure of the app.

“This decision comes from our parent company Warner Bros Discovery and is driven by its global strategy to consolidate its streaming services, and to offer content in fewer places, making it easier for customers to access and discover more content,” said Lloyd.

“The reason for its closure is not because it didn’t work or it was underperforming, it’s that the media landscape has changed,” continued Richardson.

Putting our business hat on consolidating everything into one place does make sense provided that service is available across the markets that consume it. There are still different apps and subscriptions you’ll need depending on where you live, and unfortunately, those Warner Brothers Discovery platforms that the World Cup has been siphoned into are not available in Australia.

How to watch the UCI MTB World Series in Australia?

Australian mountain bike fans have been on an emotional rollercoaster trying to figure out how they can watch the racing in 2024 — as is evidenced by the comments on every single post the UCI Mountain Bike World Series has published in the leadup to the race in Brazil.

However, in an email newsletter from Stan Sport sent out on Thursday, April 11, sandwiched between the Super Rugby Aupiki and Women’s Six Nations was the info we have been waiting for — the UCI Mountain Bike World Series will be available live on Stan Sport from 1:15am AEST on Monday, April 14.

When this newsletter when out ther had been no official announcement from the UCI, Warner Brothers or Stan sharing this information — Flow reached out to all three the day prior to this email newsletter. This news comes after Stan had previously poured cold water on a rumour that had been circulating that it had the broadcast rights to the events. The Stan PR and the UCI have since officially confirmed the streaming service will have the World Cup mentioning both XC and DH — no word on Enduro.

At the time of writing, Stan has not been added to the Where to Watch section of the UCI website.

Stan has confirmed you will need the base subscription, which starts at $12 AUD per month AND the Stan Sport add-on, which is $15 AUD per month. This will give you access to the racing live and on-demand without ads and in HD and 4K. That’s a total cost of $27 AUD to watch the racing this year.

Unfortunately for our friends across the Tasman, Stan is not available in New Zealand and there is still no word on how our friends in South Africa and many other places can watch. We’re working on more details about how you can watch the racing. Stay tuned folks.

How to watch the UCI MTB World Series in the US and Canada?

Since we live in a global digital environment and the UCI has been almost as opaque for our overseas friends about how to watch the racing — or you’re looking for another way to watch the racing from Australia — it’s worth laying out what options are available for the folks who know their way around VPNs or Smart DNS.

In the US, all of the racing will be on MAX which starts at $9.99 USD per month. Initially, it was announced that you’d need the Bleacher Report sports add-on, but according to MAX delays with “tech-integration” mean they’re just including it for the time being.

For folks in Canada — or looking to make it seem as though they’re located in Canada — WBD just announced that FloBikes will be carrying the entire World Cup Season. Unfortunately, FloBikes don’t have the best reputation in North America, a “this content is not available in your region” error message is a regular occurrence with content listed in its catalogue. Given the announcement came straight from the UCI MTB World Series press team, it’s probably a safe bet. For folks based in the Great White North a FloBikes subscription is $29.99 USD a month, or $150 USD if you buy an annual subscription.

For our Canadian friends, please note that for whatever reason, FloBikes only lists its pricing in USD, so keep an eye on the conversion rate when you drop your credit card details in.

We should note that if you are using a VPN or smart DNS to circumvent geo-blocking restrictions  — which, of course, we do not officially condone or advise — often these services will require a local bank card or credit card to sign up. There are of course ways around this and services that offer virtual cards which can be linked to a PayPal account.

We won’t detail those here, but they are easily found with a bit of time spent on Google.

To reiterate, we do not recommend going this route, but for those cavalier enough, it is possible.

How to watch the UCI MTB World Series in UK and Europe?

In Europe and the UK the races will be streamed via the Discovery+ app and Eurosport. It appears you’ll need the standard tier subscription to access the World Cup racing which costs £6.88 GBP per month.

While you can have a look around the Discovery+ app with a VPN set to the UK or much of Europe, you’ll need a UK or Euro bank card AND a UK or Euro phone number.

For folks aiming to spoof their location and make the robots think they live in the UK or Europe, it’s a bit trickier, but there are workarounds. Again, we won’t detail them here, nor will we encourage folks to go this route, but we also won’t pretend that the solution isn’t easily found on Google.

Photos: Bartek Wolinski / Red Bull Content Pool

The post Stan Sport to carry the MTB World Cup | How to watch the UCI Mountain Bike World Series in 2024 appeared first on Flow Mountain Bike.

Bikes Online has just announced it’s the new local distributor for Superior, and as with Marin and Polygon, these bikes will be sold online direct-to-consumer. Of course that means the pricing is comparatively sharp compared to some of the brands that you’ll find in your local bike shop, and it also makes the new Superior range quite accessible to a broad range of riders around the country.

As our first introduction, we’ve just gotten our hands on the Superior eXF 9039 to put to the test in preparation for an upcoming review. So, what’s this long travel e-MTB all about then?

Related:

XC Racing Heritage and Well Priced e-MTBs | Bikes Online welcomes Superior Bikes to Australia

An overview of the Superior eXF

The Superior eXF is the Czech brand’s big-hitting, full suspension e-MTB. It rolls on 29in wheels and features 160mm of travel front and rear, putting it into similar territory as the Trek Rail, Cube Stereo Hybrid 160 and Merida eOne-Sixty.

The eXF is built around a hydroformed frame with a four-bar suspension platform. It’s powered by the latest Bosch Performance Line CX motor that produces up to 85Nm of torque and 600W peak power. Inside the downtube is a 750Wh PowerTube battery that’s designed to be easily removable with the help of a key.

Superior has integrated the Bosch System Controller into the frame’s top tube, while the Wireless Mini Remote next to the left-hand grip allows you to switch assist modes on-the-fly. It results in quite a tidy setup that eschews any big screens or unsightly electric wires.

Superior eXF geometry & size chart

Our Superior eXF 9039 test bike is only available in three sizes; Medium, Large and X-Large.

Most of the geometry looks to be appropriate for the application, including the 64° head angle and 77° seat angle. The 446mm rear centre is also noteworthy, being impressively short for a long travel e-MTB that features dual 29in wheels and a Bosch motor.

While most of the dimensions are on the money, the use of the same 625mm stack height for all three sizes is unusual. We’d expect to see that kind of stack on a Medium size frame, which would suggest that taller riders on the X-Large may find the front end to be too low. Our Large-sized test bike does come with quite a few spacers underneath the stem however, so we’ll come back to you with some feedback on fit after we’ve gotten a few rides in.

Superior eXF price & specs

The Superior eXF is offered in a huge array of spec options over in Europe, but for the meantime there’s just a single model coming into Australia; the eXF 9039. If it proves popular, we’d expect Bikes Online would be looking at expanding on the lineup in the future.

To be honest though, our test bike is the one we’d pick out of the range anyway. It comes with a RockShox Lyrik fork and Super Deluxe shock, robust DT Swiss wheels, Shimano 4-piston brakes and a 1×12 drivetrain.

The Superior eXF 9039 will retail for $9,399 AUD, which is impressive value given the spec and full-powered Bosch setup. How does it compare to the likes of the Trek Rail 7 ($9,499 AUD), the Cube Stereo Hybrid 160 HPC SL ($9,499 AUD) and the Focus JAM² 6.9 ($9,999 AUD)? Stay tuned for our in-depth review and video coming soon!

2024 Superior eXF 9039

• Frame | Alloy, Four-Bar Suspension Design, 160mm Travel
• Fork | RockShox Lyrik Select, Charger RC Damper, 44mm Offset, 160mm Travel
• Shock | RockShox Super Deluxe Select R, 230×65mm
• Motor | Bosch Performance Line CX, 85Nm
• Battery | Bosch Powertube 750Wh
• Wheels | DT Swiss H 1900, 30mm Inner Rim Width
• Tyres | Schwalbe Nobby Nic, SuperTrail, Addix SpeedGrip, 29×2.6in Front & Rear
• Drivetrain | Shimano Deore 1×12 w/ONE Race 34T Crankset & 10-51T Cassette
• Brakes | Shimano M6120 4-Piston w/180mm Rotors
• Handlebar | ONE Alloy, 12mm Rise, 760mm Width
• Stem | ONE ICR, 50mm Length
• Seatpost | ONE Sport Dropper, 150mm Travel
• Saddle | Fizik Aidon X5
• Confirmed Weight | 25.52kg
• RRP | $9,399 AUD

The post First Look | The 2024 Superior eXF offers Bosch power in a sleek & well-priced package appeared first on Flow Mountain Bike.

Taking the place of The Redback mountain bike stage race, Rapid Ascent’s Shimano Gravel Muster is keeping all of the best features of its predecessor. Competitive spirit, camaraderie between racers, and incredible scenery (and probable leg cramps) will see riders through four-days of pure outback riding.  

With stops at secluded cattle stations along the way, the course will make use of 380km of gravel roads around Alice Springs, covering the more isolated areas of the Northern Territory and East MacDonnell Ranges.  

With the new event in sight, Flow got in touch with Event Manager, Sam Maffet, to find out exactly how bikes will meet Central Australian gravel in August.

Related:

• Explore rural NSW with the goodnessgravel event series
• New Shimano GRX 820 12-Speed Review | Boring but brilliant
• Stage Racing For Everyone | The Quad Crown series is back for 2024

Mapping out the new course

The Shimano Gravel Muster came to replace the historic mountain bike stage race, The Redback, after Sam Maffet and his colleagues realised the network of gravel roads around Central Australia. Spreading from Alice Springs to the East MacDonnell Ranges, this complex presented quite the canvas to host a brand-new event.

The decision to make the switch from mountain to gravel was a no-brainer. In the face of such an extensive spread of unpaved roads just waiting to be explored, the team behind the Gravel Muster were excited to merge into something new. 

“More and more bike parks are turning to more flow-style bike trails (and the style of The Redback) is a bit old-school these days,” Maffet says, “… this is an opportunity to roll all of that together, do something different and expand into another gravel event (to) showcase this amazing landscape out East.”

It is no understatement to say this area of Australia is very secluded. Lacking signposts and reception to direct a lost traveler, it is an impressive feat to have mapped such a vast course in the area. 

But Maffet brushed it off as a slight obstacle to contend with in the making of the race. He says they were familiar with the landscape around Central Australia, but had just never explored all the gravel roads it had to offer. 

“We spoke to some locals…who said that they’d be smooth enough to ride on,” Maffet says. “We explored it ourselves and plotted the route.”

And just like that, the course was set for a brand new event.

What sets the Shimano Gravel Muster apart?

The Gravel Muster wears the title of the first gravel stage race in Australia, but its list of wild and wonderful qualities doesn’t stop there. 

Maffet says one of the best things about the race is the strong relationships people will make with others along the way.

“Being in a unique landscape that brings people together, it just becomes a massive shared experience,” Maffet says. “People make a whole bunch of new friends, they compare notes from one day to the next and it just builds a whole other level of camaraderie between competitors.”

The Muster is not just a race, but also a reflection of the amazing environment which thrives in this part of the world. Staying at cattle stations along the way, riders will get an all round idea of both the riding and lifestyle of the outback.

On top of this, The Gravel Muster is an all-inclusive event, where a combination of meals, food, race support and accommodation throughout the week are included in the entry fee (see full accommodation and inclusion plan here). Camping equipment and all other baggage will be transported to the final destination of each day, saving riders from lugging both bags and bikes across the desert. 

All in all, the Gravel Muster is an event for adventurers, by adventurers, and the most you will need to remember to bring is yourself, your bike, and a sturdy pair of legs.

Format of each day

So, how will each day pan out in Aussie Central? Pardon the pun, but racers will be in for a ride.

Each stage will be a progression on the last, incorporating racing and non-racing segments with up to two timed sections included in each day. 

Maffet says the riding is very flat. There are some long, straight sections, riding into a shimmering horizon, and other stages winding around the base of some of the ridgelines, gorges and peaks of the MacDonnell Ranges.”

Rest assured that the ride will not be affected by weather at all. It’s blue-bell skies all week long in the Northern Territory! In August, when the event is held, temperatures will maintain a steady 23º Celsius with the promise of little to no rain.

After each stage of immaculate weather and views, riders will have the chance to set up camp for the night. Presentations will be held, and dinner next to a bonfire will mark the end of a good day in the saddle.

Day 1 | 45km, Simpsons Gap Loop

Day one will include the shortest riding stage, easing competitors into the flow of the race.  

Riders will tackle a loop of 45 km in total, including a racing segment of 17 km, before returning to Alice Springs for the night.

A treat of free beer and snacks will be provided at a pop-up bar to celebrate completing the first hurdle of the event.

Day 2 | 150km, The Gardens Road

Leaving Alice Springs for good this time, The Hale River Cattle Station at Old Ambalindum will be the final destination of day two. The station is by no means a small one and, located at the the centre of the East MacDonnell Ranges, the scenery throughout the ride will be a stunning show of Red Centre’s landscape. 

The course to the station covers a total of 150 km. To break up the stage, there will be two race segments, making up 94 km. 

After dinner at the homestead, it will be time to rest up the legs for the next morning.

Day 3 | 90km, Artlunga Stage

Saying goodbye to the Hale River Homestead, riders will set their sights 90 km away to the Ross River Cattle Station. The station grew out of the original 1890s Loves Creek Homestead and is located at the base of the Ross River Gorge. 

Day three will include another two racing segments, making up 47 km of the 90 km stage.

Day 4 | 95km, The Ringwood Stage

Day 4 is the last hurrah of the 380km-long course. With 285km already completed, only 95km remain. The day will include one racing segment of a whopping 55 km before riders arrive back at Alice Springs. 

After completing a spectacular course, presentations will be held, followed by some much-needed R&R and bed.

What type of rider is The Shimano Gravel Muster for?

The Shimano Gravel Muster is an event for any rider who sets their mind to it. Presenting terrain, which is mostly fast and flat, with some hills around the base of the MacDonnell Ranges, the riding of each stage is achievable for all. 

“It certainly should be approachable for recreational riders who just want a really amazing experience riding and spending time out in Central Australia”, Maffet says. 

E-Bikes are also very welcome and will have their own category in the event. So, if you are nervous about the distance, but still want the experience, there will definitely be room for you.

If fitness is the only thing holding you back, the Rapid Ascent team has even provided training plans to help you prepare for such long days on the bike. Find the training plan here to be ready come August!

Big names at the Shimano Gravel Muster! 

If you have ever wanted to test yourself against the best of the best, this is your chance. Former World Tour pro roadie and all-around legend Richie Porte will be continuing his exploration off-road and is a confirmed rider for the Gravel Muster in August. From racing the World Tour to getting a podium at the Tour de France, Porte will be a great person to ride and chat with over the four-day course.

How to enter the Shimano Gravel Muster

Entries are now open! Head over to the Shimano Gravel Muster website for more info and to put your name down for a gravel race like no other.

The post The Shimano Gravel Muster | Gravel stage racing in the Red Centre appeared first on Flow Mountain Bike.

The brand’s heritage is in XC racing, making its first appearance at the Olympics in 2004. Bart Bretjens — the very same who won the first Olympic XC MTB race and has commentated the World Cup since the Red Bull TV days — and his Milka-Superior team started racing the Superior XFs in 2013. More recently, the brand has sponsored the Swiss JB Brunex Superior Factory Racing team, which has three-time world champ Ramona Forchini on the roster.

With that, XC heritage bleeds through in the analogue mountain bikes it sells; the brand also makes long travel e-MTBs powered by Bosch’s Smart Systems units. Superior also makes gravel bikes too and is a major sponsor of the UCI Gravel World Championships in Belgium this year.

Sitting alongside Polygon and Marin in BikesOnline’s range, Devan van Vliet from BikesOnline explains they were attracted to the brand for its XC heritage.

“When it comes to the brand itself, it’s quite well received within the EU market — from a brand credibility standpoint, product quality, R&D, and racing heritage,” he says.

BikesOnline had been looking to expand its offering of mid-level and higher-end XC offerings, and bolstering its range of affordable e-MTBs, and van Vliet tells Flow this is precisely what Superior brings to the table.

Superior frames are backed by a 5-year warranty program valid from the date of purchase to the original owner, and will be managed by BikesOnline in Australia. 

Below we take a quick look at some of the highlights in the Superior range which will be available in Australia. For a complete list of available models, colours, and pricing, head to the BikesOnline website. 

Superior Team XF | $8,999 AUD

The Crème de la crème from Superior, the Team XF has been designed for the rigours of World Cup XC racing. With a claimed frame weight of 1717g, which is only a smidge more than the impressively light Specialized Epic World Cup. Shod with an XTR groupset, DT Swiss Carbon wheels and a Crank Bros dropper, this build is claimed to weigh 9.9kg, which is IMPRESSIVELY light — we’re very interested to pit the Team XF against the Flow Scales of Truth and see how realistic that figure is.

With a DT Swiss suspension package offering 105mm of rear travel and a 110mm fork, the Team XF utilises a single-pivot suspension design and flex stays.

The frame has a 68º head angle, size-specific seat tube angles, and a 449mm reach in size Medium. As is becoming more common on modern XC bikes, there is room for two bottles inside the front triangle, and we’re stoked to see the cables entering the frame on the sides of the head tube rather than through the top headset bearing — despite the use of an Acros headset.

Superior Team XF Spec

• Frame | Carbon MTB Race Pro SU-01, Advanced Race Geometry, Travel 105 mm, Tapered Head Tube, BB92, 3D alloy one piece link, Carbon swingarm, SR dropout, Boost Thru Axle 12×148 mm, Internal cable routing, Dropped seat post ready
• Fork | DT Swiss F232 ONE Fork, 110mm Travel
• Shock | DT Swiss R232 ONE Shock
• Wheels | DT Swiss XRC 1501 SPLINE, Carbon
• Tyres |  Front: Schwalbe Racing Ray Evo, TL-Easy, SuperRace, 29×2.25″, ADDIX Speed, Rear: Schwalbe Racing Ralph Evo, TL-Easy, SuperRace, 29×2.25″, ADDIX Speed
• Drivetrain | Shimano XTR 12-speed Drivetrain w/10-51T cassette and RaceFace NEXT SL carbon cranks and 34T chainring
• Brakes | Shimano XTR M9100 w/ 160mm rotors front and rear
• Bar | ONE Race, Carbon, 760mm, 31.8mm
• Stem | ONE Race, Alloy, 31,8mm, -7°
• Seatpost | Crankbrothers Highline 11 dropper post, 30.9mm
• Saddle | Fizi:k Terra Argo X3, Kium
• Claimed Weight | 9.9kg
• RRP | $8,999 AUD

Superior eXF 9039 B | $9,399

When it comes to e-bikes, Superior have upped the travel and tweaked the geometry numbers for those looking for a ride more oriented to the descents. The eXF 9039 B features 160mm travel front and rear, along with the trusty Bosch Performance Line CX 85Nm motor paired with a 750Wh battery delivering a claimed range of 150km. 

The 160mm of rear travel is delivered via a linkage driven single pivot design, with all of the upper bearings being housed within the linkage to simplify bearing replacements. A Rockshox Super Deluxe Select R in a 230x65mm size is fitted from stock, although a 230×57.5mm can be fitted to reduce the travel down to 140mm if desired.

The eXF 9039 B boasts a 64º head angle,  77º seat tube angle and 446mm rear centre length across all sizes, with the reach growing in 20mm increments from 465mm to 505mm in the 3 available sizes. The frame features a UDH hanger for future compatibility and spares availability, but those with a keen eye may spot the headset cable-routing which we have mixed feelings about.

Flow will be receiving a eXF 9039 B e-bike for review in the near future, so stay tuned for an in-depth look into the nitty-gritty features and ride review. 

• Frame | Alu X6 Ultralite MTB Trail SUE03.1, Advanced e-MTB Geometry, Travel 160/140 mm, BOSCH CX Performance 5G ready, Integrated 750Wh battery , 3D alloy one piece link, Alloy swingarm, Boost 12×148 mm, Internal cable routing, Dropped seat post ready. Available in 3 sizes, 17in (M), 19in (L), 21in (XL)
• Fork | Rockshox Lyrik Select RC, 160mm Travel
• Shock | Rockshox Super Deluxe Select R
• Wheels | DT Swiss H 1900 Spline
• Tyres | Schwalbe Nobby Nic Evo, SuperTrail, TL-Easy, 29×2.60″, ADDIX SpeedGrip
• Drivetrain | Shimano Deore M6100 12-speed drivetrain w/10-51T cassette, Shimano SLX M7100 derailleur & ONE Race alloy cranks w/ 34tT chainring
• Brakes | Shimano M6120 4 piston brakes w/ Shimano SM-RT56 180mm rotors front and rear
• Bar | ONE Alloy, 760mm wide, 35mm clamp, 12mm rise
• Stem | ONE ICR, Alloy, 35mm, 0°
• Seatpost | ONE Sport Dropper Post, 30.9mm
• Saddle |Fizi:k Aidon X5, Alloy
• Claimed Weight | 25.5kg
• RRP | $9,399 AUD

X-ROAD Team Comp GR | $3,499 AUD

With a lightweight carbon fibre frame and room for 40mm gravel tyres, the X-Road Team Comp GR stands out as a fantastic value gravel adventure companion ready for weekend off-road adventures.

The X-Road sports a 71.5º head tube angle and a 73.5º seat tube angle in a size Medium, with all sizes across the range having a 406mm rear centre length. These numbers suggest a bias towards snappier agile handling compared to something like the Santa Cruz Stigmata we reviewed back in January, which is heavily orientated towards big adventure rides on rough terrain with slacker geometry and the addition of a suspension fork.

We’re a bit surprised to see the same frame is shared with the more road-orientated models, albeit with small stick-on protectors on the downtube and chainstay, it’s also offered in aluminium. Even still the pricing is sharp starting at $2,399 for the X-Road Issue aluminium model and topping out at $3,999 for the X-Road Team Elite Di2. 

• Frame | Carbon X-Road Race Mid Modulus, Road Advanced Geometry, Disc Brake Flat Mount, BB86.5, SH dropout, Thru Axle 142×12 mm, Internal cable routing, Di2 compatible, mudguards ready. Available in 4 sizes, 520mm (S), 540mm (M), 560mm (L), 580mm (XL)
• Fork | X-Road Carbon Fork
• Wheels | DT Swiss G 1800 Spline, Tubeless ready
• Tyres | Schwalbe G-One Allround, RaceGuard, TL-Easy, 40mm, ADDIX
• Drivetrain | Shimano GRX 11-speed, SunRace CS-MS7 11-42t cassette, Shimano GRX cranks w/ 40T Chainring
• Brakes | Shimano GRX BL-RX600 / BR-RX400, Shimano SM-RT70 rotors, 160mm front, 140mm rear
• Bar | ONE Alloy, X-Race Aero, 31.8mm, Reach 70mm, Drop 126mm, Flare 16°
• Stem | ONE Race ICR, Alloy, 31,8mm, -7°
• Seatpost |ONE Aero Carbon
• Saddle | Selle Royal Gravel
• Claimed Weight | TBC
• RRP | $2,999 AUD

Flow’s Take

Superior is very much an unknown quantity here in Australia, and their brand website is a bit light on details. The bikes present quite well with quality build kits, sharp pricing and a surprising amount of racing heritage. With carbon offerings and e-MTBs they do seem to fill a gap in BikesOnline range, and thanks to the direct-to-consumer model, the pricing attached to these bikes is worthy of a double take.

Bike Online has been selling bikes directly to your doorstep for a long while now and has the infrastructure already built to help you figure out sizing and everything else. we are quite intrigued by these bikes out of the Czech Republic. Fortunately eXF 9039 B e-MTB has just landed in Wil’s workshop and we’ll have a first look up as soon as he gets it out of the box and built. Stay tuned folks.

The post XC Racing Heritage and Well Priced e-MTBs | BikesOnline welcomes Superior Bikes to Australia appeared first on Flow Mountain Bike.

For 2024 Norco’s Sight VLT and Range VLT are updated with a new suspension design, an 85nm Bosch Performance Line CX motor, and a 750Wh battery.

Related:

• 2022 Norco Sight VLT Review | A bigger and more capable e-MTB, but at what cost?
• First Look | The 2024 Norco Fluid VLT is a lightweight e-MTB with the Bosch SX motor
• High Pivot Or Bust | Norco updates the Sight and Optic with totally new suspension layout

The most striking update to the bikes is the new high pivot suspension system, dubbed Virtual Pivot Suspension – High Pivot or VPSHP. Utilizing an i-Track configured idler location, the bike’s anti-squat has been tuned for efficiency and responsive feel under power. Norco say the chainstay-mounted idler manages chain growth and pedal kickback.

Falling in line with the Fluid VLT, Norco has switched these bikes from Shimano e-MTB systems to Bosch. Among the changes to the equipment itself, this also brings a custom Norco version of the Bosch e-Bike Flow app.

Here, riders will be able to tune torque, speed, dynamic output, and the assist level. Along with the new motor and suspension design, both bikes feature longer-stroke rear shocks. Norco says this allowed it to tune the suspension design to suit a wider range of rider weights and match the leverage ratio for their new High Pivot linkages.

Ride Aligned 2.0

As mentioned in our high pivot Sight and Optic news article, Norco has released Ride Aligned 2.0. The updated bike setup guide is not just for its 2024 bikes, it includes most of the previously released models too.

What is new in version 2.0 is the broader range of modifiers. This means users can input more information about their riding style and preferences to see what impact these can have on their bike setup. You can now create an account and save your bikes and set-ups into a garage, meaning you can keep track of your settings and changes over time.

This is a handy update for riders as it provides a simple way to track your changes over time or save settings for certain locations.

On the topic of updates from Norco, the brand has also just announced that all its bikes going back to those released in 2014 will now have a limited lifetime warranty. The warranty only applies to the first owner; however, this is big news, especially considering they have backdated it to 2014. For all the details check out the website.

Related:

• Simplifying The Unsimplifiable | Norco’s Ride Aligned demystifies suspension setup

An overview of the 2024 Sight VLT

Sticking with the same travel as its pedal-powered sibling the Sight VLT has a 160mm fork and 150mm travel out back, like the previous VLT the new models retain its mixed wheel size setup.

For 2024 it is powered by a Bosch Performance Line CX motor that delivers 85nm of torque. This is paired with a Bosch Powertube 750Wh battery that should deliver enough power for a solid day of shredding trails. Norco has kept the slide-out design of the battery, and 500Wh or 625Wh aftermarket options are available. However, the MASSIVE 900Wh option offered with the previous Shimano system is no longer available. That said, there will be a 250Wh range extender, however it will only fit in the S3-S5 frames.

2024 Sight VLT Geometry & Sizing

The Sight VLT has had its geometry updated, as well as adopting the number-based sizing as seen with the trio of bikes already launched in 2024. For the new Sight e-MTB, the reach has grown by 17.5mm for a size 3 compared to the older medium equivalent. Stack has increased by 11mm, while the head tube angle stays the same at 64°, the effective seat tube angle which has only increased by .2°, now 77.5°.

Norco has kept its size-specific rear centre lengths. However, this is also home to quite a significant change on the geometry chat, with the rear end now 30mm shorter at 432mm; this has also reduced the wheelbase, which now comes in at 1252mm, 6mm shorter than the older model.

2024 Sight VLT Pricing & Specs

The Sight will be available in a single C1 carbon build in Australia, and will feature a full carbon front triangle, while chain and seat stays will be alloy.

This singular build has an impressive spec list, with Norco not skimping on just about anything; it does come at a price though, coming in at $15,999 AUD. The local Norco distributor Advance Traders says it is expecting to see the Sight VLT hit our shores in late July or early August.

2024 Norco Sight VLT C1

• Frame | Sight VLT Carbon, VPSHP, 150mm Travel, UDH Compatible
• Fork | RockShox Lyrik Ultimate RC2,160mm Travel, 44mm Offset, E-MTB Rated, Fender Included
• Shock | RockShox Super Deluxe Ultimate, 230x60mm
• Wheels | WTB CZR i30 Carbon, 27.5”/32H R, 29”/28H F paired to WTB CZR boost hubs
• Tyres | Front: Continental Kryptotal-F Trail Endurance 29” x 2.4”, Foldable. Rear: Continental Xynotal Enduro 27.5” x 2.4”, Foldable
• Drivetrain | SRAM X0 Eagle AXS T-Type
• Brakes | SRAM Code RSC 4 Piston, Sintered Pads
• Bar | One Up Carbon, 800mm, 20mm Rise and 40mm Norco branded stem 35mm
• Seatpost | TranzX YSI08FL RAD+ Travel Adjust Dropper, 34.9mm, 125mm (S1), 150mm (S2),170mm (S3), 200mm (S4, S5)
• RRP | $15,999 AUD

An overview of the 2024 Norco Range VLT

Just like the Sight VLT the new Range carries over the same 180mm/170mm travel as the previous version. What has been changed is the wheel sizes,  and it’s now offered as a mixed-wheel bike compared to the previously dedicated 29er.

The Range VLT gets the same 85nm Bosch Performance Line CX motor and 750Wh Powertube battery as the new Sight VLT, and riders in sizes S3 to S5 can opt for the additional 250Wh range extender. In Australia, we will get two carbon models and one alloy; the latter will see a carbon front triangle and an aluminium read end.

2024 Norco Range VLT Geometry & Sizing

Geometry for the new carbon and alloy models has been revised too. Both versions of the bike share mostly the same geometry updates and only vary in their seat post-insertion limits and stand-over heights. The Carbon models on average get an extra 25mm of seatpost insertion and a higher stand-over height that varies between 2-7mm across the five sizes.

The reach on the new VLT models has increased, with the size 3 model (previously a medium) adding 22.5mm of reach and 7mm of stack height.

The head angle stays the same at 63°, and the effective seat tube angle has steepened by .5°. The rear centre lengths are also size-specific, and in size 3, they are now 26mm shorter due in part to the smaller rear wheel. Despite the shorter rear centre, the wheelbase has actually grown by 2mm to 1269mm.

2024 Range VLT Pricing & Specs

With three models coming into Australia, the all-singing all all-dancing C1 version is equipped with the RockShox Ultimate level suspension, GX AXS T-Type Transmission, Code RSC stoppers and is priced at $13,999 AUD. At the other end of the spectrum, the alloy build steps down to Select/Base level Rockshox suspension, an SRAM NX drivetrain and SRAM DB8 brakes and comes in at $10,999 AUD. Advance Traders expects these bikes will land in Australia in late July or early August.

2024 Norco Range VLT C1

• Frame | Range VLT Carbon, VPSHP, 170mm Travel, UDH Compatible
• Fork | RockShox Zeb Ultimate, 180mm Travel, 44mm Offset, E-MTB Rated
• Shock | Rock Shox Vivid Ultimate, 230x65mm
• Wheels | Crank Brothers Synthesis E-Bike, 32H, 27.5”/29”
• Tyres | Front: Continental Kryptotal-F Enduro 29” x 2.4”, Foldable. Rear: Continental Kryptotal Enduro 27.5” x 2.4”, Foldable
• Drivetrain | SRAM GX Eagle AXS T-Type
• Brakes | SRAM Code RSC 4 Piston, Sintered Pads
• Bar |Butted 6061 Alloy, 800mm, 25mm Rise with a 6061 Alloy, 40mm Length Stem, 35mm
• Seatpost | TranzX YSI08FL RAD+ Travel Adjust Dropper, 34.9mm, 125mm (S1), 150mm (S2),170mm (S3), 200mm (S4, S5)
• RRP | $13,999 AUD

2024 Norco Range VLT C2

• Frame | Range VLT Carbon, VPSHP, 170mm Travel, UDH Compatible
• Fork | RockShox Zeb Select+, 180mm Travel, E-MTB Rated
• Shock | RockShox Vivid Select+, 230x65mm
• Wheels | WTB HTZ Trail 32H, 27.5”/29”
• Tyres | Front: Continental Kryptotal-F Enduro 29” x 2.4”, Foldable. Rear: Continental Kryptotal Enduro 27.5” x 2.4”, Foldable
• Drivetrain | SRAM GX Eagle
• Brakes | SRAM DB8 4 Piston, Sintered Pads
• Bar | Butted 6061 Alloy, 800mm, 25mm Rise, 6061 Alloy, 40mm Length stem, 35mm
• Seatpost |TranzX YSI08FL RAD+ Travel Adjust Dropper, 34.9mm, 125mm (S1), 150mm (S2),170mm (S3), 200mm (S4, S5)
• RRP | $11,999 AUD

2024 Norco Range VLT A1

• Frame | Range VLT butted Aluminum, VPSHP, 170mm Travel, UDH Compatible
• Fork | RockShox Zeb Select, 180mm Travel, E-MTB Rated
• Shock | RockShox Vivid Base, 230x65mm
• Wheels | WTB HTZ Trail 32H, 27.5”/29”
• Tyres |Front: Continental Kryptotal-F Enduro 29” x 2.4”, Foldable. Rear: Continental Kryptotal Enduro 27.5” x 2.4”, Foldable
• Drivetrain |SRAM NX Eagle
• Brakes |SRAM DB8 4 Piston, Sintered Pads
• Bar | Butted 6061 Alloy, 800mm, 25mm Rise, 6061 Alloy, 40mm Length stem, 35mm
• Seatpost |TranzX YS134 Dropper, 34.9mm 150mm (S1), 170mm (S2, S3), 200mm (S4, S5)
• RRP | $10,999 AUD

The post First Look | The 2024 Norco Range VLT & Sight VLT get Bosch motors & high-pivot suspension appeared first on Flow Mountain Bike.

Located at the top of NZ, the race wrapped in and around Nelson’s mountain bike haven. Despite Nelson’s mountain biking scene being slightly under the radar, the area presents long, raw, natural tracks with elevation drops from which brake-pad dealers earn their revenue.

Day 1: Wairoa Gorge

Day 1 shone bright and early as 120 riders grabbed their bikes and directed their wheels toward the steep and rugged Wairoa Gorge. 

The gorge was purchased by a billionaire back in the 90s who used the acreage to produce his own personal mountain biking playground. These professionally built trails were inaccessible until the land switched hands, opening the trails up to the public. Now that Nelson MTB Club has the green light to make use of the vast 72 km of steep, techy, hand-cut descents, the club booked the area out to kickstart the 2024 NZ MTB Rally. 

Once at the top, riders began to drop off into the stages. Racers were on course from about 09:00 to 15:00, tackling rugged, but well built trails all day long.

Having been involved in EDR events around Europe in the past, the organisers of the event, Trail Addiction, know how to ‘put the heckle on’ for riders coming through to the finish. They even provided vuvuzelas and air horns to get the atmosphere booming. 

The energy of the crowd was helped along by the sizzling BBQ and the stash of ice-cold beverages at the bottom.

Day 2: Golden Bay

After a generous dose of steep, gnarly trails the day before, riders were met with some fast-paced flow on day 2. 

The day only truly began after an essential hit of caffeine at the Woolshed Cafe (which is an actual cafe in an actual wool shed), where riders loaded onto another shuttle headed for Golden Bay and Abel National Park. 

Offloading from the coach, competitors began the trek to the first stage of the day. This special liaison wound its way through one of the few national parks in New Zealand where riding is permitted, as many others are restricted for conservation reasons. The well-established forest of the national park provided an amazing environment to ride through.

Reaching the top of the hill, riders were presented with long, back-country-style stages.

Riders started the day right, coffee in hand from the Woolshed Cafe, before jumping on the first shuttle to Abel National Park.

Day 3: Cable Bay

No sleep for the weak when in NZ! Riders were up at the crack of dawn to make the 80-minute cruise across to Cable Bay. To cut through the early wake-up blues, breakfast and coffee was a welcome addition to the on-board provisions.

The layout for the day included some of the best trails the Cable Bay Adventure Park has to offer. Not to be underestimated, this park recently held the NZ enduro champs and has bagged a Trailforks ‘trail of the week’ award. 

The boat docked very close to the Cable Bay Adventure Park, where riders began the pedal and shuttle liaisons through the park.

Day 4: Coppermine Saddle

We’ve seen 4×4 shuttles and boat cruises, special stages and suspension bridges… I know what you’re thinking: surely the organisers of the NZ MTB Rally couldn’t dream up anything else to make this event even crazier than it already was at this point.

Well, they could, because day four was the first of two heli-bike days included in the week. 

Riders were faced with a thrilling trip where both bike and rider were transported in a helicopter to the top of Stage 1. If they weren’t fully awake boarding the heli, they definitely were by the end.

Once back on solid ground, despite being a bit ruffled by the journey up, racers were clipped in and ready to tackle Stage 1. Built as a trade corridor to the mines of chromite in the 1890s, this trail is now a shared track between mountain bikers and walkers. Flat corners and multiple pedalling sections made this trail challenging to race, but it was at least closed to walkers for the day, so it was only expected that competitors avoided large rocks and trees, not innocent walkers out for their casual morning hike.

The remaining stages included steep sections of trail with roots and tight corners thrown in here and there. A special stage was also included for riders racing the extended course. It was not a mandatory stage for all competitors, but was a treat of a trail for those who rode it.

Day 5: Wakamari

A new day, a new NZ destination. On day 5, riders were transported to Marlborough, where rustic backcountry-style stages lay waiting at Wakamari. 

Following an hour-long bus ride and 8 km of uphill climbing, it was time for the second heli-uplift of the event. The whirlybird took racers to the remote ‘Foster’s Hut’, near the summit of the Wakamarina trail.

It seems that it takes more than one helicopter ride to get used to the experience of the flight, and some riders found the unique shuttle more of an adrenaline boost than the trails themselves.

Day 6: Nelson

The sixth and final day of the NZ MTB Rally… a bittersweet thought; legs were tired and rest was needed, but the tirade of incredible mountain biking was soon to end. 

The course for the final hurrah of the rally was organised so that riders started and finished in Nelson’s city centre, keeping them in close proximity to drinks and a soft bed at the end of the course. 

The layout was similar to previous days of riding and was, naturally, jam packed with 4×4 shuttles, amazing scenery, and 5 special stages to wrap up the week.

Stage 1, aptly named Te Ara Koa (Trail to Happiness), was a dust bowl of good times. Being such a long trail, the stage was split in the middle, allowing riders to coax the circulation back to the hands and arms before heading off once more. 

Unfortunately, Morgane Jonnier went down near the end of Stage 1, taking herself out of the race. She was hot on the heels of the current first place, Rae Morrison, all week, and so it was a shame that the race had to end for her so close to the finish. 

An incredible race by Matthew Fairbrother

The man of the week, Matthew Fairbrother, turned up to the NZ MTB Rally ready to do what no one had ever thought of attempting before… racing the whole event unsupported. This meant no shuttles, no heli drops, no accommodation, and no catering. Why? No one knows. But he succeeded, regardless.

Not only did he manage this amazing feat, but also won the whole event, coming out on top in the Open Men’s category!

Results from the week

Find the full list of results here.

The NZ MTB Rally encompasses Kiwi racing at its finest. Watch this space for more New Zealand-style races to come!

The post Racing, Kiwi-Style | The NZ MTB Rally was an enduro like nothing else appeared first on Flow Mountain Bike.

The latest generation eOne-Sixty is actually two separate bikes. The eOne-Sixty CF is a lighter, sleeker carbon option, while the eOne-Sixty Lite is the heavy-duty alloy bike with a big battery. Finally, the new eOne-Forty Lite has been revamped as more of an SUV e-MTB, and together they all create what Merida has deemed the eTrilogy.

I had the privilege to spend a few days riding the new eOne-Sixty at Hidden Vale Adventure Park west of Brisbane alongside a trio from Merida HQ that developed this new bike.

Related:

• Merida eOne-Sixty 9000 Review | More power, more range & more muscle for 2021
• Talking e-MTB’s with Merida | A deep dive on the eOne Sixty and what’s next for the category
• 2023 Merida One-Sixty Review | A futuristic enduro bike that ticks almost every box
• 2023 Merida One-Forty Review | A high-performance trail bike at an impressive price

Enter the eTrilogy

eBikes have changed quite a lot since the last eOne-Sixty was launched in 2021, and when the team at Merida went back to the drawing board there was more to take into account than just tweaks to geometry and the bits bolted onto it. 

“There are different demands from e-MTB riders. We are always a performance brand, so product managers and engineers want to have the best performance out of the bike. If you put in a big removable battery — 750Wh and also with the cover — the bike immediately gets heavier. There we started discussions about what can we achieve if we have a fixed battery,” says Benjamin Diemer, the CEO of Merida’s Research and Development Center in Germany. 

“The rider groups have changed completely — especially with some of the new motor systems like TQ and Bosch SX showing up — and we thought if we went ahead as we did before that, we just want to have one bike for everyone — that’s not possible any more,” he continues.

So the decision was made to split the platform in two — the more performance-oriented carbon version with a smaller fixed battery and the more budget-friendly bulletproof alloy version with a larger, removable battery. 

While Merida has pitched each of these bikes for a different segment of e-MTB rider, in a similar vein to the analogue One-Sixty and One-Forty, there are a few thoroughfares that connect them.

All three utilise an e-MTB specific version of the brand’s FAST kinematic suspension, which employs a size-specific leverage ratio aiming to offer the best possible performance regardless of whether you weigh 50kg or 150kg.

The eOne-Sixty is based around a flex stay which Merida says is to shave some weight and make for one less bearing to worry about, while the eOne-Forty retains the rear pivot to simplify fitting a rear rack and mudguards.

Stephan Sietz, Merida’s MTB Product Manager, explained that the kinematic of the flexstay is specific to each platform. Despite being an undamped part of the frame, the aim is to create a supple and sensitive platform. 

Thanks to a flip chip in the linkage, both bikes can be run as mullet or full 29er, and this will be the first time the eOne-Sixty can be run with a wagon wheel in the back. 

“People like having the option for it,” says Merida Senior Product Manager 700C + eBikes EQ, Hannes Noller. “To have it as an option, especially for racers, 29er is still much appreciated. We had the same kinematics on the One-Sixty so it was easy for us to implement.”

Merida says it focused on creating low standover heights across the sizing range so that people can size their bikes based on reach and desired handling characteristics.

With the geometry heavily influenced by the latest generation of the One-Sixty, Merida has also employed its adjustable dropper post on some models — with which we’ve had a mixed experience. Merida has also offset the shocks in the frame to allow extra clearance for the range extender — both frames are also coil-compatible.

All three of these bikes also feature Shimano’s EP801 drive system. Unfortunately, none of the builds have the XT Di2 drivetrain, so you won’t be able to take advantage of the coast and auto-shift functionality of the motor.

Merida eOne-Sixty CF

Still with a full-power motor, as the CF at the end of the name suggests, this is the full carbon variety of the eOne-Sixty lineup.

Merida has bumped up the travel at both ends with 174mm at the back matched to a 170mm fork. Coming stock as a mullet, if you opt for the 29in rear wheel, it drops the travel to 160mm.

The EP801 motor is powered by a 600Wh non-removable internal battery. According to Merida, ditching the giant hole in the downtube allowed the engineers to increase stiffness and shave some grams. This also positions the battery lower in the downtube for a better weight balance, and claims the new CF frame is 800g lighter than the previous one.

Diemer says that part of the reason they felt confident to go ahead with what they call a mid-power (smaller battery, full-power motor) e-MTB was in part looking at some of their competitors — like Orbea with the Wild and Rise and Giant with the Trance X E+ Elite — who had already proved this concept can work. 

Seitz explained that when you talk to dealers when people are looking at their first e-MTB often they want the biggest battery and strongest motor. But as folks gain a bit more experience, they realise they don’t need quite so much juice. 

“If you’re buying your second e-Bike you may notice that on your first e-Bike you rarely used the full 750Wh, so you say, okay I’m going to step down because I don’t need to carry around all of that extra battery (read: weight),” says Seitz. 

Initially when the team at Merida mocked up the eOne-Sixty CF current 21x70mm battery cells used across just about every e-MTB only held 5Ah, which gave them about 500Wh for the battery size they are aiming to spec. Noller explains this gave them some pause about whether that would be enough and if folks would be put off by the potential range anxiety. But that same cell jumped up to 5.8Ah which pushed the capacity up to 600Wh calming their nerves.

Merida is also offering a 360Wh range extender that increases the total capacity by more than 50% over its predecessor. 

eOne-Sixty Lite

The eOne-Sixty Lite takes the bones of the CF version — suspension, geometry, mullet and flip chip — and makes it aluminium, with a different battery.

The eOne-Sixty Lite not only opts for the larger 750Wh battery, it makes it removable without tools. Combined with the 360Wh range extender, that’s an 80%increase over the outgoing 630Wh battery!

eOneForty Lite

According to Merida, eOne-Forty Lite falls into the category of an SUV bike, which are super popular in Europe, but not so much here in Australia — yet. Similar to the Scott Patron, these are designed for versatility — in essence, good at everything, but great at nothing — from a weekend trail ride to commuting, grocery shopping, and bike touring.

In the same vein as the bigger version, the eOne-Forty ups the travel to 143 mm at the back in the stock 29in configuration along with a 150mm fork. This bike does have a flip chip allowing for the smaller 27.5-inch rear wheel, which bumps the travel to 151mm.

Spec’d with the 750Wh battery; it’s removable and compatible with the 360Wh range extender.

Merida also opted to move away from the flex pivot at the back, to simplify the seat stay and the mounting of racks. The eOne-Forty is also spec’d with inline shocks across the board.

What’s more, just like the analogue One-Forty, the eOne-Forty will accept the 230x65mm shock fitted to the eOne-Sixty, meaning the rear travel can be bumped to match the big bike. You’ll need to increase the fork travel by the same margin, but it does allow you to DIY your way into the bigger platform should you choose.

eOneSixty Geometry

Bucking the trend from just about every other mountain bike on the market, in a size Mid, the new eOne-Sixty actually has a shorter reach than its predecessor, measuring 459mm the same frame. 

According to Seitz from Merida, a lot of the stability of an e-MTB comes from the extra weight, so a shorter reach aids in manoeuvring that heavy bike.

The stack has also been brought down a hair over the last model, while the head angle is one-degree slacker at 64.4 degrees, and the seat angle is steeper, now at 78.4 degrees.

eOne-Forty Geometry

Sporting a 471mm reach in size medium, the stack is 624mm paired to a 1235mm wheelbase, which is only 10mm shorter than the eOne-Sixty.

With a 66.5-degree head angle being the same, the seat angle has steepened to 79.6 degrees and the reach has grown by 21mm in a size M. The eOne-Fourty Lite definitely cuts a less aggressive silhouette with a clear tilt towards efficiency. While this bike borrows some of its features from the analogue platform, don’t confuse this as a copy-paste across to the e-version, as this bike is designed for a different purpose.

Riding the new Merida eOne-Sixty Lite 675

At Hidden Vale, I had the opportunity to spend a few hours pedalling the alloy Merida eOne-Sixty Lite 675. This is the base model equipped with Marzocchi suspension at both ends and a Shimano Deore Linkglide 1×10-speed drivetrain.

Riding a little over 40km on two rides, all on unfamiliar trails is hardly the arena to tease out the nuance of a bike you’ve never ridden before. However, what I did learn made me all the more excited to spend more time on this e-MTB.

I was on the Mid size eOne-Sixty Lite with a 459mm reach, and straight away, I felt comfortable to push. It’s a very neutral ride both on the climbs and descents, and it doesn’t require much, if any, body english to guide the front wheel over a chunky rock feature or around a tricky corner. Some big, long bikes require a bit of experimentation to find that sweet spot that keeps the front wheel planted — going up and down — this is not the case on the new Merida.

Despite the reach being a tad shorter than what I’m used to, the handlebars didn’t feel like a cramped airline seat on the climbs. That 78.4º seat tube angle puts you in an efficient seated position, and you don’t need to rest your chin on the handlebars to keep weight over the front wheel. I was very comfortable on the Mid size bike, and Long size measures 479mm which is at the upper end of where I’m comfortable, and I would be interested to see how it feels.

170mm is a lot of travel and probably a bit of overkill for most of Hidden Vale’s trail network, but even still, the handling is decidedly low-fuss. Even on tighter and flatter singletrack, the eOne-Sixty rarely felt like a boat—all the more impressive considering it’s anything but a lightweight.

And in that same vein, it doesn’t feel to have come at the expense of overall stability, and it’s anything but skittish through looser and rougher sections of trail. I am super keen to get the eOne-Sixty into some steeper terrain to see what this bike is actually capable of.

When we were at Hidden Vale, the suspension setup guide was not available yet. While I got close, there was still a bit of puzzling needed. Even still, the rear end was exceptionally smooth and active around the sag point, and the rear wheel felt glued to the ground with a near coil-like fluidity.

There was still ample support pushing into berms, and it stayed relatively high in the travel through repeated hits and janky rock features. For an aluminium tube shaped and sculpted so that it bends under force, that flexstay creates an impressive ride feel.

Of note was also the EP801 motor. While it still can’t quite match the grunt of a Bosch Performance CX, the extra watts it packs over the EP8 are immediately apparent. But even more noticeable (or more accurately, unnoticeable) was the way assistance cuts out when you hit the 25kph limit. It doesn’t feel like you’re getting clotheslined when the power cuts out as it does with some of the other full-power motors — especially those like the belt-driven Specialized/Brose units. Rather, the way it tapers off, it just feels as though the bike is heavy again.

Of course, this is the alloy version with the removable battery. Probably one of the most common posts I see in local mountain bike groups on social media is folks who have found a Merida battery cover at the bottom of a rough trail, describing the tree they’ve hidden it behind, so the owner can go back and find it. Now, instead of the rubber pull tab, there’s a twisting latch that seems to be quite a bit more secure — well done Merida.

There is still A LOT to unpack with the new Merida e-One Sixty — we didn’t even get to ride the carbon one! But the short time I spent on the bike left me impressed. I immediately gelled with the geometry, despite some of the key lines on the chart being a little different from what I gravitate towards. The suspension is well balanced, as are the handling characteristics, both when gravity is at your back, and when you and the Shimano motor are pushing against it.

We have an eOne-Sixty headed back to Flow HQ to spend some time riding it on our home trails. Stay tuned for the full review.

Merida eOne-Sixty CF models

Merida eOne-Sixty CF 10K

• Frame | ​​eONE-SIXTY CF4 III, material: carbon, 174 mm suspension travel, 29×2,6″ max. wheelsize, 148×12 mm axle standard
• Fork | Fox 38 Factory eMTB+, Air, 170 mm suspension travel, Tapered, 44 mm fork offset
• Shock | Fox Float X2 Factory, 2 Pos Leve
• Motor| Shimano EP801, 85Nm
• Battery | Trendpower Internal Battery 600 Wh
• Wheels | DT Swiss Spline HXC1501 spline 30  Carbon
• Tyres | Maxxis Assegai / Maxxis DHR II, 29×2.5″, fold, TR EXO+ 3C MaxxGrip, 27.5×2.4″, fold, 3C DD MaxxTerra
• Drivetrain | Sram XX Eagle Transmission AXS 1×12-speed w/ 36 teeth chainring and 10-52T cassette
• Brakes | Sram Code Ultimate Stealth, 4 piston w/ 220/200mm SRAM HS2 rotors
• Bar | MERIDA TEAM TR II carbon, 800 mm width, 20 mm rise
• Stem | MERIDA EXPERT eTR II, material: aluminium, 35 mm diameter, 0° stem angle, Supernova mount, 40 mm all sizes
• Seat Post | MERIDA TEAM TR II, 34.9 mm diameter, 0 mm setback, all sizes 30-230 mm travel Seatpost
• Saddle | Prologo Proxim W400 T2.0 /w Merida Multitool mount
• Claimed Weight | 22.2kg Size M
• RRP | $15,999 AUD

Merida eOne-Sixty CF 7000

• Frame | ​​eONE-SIXTY CF4 III, material: carbon, 174 mm suspension travel, 29×2,6″ max. wheelsize, 148×12 mm axle standard
• Fork | Fox 38 Performance eMTB+, Air, 170 mm suspension travel, Tapered, 44 mm fork offset
• Shock | Fox Float X2 Performance, 2 Pos Lever
• Motor| Shimano EP801, 85Nm
• Battery | Trendpower Internal Battery 600 Wh
• Wheels | MERIDA EXPERT TR II w/ Shimano XT hub
• Tyres | Maxxis Assegai / Maxxis DHR II, 29×2.5″, fold, TR EXO+ 3C MaxxGrip, 27.5×2.4″, fold, 3C DD MaxxTerra
• Drivetrain | Shimano XT M8130 LinkGlide 1×11-speed w/ 36T chainring and 10-50T cassette
• Brakes | Shimano XT, 4 piston w/ 220/203mm rotors
• Bar | MERIDA EXPERT eTR, 780 mm width, 20 mm rise
• Stem | MERIDA EXPERT eTR II, material: aluminium, 35 mm diameter, 0° stem angle, Supernova mount, 40 mm all sizes
• Seat Post | MERIDA TEAM TR II, 34.9 mm diameter, 0 mm setback, all sizes 30-230 mm travel seatpost
• Saddle | Prologo Proxim W400 T2.0 /w Merida Multitool mount
• Claimed Weight | TBC
• RRP | $11,499 AUD

Merida eOne-Sixty Lite 875

• Frame | ​​eONE-SIXTY LITE IV, material: aluminium, 174 mm suspension travel, 29×2.6″ max. wheelsize, 148×12 mm axle standard
• Fork | Rock Shox ZEB Select, Air, 170 mm suspension travel, Tapered, 44 mm fork offset
• Shock | Rock Shox Super Deluxe Select
• Motor| Shimano EP801, 85Nm
• Battery | Trendpower Internal Battery 750 Wh
• Wheels | MERIDA EXPERT TR II w/ Shimano XT hub
• Tyres | Maxxis Assegai / Maxxis DHR II, 29×2.5″, fold, TR EXO+ 3C MaxxGrip, 27.5×2.4″, fold, 3C DD MaxxTerra
• Drivetrain | Shimano XT M8130 LinkGlide 1×11-speed w/ 36T chainring and 10-50T cassette
• Brakes | Shimano XT, 4 piston w/ 220/203mm rotors
• Bar | MERIDA EXPERT eTR, 780 mm width, 20 mm rise
• Stem | MERIDA EXPERT eTR II, material: aluminium, 35 mm diameter, 0° stem angle, Supernova mount, 40 mm all sizes
• Seat Post | MERIDA TEAM TR II, 34.9 mm diameter, 0 mm setback, all sizes 30-230 mm travel seatpost
• Saddle | Prologo Proxim W400 T2.0 /w Merida Multitool mount
• Claimed Weight | 26.1 kg Size M
• RRP | $9,499 AUD

Merida eOne-Sixty Lite 675

• Frame | ​​eONE-SIXTY LITE IV, material: aluminium, 174 mm suspension travel, 29×2.6″ max. wheelsize, 148×12 mm axle standard
• Fork | Marzocchi Z1 eMTB, Air, 170 mm suspension travel, Tapered, 44 mm fork offset
• Shock | Marzocchi Bomber Air
• Motor| Shimano EP801, 85Nm
• Battery | Trendpower Internal Battery 750 Wh
• Wheels | MERIDA EXPERT TR II w/ Shimano TC500-B / Shimano TC600-HM-B hub
• Tyres | Maxxis Assegai / Maxxis DHR II, 29×2.5″, fold, TR EXO+ 3C MaxxGrip, 27.5×2.4″, fold, 3C DD MaxxTerra
• Drivetrain | Shimano DEORE M5130 LinkGlide 1×10-speed w/ 36T chainring and 10-43T cassette
• Brakes | Shimano Deore M6120, 4 piston w/ 220/203mm rotors
• Bar | MERIDA EXPERT eTR, 780 mm width, 20 mm rise
• Stem | MERIDA EXPERT eTR II, material: aluminium, 35 mm diameter, 0° stem angle, Supernova mount, 40 mm all sizes
• Seat Post | MERIDA EXPERT TR II, 34.9 mm diameter, 0 mm setback, XS: 125 mm travel seatpost – S: 150 mm travel seatpost – M/L/XL: 200 mm travel seatpost
• Saddle | MERIDA EXPERT CC, V-mount
• Claimed Weight | 25.6 kg Size M
• RRP | $8,699 AUD

2024 Merida eOne-Forty models

Merida eOne-Fort Lite 400

• Frame | ​​eONE-FORTY LITE IV, material: aluminium, 143 mm suspension travel, 148×12 mm axle standard
• Fork | SR Suntour Zeron 36 X
• Shock | SR Suntour Edge Plus
• Motor| Shimano EP801, 85Nm
• Battery | Trendpower Internal Battery 630 Wh
• Wheels | MERIDA COMP TR II w/ Shimano TC500-B hub
• Tyres | Maxxis Rekon, 29×2.4″, fold, 3C EXO MaxxTerra
• Drivetrain | Shimano CUES U6000, GS, 1×10 w/Shimano SL -MT500-IL / Shimano CUES U6000 shifters, 36T chainring, 11-48T Cassette
• Brakes | Shimano MT420, 4 piston, w/ 203mm rotors
• Bar | MERIDA EXPERT eTR, 780 mm width, 20 mm rise
• Stem | MERIDA EXPERT eTR II, material: aluminium, 35 mm diameter, 0° stem angle, Supernova mount, 40 mm all sizes
• Seat Post | MERIDA EXPERT TR II, 34.9 mm diameter, 0 mm setback, XS: 125 mm travel seatpost – S: 150 mm travel seatpost – M/L/XL: 200 mm travel seatpost
• Saddle | MERIDA EXPERT SL, V-mount, incl. MERIDA minitool
• Claimed Weight | 26.3kg Size M
• RRP | $6,999 AUD

The post 2024 Merida eOne-Sixty First Ride | Merida splits the eOne-Sixty into two models and revamps the eOne-Forty appeared first on Flow Mountain Bike.

An overview of the 2024 Norco Fluid VLT

Designed for all-round trail riding, the Norco Fluid VLT is a lightweight e-MTB that sits in a similar space to the Trek Fuel EXe, the Scott Voltage and the Specialized Levo SL.

Most Fluid VLT models are equipped with a 150mm travel fork and 140mm of rear travel. The exception is the top-end model that drops the travel down by 10mm at each end. This allows Norco to spec lighter duty suspension in order to achieve that impressive 18.1kg claimed weight.

Every Fluid VLT features a mullet wheel setup with a 29in front wheel paired to a 27.5in wheel at the rear. The smaller rear wheel helps Norco to keep the chainstays a lot shorter than its existing dual-29in e-MTB range.

Given its focus on weight, it’s no surprise that Norco has built the Fluid VLT around a carbon fibre mainframe. The two cheapest models utilise an alloy rear end, while the top two models upgrade to carbon for further weight savings.

The new Bosch SX motor

The heart of the Norco Fluid VLT is its new Bosch Performance Line SX motor.

This compact drive unit is claimed to weigh just 2kg, making it one of the lighter mid-drive motors on the market. It produces 55Nm of peak torque, but manages to pump out an astonishing 600W of peak power, which is considerably more than the TQ HPR50 (300W peak power), the Levo SL 1.2 motor (320W peak power) and the Fazua Ride 60 (450W peak power).

Powering the motor is a slim 400Wh Bosch CompactTube battery that’s bolted inside the fully enclosed downtube. This means the battery isn’t designed to be easily removable, so it really needs to charged in situ via the port on the frame.

Norco has integrated the Bosch System Controller into the top tube of the Fluid VLT frame, and there’s a wireless remote next to the left hand grip for changing the assist level.

Geometry & sizing

As with the latest Optic and Sight, the Norco Fluid VLT updates to a new S-sizing concept. Instead of the traditional ‘Small, Medium and Large’ options, you’ve now got S1-S5. This encourages riders to choose the right size based on their preferred reach and stack. However, there is still a recommended height range for each frame size that’ll help you to narrow it down.

Geometry is certainly on the progressive side with a 64.5° head angle and a 76.5-77.5° seat angle. Those angles are for the 150/140mm travel Fluid VLT, so you can expect them to steepen by half a degree on the 140/130mm travel model.

Norco continues to use size-specific rear centre lengths, with the smallest frames featuring a compact 432mm rear centre. The largest S5 size stretches the rear centre up to 444mm.

Norco Fluid VLT price & specs

There are four models in the 2024 Norco Fluid VLT lineup, with prices starting at $8,999 AUD for the C3.

As mentioned above, the top two models get a full carbon frame, while the two cheaper models pair a carbon mainframe to an alloy rear. Otherwise every model is built around the same Bosch Performance Line CX motor and 400Wh battery.

We’ve got a Fluid VLT on the way for testing soon, so keep your eyes peeled to our website for the incoming review!

2024 Norco Fluid VLT C1 130

• Frame | Carbon Fibre, VPS Four-Bar Suspension Design, 130mm Travel
• Fork | RockShox Pike Ultimate, Charger 3 Damper, 44mm Offset, 140mm Travel
• Shock | RockShox Deluxe Ultimate, 185x50mm
• Motor | Bosch Performance Line SX, 55Nm Peak Torque
• Battery | Bosch CompactTube 400Wh
• Wheels | Industry Nine 1/1 Hubs & Crank Brothers Synthesis Carbon Enduro  Carbon Rims, Inner Width: 31.5mnm Front & 29.5mm Rear
• Tyres | Continental Kryptotal Trail 2.4in Front & Xynotal Trail 2.4in Rear
• Drivetrain | SRAM XX Eagle AXS Transmission 1×12 w/Praxis Carbon Crankset & 10-52T Cassette
• Brakes | SRAM Level Ultimate Stealth 4-Piston w/180mm Rotors
• Bar | OneUp Carbon, 20mm Rise, 800mm Width
• Stem | Norco SL 6061 Alloy, 40mm Length
• Seatpost | OneUp, 31.6mm Diameter, Travel: 125mm (S1), 150mm (S2), 170mm (S3), 200mm (S4-S5)
• Saddle | Fizik Ridon
• Claimed Weight | 18.1kg
• RRP | $16,999 AUD

2024 Norco Fluid VLT C1 140

• Frame | Carbon Fibre, VPS Four-Bar Suspension Design, 140mm Travel
• Fork | Fox 36, Performance Elite, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X2, Performance Elite, 185x55mm
• Motor | Bosch Performance Line SX, 55Nm Peak Torque
• Battery | Bosch CompactTube 400Wh
• Wheels | Crank Brothers Synthesis Alloy Enduro, Inner Width: 31.5mnm Front & 29.5mm Rear
• Tyres | Continental Kryptotal Trail 2.4in Front & Xynotal Trail 2.4in Rear
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/Praxis Carbon Crankset & 10-52T Cassette
• Brakes | SRAM Code Silver Stealth 4-Piston w/200mm Rotors
• Bar | OneUp Carbon, 20mm Rise, 800mm Width
• Stem | Norco SL 6061 Alloy, 40mm Length
• Seatpost | OneUp, 31.6mm Diameter, Travel: 125mm (S1), 150mm (S2), 170mm (S3), 200mm (S4-S5)
• Saddle | Fizik Ridon
• Claimed Weight | 19.3kg
• RRP | $13,999 AUD

2024 Norco Fluid VLT C2 140

• Frame | Carbon Fibre, VPS Four-Bar Suspension Design, 140mm Travel
• Fork | Fox 36 Rhythm, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X2, Performance Elite, 185x55mm
• Motor | Bosch Performance Line SX, 55Nm Peak Torque
• Battery | Bosch CompactTube 400Wh
• Wheels | Bear Pawls Hubs & WTB KOM Trail Alloy Rims, 30mm Inner Width
• Tyres | Continental Kryptotal Trail 2.4in Front & Xynotal Trail 2.4in Rear
• Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/Praxis Alloy Crankset & 10-52T Cassette
• Brakes | TRP Trail EVO 4-Piston w/203mm Rotors
• Bar | 6061 Alloy, 25mm Rise, 800mm Width
• Stem | Norco SL 6061 Alloy, 40mm Length
• Seatpost | TranzX RAD+, 31.6mm Diameter, Travel: 125mm (S1), 150mm (S2), 170mm (S3), 200mm (S4-S5)
• Saddle | Fizik Ridon
• Claimed Weight | 19.9kg
• RRP | $11,499 AUD

2024 Norco Fluid VLT C3 140

• Frame | Carbon Fibre, VPS Four-Bar Suspension Design, 140mm Travel
• Fork | RockShox TBC, 44mm Offset, 150mm Travel
• Shock | RockShox Deluxe Select+, 185x55mm
• Motor | Bosch Performance Line SX, 55Nm Peak Torque
• Battery | Bosch CompactTube 400Wh
• Wheels | Bear Pawls Hubs & WTB ST Tough Alloy Rims, 30mm Inner Width
• Tyres | Continental Kryptotal Trail 2.4in Front & Xynotal Trail 2.4in Rear
• Drivetrain | Shimano Deore 1×12 w/Praxis Alloy Crankset & 10-52T Cassette
• Brakes | TRP Slate EVO 4-Piston w/203mm Rotors
• Bar | 6061 Alloy, 25mm Rise, 800mm Width
• Stem | Norco SL 6061 Alloy, 40mm Length
• Seatpost | TranzX, 31.6mm Diameter, Travel: 125mm (S1), 150mm (S2), 170mm (S3), 200mm (S4-S5)
• Saddle | WTB Volt Med
• Claimed Weight | 20.3kg
• RRP | $8,999 AUD

The post First Look | The 2024 Norco Fluid VLT is a lightweight e-MTB with the Bosch SX motor appeared first on Flow Mountain Bike.

With the long 125km course climbing one side of the 1,397m Mount Canobolas, and the shorter 65km loop culminating in an ascent on the other side — mostly on gravel, of course — 41% of the field were repeat goodnessgravel-ers, with some coming from as far as Tassie to pedal through the scenic Orange360 region.

When you sign up for a goodnessgravel event, you’re assigned a number for life. Levy tells us that bib numbers 001 and 003 were at the event — among the other repeat offenders.

Related:

• goodnessgravel series expands to four events for 2024
• 2024 Scott Addict Gravel Tuned | A gravel bike all about hot, nasty, badass speed
• 2023 Santa Cruz Stigmata Review | A versatile gravel racer with a wild side

Orange is your lucky colour

With a course designed in collaboration with a local rider, Levy tells us they were sweating in the lead-up to the event — literally.

“It was like 30-34°C until Friday and then there was a cool change that came through. It was brisk and definitely cold on the startline — maybe 11-12°C — but then the maximum temperature during the day was maybe 23°C,” he says.

But that was only the start of the whimsy that would eventuate over the weekend. It was beautiful, dry and dusty all day, with rain forecast for the afternoon. The course closes for the day at about 2:30-3pm, and Levy tells us it started to sprinkle at 3pm — what luck!

But that’s not all. A five-time goodnessgravel rider somehow managed to lose his car keys en route to the course, and after backtracking and scanning 6km of gravel road, he found them! But the whimsy of goodnessgravel Orange still hasn’t been fully exhausted.

The very last rider to register was chosen at random to win the Panaracer Plate —Levy literally uses an app called Random # to draw the winner — which sees the rider’s name go on the plate, and they take home a $500AUD gift certificate with event sponsor SCV Imports.

The gravel berg at the end

goodnessgravel Orange was Karl Michelin-Beard’s third event in the series (he’s number 261 of 1,260).

“It was a hard course, but it was fun — a bit rowdier than some of the other events. There were some fast descents into some pretty wild rocky bits which was really fun. For that style of event where you’re not racing and it’s a bit more of a ride, it makes it that much more fun,” he says.

Starting and finishing at Lake Canobolas, the course was hardly a walk in the park, with the gravel ascent of Mount Canobolas looming large late in the day.

“I think everyone was kind of anticipating the big hill at the end,” he says. “The start of the climb was lovely; it’s a really nice smooth fire road — maybe a 5-6% gradient. As you get towards the top, it gets a bit chunkier and a bit more chunky. By the top you’re kind of riding on almost a mountain bike kind of fire road.”

“It was certainly challenging after 120km, but still plenty of fun,” he says.

While they gave folks ample warning to be prepared for this climb — especially with the WWW (Will We Walk) section near the top — Levy says that is what people love about these events.

“The challenging parts are what people remember about events. It’s not supposed to be all tailwinds, sunshine, and lollipops. It’s got to be something that makes people go, wow, that’s tough, but it was amazing. It was tough but achievable, and we already have people who did the 65km course saying they’ll be back next year for the 125km,” he says.

The payoff of course was a fast descent back into Lake Canobolas —which has a sandy beach, and is an ideal spot for a post-ride dip — and a sausage sizzle put on by the Lakeside Kiosk & Cafe.

“They did a full gourmet sausage sandwich,” says Levy. “(The guy who runs it,) he’s actually an ex-hatted restaurant chef.”

“He did a full, beautifully manicured sausage on a nice handmade roll — it was definitely a highlight,” he says.

Aid stations to write home about

goodnessgravel isn’t one of those events that is about suffering for the sake of suffering, and the Orange stop saw a few treats sprinkled along the course to keep the vibes up and give folks a few surprises to look forward to along the way.

“At the 37km rest stop, we had the choice of bananas and homemade biscuits. We had a heap of bananas left over,” Levy laughs. “All the leftovers were donated to (a group that helps the) needy in Orange, so nothing goes to waste,” he says.

The 70km rest stop was in a small rural town called Cargo, which has a population of about 200 permanent residents.

“The RFS in Cargo did a water treatment on the road to keep the dust down through the rest stop area. They were like, ‘Well, we’re going to stand here for three hours, and we don’t want all the food to get all dusty, so we’ll just take the water tanker out and keep the dust down,’” he says.

As far as over yonder, luxury aid stations go, the volunteers from Cargo had put together quite the operation.

“Literally, we had a restaurant in the middle of nowhere. They cut all the grass down, and we had tents and a guy playing blues music out there,” he says.

A few kilometres down the road, when the climb back up to Canobolas started, another volunteer from Cargo had a special ice-block stop, which Levy says riders were very excited about.

Locals from the RFS, the Orange Lions and Rotary Club, and the local Orange Bicycle User Group came out to support the event, and Levy said a massive thank you to all the folks who fed riders and cheered them on through the day, marshalled the course and helped the event to run without a hitch.

Next year and beyond

goodnessgravel Orange will be back next year, so don’t be overcome by too much FOMO if you missed out. Levy tells us that they will be looking to traverse more of the State Forest.

“There’s a bit of a spaghetti junction in there, so it would be fun to spend a little more time exploring the area. Our course designer is an Orange local,” he says.

“It also depends on what part of that forest has been logged — because it’s a working forest. We won’t be able to know the true course until closer to the 2025 date, which makes it exciting,” he says.

In the meantime, if you missed goodnessgravel Orange, the event in Glen Innes is only a few weeks away, scheduled for April 13!

Be sure to check out our full overview of the goodnessgravel series. Entries are open for the Glen Innes event now, head over to the goodnessgravel site for more info.

Photos: Outer Image Collective / goodnessgravel

The post Canobolas To Cargo And Beyond | goodnessgravel Orange NSW appeared first on Flow Mountain Bike.

Designed to be a mini version of large-scale events like Cape to Cape or Port to Port, the Quad Crown will spread its wings around Australia, touching down for four massive events in Tasmania, Queensland, New South Wales and Victoria.

But with a new year, there are new questions; How will the series remain a stand-out from the average mountain bike competition? What changes have taken place from last year? What new destinations will be in the 2024 schedule?

To answer these, Quad Crown Race Director, Jason Dover, filled Flow in on the layout for a bigger and better series on its way.

What Sets the Quad Crown Apart?

Still touching on the roots of a timed mountain bike race, the Quad Crown has formatted its events so that the race is not so heavily weighted on competing against other riders. Visiting some amazing destinations in Tassie and mainland Australia, the series puts the most emphasis on the destination and a good social atmosphere.

Dover says the places where the events are held are always a great destination to travel to, maybe even uncovering areas people haven’t traditionally gone to to go riding.

“(People will) “be able to ride and have fun,” Dover says. “But also see a beautiful part of the world…and you (don’t) have to take a week off work to go and take part.”

The weekend is riddled with social events to cool down and relax from the rush of long days on the bike. After each stage, a new venue will be on the agenda for an afternoon function, allowing riders to sit back and soak in mountain bike culture at its finest.

Handicap system, Weekend Warriors and the Overall Crown

Entering a race with friends is always good fun and games, but at the end of the day, they are still the people you are competing against for the top step. The Quad Crown team have taken it upon themselves to provide riders with an event in which they don’t have to race against friends, but purely against themselves.

With the addition of prelude stages, Weekend Warriors and a neat handicap system, The Quad Crown has uniquely designed a whole other genre of mountain bike racing into the series.

Introduced last year, the handicap system of the Quad Crown series was a huge success. The general structure of the system is reliant on the Prelude stage on the Friday afternoon; riders will receive a handicap score based on their results from the prelude and their performance over the rest of the weekend will be compared to this score. The rider who has improved the most on, or has maintained a time closest to their initial handicap, will be awarded the position of the Weekend Warrior.

“When we say it’s a race, all they’re doing is really racing against themselves,” Dover says. “Off the prelude they are given a handicap and then the riders that can ride to the best of their ability and closest to their handicap over the next two stages — they’re riding to the Weekend Warrior crown.”

This means that even though a rider may not be the fastest in their field, they will still always be in the running for a podium finish at the end of the day.

“We experimented with (the handicap system) over the first event (of 2024) and refined that system to the point that we’ve got it down-pat now,” says Dover. “It’s a great feature of the event moving forward.”

As the Weekend Warrior is more catered toward the average rider and is up for grabs to anyone in the event, recognition is also given to the riders who have crosed the line in the fastest time, overall.

These hardcore mountain bikers at the pointy end of the field accumulate points from each success, stepping closer to receiving the Overall Crown at the end of the series. A coronation will see successful riders being presented with a physical crown.

Quad Crown racing format

Here we get into the nitty-gritty of the Quad Crown series and how each weekend will run. The format of the 2023 series was a huge triumph. In keeping what has worked best in the past, each race will see a similar layout to last year, with a few tweaks popping up here and there.

Each event in the Quad Series will involve a shorter Prelude stage on the Friday afternoon, and two larger scale stages spread over the Saturday and the Sunday.

“The races all have the same format with the Prelude — which is somewhere between 8 and 10 km — on the Friday afternoon as a bit of a warm up ride,” Dover says. “Riders can get into the town, get (their) bike set up, give it a run, test the local trails and conditions and then go and have a welcome drink after it and meet everyone.”

Stage 1 and Stage 2 are held on Saturday and Sunday morning. Each stage will include a 30-50 km pedal with around 900m worth of climbing. The stages will present riders with a mixture of singletrack and fireroad terrain, but this year, the course designers have made singletrack a much larger part of each circuit.

“We have taken a lot of the long gravel-grind-type-chewing-the-handlebars riding out of it, and put more fun stuff,” says Dover. “I think most of our stages would have over 75% of singletrack in there, (with) a real focus on the fun, flowy, enjoyable side of riding your bike.”

After the stage is finished then it’s onto the social functions, which take riders to a new venue each day for some beers, burgers, and good times.

The Four Quad Crown Destinations for 2024

Now we know the format, let’s talk about the destinations. Venues for the Quad Crown will take riders far and wide, stopping off at some of the most scenic and well-designed mountain biking hubs around mainland Australia and Tasmania.

Let’s get into it, so you can plan the trip while there is still time:

Wild Penguin | Devonport, Tasmania | 8-10 March

When people head to Tassie for riding, usually they will straight line to the likes of Blue Derby, Maydena or St. Helens. But little do many people know, just off Devonport are a pair of mountain bike trail networks like no other, located in Penguin and flowing along the Mersey River.

To kick off the weekend, the Friday afternoon prelude will see riders around a 10km loop of the Penguin Mountain Bike park. After some good old-school singletrack, the stage will finish at the Penguin Brewery for the very necessary welcome function of the event.

Stage 1 on Saturday — a 53 km long wind around the northern end of The Wild Mersey trail network. This stage will include 1060m of elevation, the renowned 10km Raptor Ridge Descent dropped in the middle to provide professionally-built flow to the course.

Sunday’s Stage 2 will then hit the remainder of the Wild Mersey trail network, starting and finishing at the Seven Sheds Brewery in the town of Railton.

Presentations will be held at the brewery, celebrations will ensue, and riders will be looking ahead to the next event on the way.

Related:

• The Wild Penguin kicks off the 2024 Quad Crown series in Tassie
• What’s new at Wild Mersey | The tri-town trail network is finally complete

The Sunny 80 | Sunshine coast, Queensland | 7-9 June

The Sunshine Coast is an amazing tourist attraction for avid beach-goers, but it is made all the better when you can head to the coast with bikes in tow.

The Sunny 80 will be an event to behold, as the Sunshine Coast is set to co-host the Olympic and Paralympic games in 2032. While the construction of the venue for the races is still a little ways off, with the amount trail building and maintenance going on in the area, racers will be in for some Olympic-standard riding over the course of the weekend.

Related:

• Your Order Of Warm Weather Has Been Delivered | The Quad Crown Sunny 80 crowns two new royals on the Sunshine Coast

The event will kick off like the rest — with the Prelude. An 8 km loop is set for the afternoon, featuring trails from the Sugarbag Trail Network on the coast of Caloundra. Closing off the first day with stunning sea views just around the corner, the Prelude will end at the Moffat Beach Brewing Co. for the welcome function.

Stage 1 will see a 35 km loop of the Parklands Trail Complex. Starting and finishing in the Hidden Valley at Nambour, the course cuts between singletrack and fireroad for an exciting mixture of both.

The Sunny 80 will then bring a twist into the usual style of the Quad Crown events. Taking place 20 minutes east of the Sunshine Coast at Ewen Maddock Dam, Stage 2 will be split into two. The first part will be a 10 km special stage about Ferney Forest, which Dover claims is one of the more beautiful places you could ride.

Stage 2 will then restart from the Country Club up to Dularcha National Park, flowing into Ewen Maddock trail complex to finish at the banks of the Dam.

The Orca | Eden, New South Wales | 6-8 September

Located on the Sapphire Coast in New South Wales, The Orca will take riders around the trails at Gravity Eden and Tathra. With trails designed and built by the people responsible for producing the amazing mountain biking found at Derby, Smithfield and Mount Buller, Eden was built by some of the best.

On Friday, the Prelude will start at the main Eden Trail Hub, leading riders into 10-12 km of trails, new as of 2023, finishing off with the welcome function at Hotel Australasia.

Stage 1 on Saturday involves a 35 km pedal with 900 m of elevation around Tathra. Starting and finishing at the Tathra Hotel, amazing views of Australia’s eastern coastline will prove an irresistible distraction throughout the day.

Related:

• Welcome to Eden | Quad Crown The Orca gives riders an exclusive first ride of new Eden trails
• Welcome to Paradise | Exploring Gravity Eden

Sunday’s Stage 2 presents a different route from last year, following some comments on the brutal start climb in 2023. Course designers have been hard at work to make improvements, and the initial uphill slog has been removed. The stage will now start and finish at Hotel Australasia on the main street of Eden and will still be a challenging one, presenting racers with a 40-50 km ride with 900 m of elevation in total.

The Big O | Omeo, Victoria | 8-10 November

A new addition to the series in 2024, Omeo will provide a race along the renowned Great Alpine Road in Victoria. Nestled in the mountains, there is no shortage of elevation to provide for some exciting coursework.

Omeo was meant to come into the Quad Crown picture in 2023, but due to delays in trail building, it was forced to step down. This year, however, it is back, presenting a completed network of flowy and rugged trails to explore.

The Friday will begin the event with the Prelude stage, kicking off in Dinner Plain. The course is set for a 10 km circuit of the surrounding trails, finishing with a welcome function at a to-be-announced venue.

When Stage 1 rolls around, riders will warm the legs with an initial climb up Mount Sam. A 500m descent between Mount Sam to Mount Mesley will then lead folks back to Livingstone Park for the afternoon social event.

Stage 2 will take place at Mount Mesley, beginning with a climb out of Livingstone Park towards the brand-new trails in the area. Stage 2 will be a day of mountain biking at its finest, with the vast majority of the course trailing through freshly laid single track.

The Black Pearl | Newcastle & Lake MacQuarie | 7-9 March, 2025

The Black Pearl was called up to the big leagues last year when Omeo was forced to back out of the series. The event, pieced together in record-breaking time, was such a hit that if it was taken off the schedule, there would be uproar.

To avoid a lot of disappointment and a hoard of emails, The Black Pearl has been released at the same time as this year’s schedule, but as the first event of the Quad Series in 2025.

“It was such a good event… so many people in the Australian mountain biking scene were glad to see us back in Newcastle (that) we wanted to commit to the fact that the event wasn’t just disappearing 12 months later,” Dover says. “So that’s why we have included (Newcastle) as the first event for 2025, just so people still know it’s coming.”

Related:

• The Black Pearl finds treasure in Newcastle for the Quad Crown finale

The Black Pearl 2025 will be similar to its 2023 predecessor, beginning with a 10 km Prelude Loop around the Glenrock trails. Following its way around the classics, trails like Twisties, Double Barrel, Seismic and Snakes and Ladders will all be on the agenda for Friday afternoon.

Stage 1 will then start and finish at the Awaba Mountain Bike Park on Saturday. The course will take riders along Polly Waffle, Skids for Kids, Tunnel of Love and The Faulk Line.

A range of different trail networks around Newcastle will then be explored in Stage 2. The course will flow from Whitebridge, to Red Head, to Fernleigh, then Glenrock, starting and finishing at the Royal Crown Hotel in Dudley.

Even though the event in Newcastle has already been confirmed for 2025, the full Quad Crown schedule for next year has not been released yet. Dover did, however, hint that some new destinations may be coming into the picture next season.

“We have had a couple of tourism regions and new trail building happening around Australia where people have been in contact and suggested going to their destination next,” Dover says. “So we’ll keep all that in mind as we develop the 2o25 schedule.”

With an exciting schedule set for 2024 and the lineup of destinations and trails, this year’s series is looking just as sparkly as the crowns will at the end of the four events.

What type of Rider is the Quad Crown for?

The Quad Crown is a race styled to present a challenge, and a good time. The designs of the handicapping system and the Weekend Warrior mean the event is not focused so much on how quickly you (or elite riders) can complete the event, but on personal improvement on the bike and having fun while doing it. Meaning you do not have to be the ‘best of the best’ to register.

“The way that we are designing the courses and the fact that it’s two stages over the weekend with a Prelude stage on Friday… it’s meant to be accessible for the average rider,” Dover says. “We try to maximise singletrack and the fun side of riding rather than making them long slogs like the XC stages you see at the Cape to Cape and that type of event.”

The Quad Crown also allows for riders to register for only one day of the event, so if two big days on the bike sounds like too much, there is the option to do a little less riding, but still be part of the great race environment.

For more info or to grab your spot, head over to the Quad Crown website.

The post Stage Racing For Everyone | The Quad Crown series is back for 2024 appeared first on Flow Mountain Bike.

Yes, this is the chance for you to relive your glory days and fight for a rainbow jersey at the same venue where Nino Schurter, Loic Bruni, Jolanda Neff and Miranda Miller earned a fancy multi-colour jumper, along with Thomas Frischknecht (after Jérôme Chiotti was popped for EPO) Nicolas Vouilloz, Alison Sydor and Anne-Caroline Chausson earned their rainbow bands.

Set to run May 16-19, riders from representing ten countries have already signed up. Local legends like Michael Ronning, Mal Dalton, and Miles Davis will be donning a number plate. AusCycling Mountain Bike Events Operation Manager Ian Harwood says USA’s Lee McCormack is signed up for the DH, and Spain’s Tomi Misser is signed up for both XC and Downhill.

Related:

• National champs in Awaba is nearly here | Here’s what you can expect
• Sunshine and massive orange jumps | Crankworx lands in Cairns this May
• Flow’s Ride Guide | Smithfield, Home of Crankworx Cairns

Who can enter the UCI Masters MTB World Champs?

Just like US Presidents, you must be at least 35 years old to compete in the Master’s World Champs, with the age categories split into five-year increments.

But this isn’t just for those spry chickens on the edges of middle age. Harwood tells us there is one rider in the 80-84 XC, and three in the 70-74 year old downhill — what legends!

Worlds Downhill in all of its glory

Cairns has had a difficult wet season, and Smithfield has received quite a beat down. The Cairns Mountain Bike Club and local trail-building outfits have been hard at work getting the network back up and running where needed.

“After the flooding events, there was significant damage to the shuttle road, but the actual (Worlds Downhill) course itself was fine. Glen Jacobs and Ryan De La Rue and those boys hike a biked up the shuttle road to get up there over these landslides and down trees and whatnot. But then they could do a top-to-bottom run of the Downhill,” Harwood tells Flow.

Following the exact alignment as it always has, it will no doubt offer some nostalgia for the select riders who have raced Worlds here in their younger days. That said, they are giving it a bit of a freshen-up — it is going to be hit pretty hard over the space of a fortnight — and, being a Masters event, will be reinstating some of the B-Lines.

The main event takes place on Saturday, with seeding through midday and finals in the afternoon.

For training and seeding, riders will be split into A and B groups so that everyone isn’t all trying to get on the bus at once. Harwood also notes that riders planning to race both disciplines will be put in practice slots that allow them to take advantage of time on both courses.

Classic Cairns course for XC

The XC course is also getting a bit of a touch-up and will be reminiscent of the 2017 Worlds Course. Harwood tells us they will hit the quintessential Cairns elements that remain in the network.

“The main difference is that first initial climb up Cadel’s which takes you up to the water tank. In the 2017 Worlds course, there was another pinchy climb that takes you up along the ridge where you can see the eastern seaboard and the islands — we’ve taken that bit out,” says Harwood.

From the water tank, the course drops back down to Centipede — where Jacob’s Ladder used to be, which has now been taken over by slopestyle — and back towards the village.

“Then you’ll do a section which wasn’t part of the ‘17 course, but it was in the 2014 World Cup and ’96 World Champs, with some of the fingers — the Wobbegong fingers that go back up the hill after crossing underneath the downhill,” says Harwood.

The course then heads for a loop of Greenfields and back to the traditional start finish.

According to Harwood, there are lots of previous Masters World Champs coming in from Europe and South America, particularly on the XC side. They’re not exceptionally well-known riders but have come to defend their title and will likely have some firepower to boot.

The atmosphere

While the crux of the weekend is of course the racing, it will be great spectating as you will be able to see riders you grew up watching putting on a masterclass in their craft.

Masters World Champs will also have a full gear expo, with some of the exhibitors setting up shop for both this event and Crankworx.

“We’ve also got a few groups like NS Dynamics that are coming up just for the masses as a (suspension) service technician,” Harwood says. “There will be merch being sold, bar and food outlets and a bunch of other things happening,” he says

How do you enter the UCI Masters MTB World Champs?

This is your chance for glory! Just picture it, standing on the podium with a rainbow-striped jumper — a real one, not that cheapo you bought on eBay. Entries are open now over on the UCI MTB Masters Worlds site, and will close the week of the event.

The post A Chance For Glory | UCI Masters MTB World Champs is headed for Cairns appeared first on Flow Mountain Bike.

Coming in hot, this event is set to take place on the 8-10 of March in one of the hidden treasures of Tasmanian mountain bike destinations; the Wild Mersey and Penguin trail network.

With stages only 30 minutes west of Davenport, the event is full of courses to take racers far and wide, and social events to keep the atmosphere lively, on and off the trails.

To get some insight into the first event of the series, Flow caught up with Course Director, Quad Crown Designer and Stage Creator, Liam McGuire, to get an overview of the stages and how the Wild Penguin event will set the sights high for the remaining destinations in the series.

Check out last year’s Wild Pengiun below

• Smiles all around | The Quad Crown Series kicks off with The Wild Penguin

The Prelude | A fast beginning to the weekend

Beginning the event, the course directors have riders’ best interests at heart — expecting racers to travel long distances with packed bikes and bags, only to be thrown headlong into massive stages over the weekend, is not how the Wild Penguin event rolls. So, to kickstart a big weekend of riding and racing, the Friday afternoon Prelude will be held in the seaside town of Penguin, just a 20-minute drive from Davenport West.

“It’s designed to be a half-an-hour head-out where people who have travelled (get the) chance to stretch their legs a little, but also check if there are any bike issues which need attending to”, says McGuire.

From a self-seeded start, riders will roll out into a swift 9.8km loop of singletrack at the Penguin Mountain Bike Park. The course includes flat and fast sections of trail, also sampling some of the descent from the Iron Tor loop — a trail which McGuire praises as being on the same level as descents found at St. Helens or Derby.

“The Iron Tor loop was built by Next Level Mountain Bike who are the same people who are building the new Mogo trails (in New South Wales)”, McGuire says. “It is one of the best descents I have ever ridden.”

Littered with fast sections of trail and countless, spectacular berms, the descent will spill out onto the Montgomery Loop to lead riders back to the finish line.

While riders can take the prelude as a warm-up lap before the weekend, times will be used to seed folks for the next day and will be added onto the racer’s overall result. The prelude also sets your handicap in the competition to take the overall position of Wild Penguin Weekend Warrior — more on this later.

Stage 1 | Riding Raptor Ridge | 53km

Saturday houses the biggest stage of the event; a 53km pedal through the Wild Mersey trail network. Similar to last year’s course, the stage will begin just 10 minutes from Davenport in a place called Warrawee in Latrobe.

From a quaint country town, Latrobe turns into a bustling mountain bike haven as riders push off at 9am to tackle the first stage of the weekend. Racers are led through the town of Railton, feeding their way into the Wild Mersey wilderness, then onto the highlight of the stage — the 10km Raptor course.

This trail leads its way up and over Raptor Ridge, where stunning views and even better mountain biking will be on the cards. Tackling a 5km climb through switchbacks up Raptor Ridge, this section of the stage will get the blood pumping. Thankfully, what goes up must come down, and folks will definitely have earned their turns as they begin the descent from Raptor Ridge.

“(The way down is) via a track called the Railton Express which is about 15 km of really flowy, nice singletrack which basically takes you back to the finish,” McGuire says.

With a heap of singletrack to offer, along with flat, steep and fast sections, Stage 1 provides riders with a blast of adrenaline and speed to start the weekend on a high.

Stage 2 | A totally different side of Wild Mersey | 37km

On Sunday, Stage 2 will see competitors tackle 37km of singletrack and trails through Wild Mersey bushland.

The first section of Stage 2 has changed from last year — instead of beginning with a technical climb, riders will kick-off the stage in the epicentre of Railton, on a road just off the main street. Then it’s onto a track called the Railton Rattler, traversing through a range of picturesque countryside, following a nice gradient through the hills.

“We changed Stage 2 a little bit responding to feedback about the start being too difficult,” McGuire says. “Last year it had a big climb at the start, so we’ve changed it this year and it’s going to be a lot more fun.”

From the Rattler, the stage leads riders into the Sheffield end of the trail network. Different from the Wild Penguin event in 2023, the trail will drop racers out at about the halfway point of where riders joined it last year. Here, they’ll be presented with a completely new section of the Wild Mersey Mountain Bike Park.

“The tracks we’ve ridden on Saturday aren’t involved in Sunday’s stage,” says McGuire. “It’s a whole different set of tracks.”

McGuire says that it is a great way to truly experience the whole destination where the event is held, as you will be taken far and wide around the region during each stage.

After completing the new loop around the Southern section of the network, racers will ride back along the Railton Rattler for 8km of flat and downhill riding into Railton to finish and celebrate where they began.

The handicapping system and the Weekend Warrior

The Wild Penguin event will have podiums and prizes for each category, but high praise will also be given to the Weekend Warrior. The Weekend Warrior is not necessarily the fastest rider in their category, but is the rider who has shown that they have had a solid performance across the whole weekend.

Through the event’s handicapping system, a racer’s personal improvement and consistency throughout the event can shine through, putting them in the running for the Warrior Crown. A rider’s average speed is calculated from the Prelude as a baseline of their performance and will be compared to how they fare over the next few days of racing.

“We’re trying to reward the rider that typifies the kind of rider we (want) to attract to the event,” says McGuire. “It makes it not all about the elite riders and the fastest in categories. It’s the person who turns up and has a great event. If (someone) has a good event, no mechanicals, no crashes, we can pick someone out of that bunch and reward them for that.”

Social events throughout the weekend

With categories like the Weekend Warrior and the mini-stage race format, the Wild Penguin is not like other races… but it still has more to offer. The Wild Penguin event will not only take riders for a tour on the trails around the area, but also the fantastic breweries and venues to be found there, too.

After Friday’s Prelude, racers will roll down to the Penguin Brewery for the Welcome Function, which is conveniently close to the finish line of the Penguin Prelude Loop. It’s a great way to get to know other riders and have a good time off the bike, as well as on… most likely with a beer in your hand.

Saturday will then house a big afternoon function after Stage 1. Being held later in the afternoon than last year, folks will have time to get some lunch, have a swim in the ocean or do a bit of sight-seeing, and then come back and be part of the festivities at 4 o’clock in the afternoon.

Finally, after the race on Sunday, riders will be stepping off their bikes just off the main road of Railton, right next to the Seven Sheds Brewery. This fermentation palace has a great location in the centre of town and is where the presentations will be held. Riders will have time to have a few drinks and lunch at the venue before the presentations begin at 1 o’clock, closing off a great weekend of bikes in the best way possible.

How to enter

Registrations are now live on the Quad Crown website, so head over to learn more and get in the running for Weekend Warrior at the Wild Penguin event!

The post The Wild Penguin kicks off the 2024 Quad Crown series in Tassie appeared first on Flow Mountain Bike.