Reviews

REVIEW: LANCE PILBROW
DISTRIBUTOR: SOLIS NZ
RRP: $279

Not too hot, not too cold — just right. That’s the Goldilocks approach right? And it pretty much sums up how I approach shoes: always looking for a pair that are just right.

Not too light, not too chunky — just right. Not too subtle, not too gaudy — just right. Not too thin, not too fat — just right. Not too breathable, not too cushioned — just right.

Finding the ‘just right’ pair of shoes has been something of a challenge for me; admittedly I have, as my wife kindly reminds me, ‘Hobbit feet’. Flat and wide. That rules out about 50% of available shoes right away, so trying to find the ‘just right’ pair from the remaining 50% can be tricky. Anyway, first world problems aside, I’ve been pretty happy with the Ride Concepts Tallac Flat.

The Tallac is Ride Concepts’ (RC) latest release and, to me, it’s a bit of a Goldilocks shoe. The sole is decently thick to provide good cushioning without feeling overdone. It almost Not too hot, not too cold — just right. That’s the Goldilocks approach right? And it pretty much sums up how I approach shoes: always looking for a pair that are just right. Not too light, not too chunky — just right. Not too subtle, not too gaudy — just right. Not too thin, not too fat — just right. Not too breathable, not too cushioned — just right. Finding the ‘just right’ pair of shoes has been something of a challenge for me; admittedly I have, as my feels like a more downhill oriented shoe… but, not quite. As I said, just right. The sole is their MAX GRIP compound, and is dialed specifically for the utmost pedal contact and feel whilst also upholding a high level of durability. It’s tacky but not so much that you feel like you are unhelpfully glued to the pedal. The sole also contains some D30 material to help with shock absorption. I really liked the overall feel underfoot. The D30 gives it a noticeably cushioned feeling and the tackiness seemed to be just right for my style of all-day trail riding.

Words Georgia Petrie
Images Cameron Mackenzie
RRP $25,995
Distributor Allsports

It’s been several years since we saw Pivot’s first iteration of an eBike. Back then, it was a 27’5” wheel-equipped, 66-degree head-tubed, monstrosity with less power than your toothbrush. Fast forward five years and, thankfully, Pivot’s designs have moved on, along with a lot of the tech hanging between the wheels.

For the eagle-eyed bike nerds amongst us, it was clear to see Pivot’s new design direction from a mile away. It was only a matter of time before we saw them electrify their proven Firebird platform, among others. Those dreams have been realised with the release of the Shuttle LT. Positioned firmly at the top end of their line-up, both in geometry and price, the Shuttle LT isn’t for café enthusiasts.

Frame & Features
Boasting 170mm front and 160mm rear travel, Pivot’s Shuttle LT doesn’t muck around. Paired with aggressive geometry, the bike is a capable all-rounder designed to tackle any trail –the chunkier the better –without compromising on uphill performance. The Shuttle LT comes equipped with Pivot’s long-time, proven, DW-Link suspension platform and atypically short signature Pivot chainstays. That is to say, it’s a nimble climber that, despite its meaty travel, isn’t intimidated by awkward roots and rocks amidst steep ascending pitches. Likewise, on the descents, The DW-Link platform provides superb bump sensitivity, and aids in feeling as if the bike desperately wants you to go faster. This is evident with the Shuttle LT’s non-powered brother, the Firebird, however the added weight of the motor and battery exacerbate its ability to suck up small bumps and heavy hits even further. Like what we’re accustomed to seeing on many other Pivot models, no small details have been missed. It’s clear that a lot of thought has been given to the integration of the eBike specific details on the shuttle, like the power button, charge ports, and custom motor cover/bash plate.

eBike features
The Shuttle LT sports Shimano’s top-tier EP8 system, which boasts 85 NM of torque and a peak power output of 500wh. On trail, the EP8 system performs flawlessly –providing responsive and assertive assistance, whilst not avoiding the high-pitched whirring of generations gone-by. You’d be very hard pressed to find a technical climb that this bike can’t handle – in fact, you’ll find yourself wanting to turn the assistance down, as opposed to up. A key feature of the EP8 system is the connectivity with Shimano’s E-Tube app, which was faultless to connect with and intuitive to use. After a few rides, I found myself wanting to adjust the motor’s tune so that there was more discernible difference between the three modes –Eco, Trail and Boost. I personally found the factory tune to be a little too powerful for my liking, and the difference between Trail and Boost a little too marginal, so I opted instead for a tune with equal difference across the three modes. Out of the box, the Eco tune was akin to riding a magic carpet on climbs – almost a little unnatural, and removing too much of the likeness to a non- powered bike. The difference between Trail and Boost was so marginal that it didn’t really matter which mode you chose, each would fly. Using the app to adjust the assistance offered in each mode improved the riding experience juristically, and helped remove that all-or-nothing feeling -though I’m not sure how many of the prospective buyers for this bike would be aware of that functionality. While the EP8 motor integrates into the frame well, the rest of the system leaves little to be desired. A lot of other manufacturers, such as Brose or Bosch, offer much cleaner and sleeker integration of their displays and controls nowadays, with some handlebar controllers even being wireless, and displays fitted into or onto the top tubes of bikes. In the case of Shimano’s EP8 System, the controls are connected via a network of small cables, linked to a basic display fitted to the handlebar. The system isn’t bad overall, and Shimano’s controller is sleek, but the little cables added have a big impact on the tidiness of the front end.

Geometry
The Shuttle LT sports progressive and aggressive geometry, comparable to many non-powered EDR World Cup winning Enduro bikes. The 64.5-degree headtube angle means the bike isn’t intimidated by steep, technical tails and maintains a “point and shoot” feeling –no matter how tricky the trail, you can be rest assured this bike has got your back. Paired with a long 1245mm wheelbase, the bike excels on fast, wide-open trails where it is stable and planted; however, its heavy weight can sometimes feel a little cumbersome on more awkward, tighter sections of trail, both climbing and descending. The Shuttle LT’s aggressive design continues through into the front triangle, with the bike boasting a longer-than-usual reach – 471mm on the size medium. It’s not uncommon to find many other long-travel eBikes offering smaller reach numbers, as a way to overcome the weight and manoeuvrability penalties of full-powered bikes. In the case of the Shuttle, this long front-centre doesn’t penalize the performance off the bike – rather adding to its point-and-shoot portfolio – but is a critical pinch point for the bike, and prospective buyers whom may be wanting the bike to fit or feel a certain way on the trail. The long reach and wheelbase are complemented by a steep seat tube angle of 77-degrees that balances out the cockpit, creating a forward-riding position that reduces the feeling of reaching far, making the bike delightfully comfortable on lengthy climbs. While the short seat tube ensures the bike is well and truly out of the way when attacking technical descents, those with longer limbs (myself included) may find the stock 175mm Fox Factory Transfer dropper post a little short, leaving more seat post exposed than desired, and therefore find themselves wishing for a 200mm drop post instead.

Ride performance
Climbing
Pivot have managed to strike a fine balance between a wheelbase that creates a stable, planted feel on the descents whilst maintaining a cockpit that doesn’t feel cramped when climbing. Without contradicting myself, the only downside to the Shuttle’s long-limbs is that the bike can be a little cumbersome on tight uphill corners, especially when combined with the added weight of the powertrain. I found myself needing to be a bit careful where you point your front wheel to ensure that the power and torque are tracking exactly where you want to be, because if you end up a little off-line, it can be a bit awkward to correct your trajectory. However, all in all it is delightfully comfortable on the ascents; the upright, forward-climbing position makes it feel almost eager to propel you forward with each pedal stroke, even on the steepest of climbs. This will come as no surprise for those familiar with Pivot’s adaptation of the long-proven DW Link suspension platform – having ridden many of their non-electric offerings in the past, the sensation of efficient propulsion is certainly as present on the Shuttle LT. The shifting quality is impeccable thanks to the top-of-the-line Shimano XTR groupset, meaning you need not worry about the bike hesitating or searching for gears upon downshifting, a particularly beneficial quality given the ample
torque produced by the EP8 motor when climbing.

Descending
Let’s not beat around the bush – with 170mm of travel and aggressive geometry, the Shuttle LT is a bruiser that excels on chunky, high-speed and technical terrain. The bike tackles chundery terrain with ease, and small bump sensitivity is superb with the Fox Factory E-MTB 38 and Float X being the perfect pairing to its aggressive geometry. Compared to the non-electric offerings in Pivot’s range that I’ve ridden previously, such as the Firebird and Switchblade, the Shuttle LT frame feels a little less stiff on high-speed descents which was actually a welcome surprise, as it off-set the added weight of the motor and gave the bike a more natural feel. In classic Pivot fashion, the Shuttle LT sports short chainstays and a low standover, making it easily manoeuvrable in awkward, tight spots and making the rider feel “in control”, which is particularly important to note on an eBike, as the added weight of the motor can often bring about a “lead weight” sensation akin to the bike doing all the work for you. Add to this the Shuttle LT’s slack head angle, which creates a confidence-inducing “point and shoot” feel on particularly steep descents, elevated further when combined with the bike’s ample braking traction. After riding a range of both lightweight and full-powered eBikes, I have often found that brakes are one of, if not THE, most under-gunned components spec’d on these bikes relative to their weight and required stopping power. So, it’s fair to say the Shuttle LT’s XTR brakes, paired with meaty 203mm rotors, were a welcome addition particularly given the steep, technical terrain the bike excels on. However, I would’ve preferred a hardier tyre than the stock EXO+ Maxxis Assegai on the rear, as this had a tendency to lose grip in loose conditions and roll around unnecessarily, so I ended up swapping this out for a Maxxis Minion DHRII with a Double Down Casing to achieve a little more support under braking. Pivot’s contact points also leave a lot to be desired –from the thin, slippy grips to the low-rise bars topped off with the harsh, uncomfortable saddle. Arguably, contact points and tyre choice are subjective, but when paying $25k you’d hope that some of these finer details would be a little more considered. Whilst the Shuttle LT’s big 756Wh battery does provide ample fuel for all-day adventures, because this sits within a relatively chunky downtube coupled with the angled vertical shock mounting position, It does mean you are left with limited additional frame space for other adventure essentials. On the size medium frame I was reviewing, it was a push to fit my smallest 600ml bottle, and trying to strap anything extra to the frame – such as a small jacket or even an enduro banana – is out of the question. Whilst not a dealbreaker, it does mean you need to be extra conscious before heading out the door that you’ve got enough alternative means of carrying your knick-knacks, and more than an hour’s worth of water. These may sound like minor points, but the irony of all this is that with the beefy battery the Shuttle LT boasts, you’re able to extend your rides, albeit without the ability to carry to essentials one may need to support such missions.

Summary
Whilst the Shuttle LT belongs in the upper-ranks of eBike offerings for its well-rounded capabilities and genre-bending descending characteristics, the little details do impact the bike’s scorecard. If you can look past the angled shock position – yes, I said it – then the Shuttle LT is a strong offering in an increasingly completive segment of the e-market. Whilst there are a lot of small details that have been overlooked – from poor spec choices in the tyres and contact points, to the messy cockpit thanks to Shimano’s reliance on cables – the bones of the bike are solid. A good mechanic – or a 6-pack of beers and a few metres of heat-shrink can overcome the clutter, and things like tyres and grips can be swapped. I’ll let you decide if, for $25,995, you should be having to but, firstly, try one on for size as you may find you’ll want to size down.

Words Lester Perry
Images Cameron Mackenzie

I’ve been aboard the SRAM GX Transmission for a few months now. During that time, I’ve been lucky enough to put this groupset to the test across a wide variety of conditions, on two very different bikes, and on everything from party laps with mates to full gas cross country racing.

My first experiences of the transmission were aboard my Trek Slash. A thoroughbred enduro rig, I’ve held this bike back from its true potential for a solid couple of years and it just keeps on giving. After a summer of just riding short-travel trail and XC bikes, I decided to solely ride the Slash over winter, no other bikes, so it got a good amount of use. I’d changed up a few things in my setup, including running vastly beefier tyres than usual, shorter cranks, and different suspension settings, and loved the changes. At the start of winter, the GX T-type groupset arrived and took the bike to a whole new level of awesome. In our previous issue, I discussed my initial thoughts after a couple of rides, mentioned a couple of minor issues, and was left with some questions about longevity and whether I’d still be so enthusiastic about the groupset after a few months.

A fair amount of literal and figurative water has passed under the bridge since I began riding the Transmission, and I’m confident to say that, for me, it’s a complete winner. But – it does take some getting used to. I sat back on one of my cable actuated geared bikes for a few laps of the street yesterday, just to be sure. Yep, I’m still confident it’s better in most cases.

The Triple Crown is the Rotorua MTB Club’s annual winter enduro; three stages on Rotorua’s finest grade 4+ trails. Rain had dampened the trails, but not to the point of total saturation; Rotorua’s volcanic soil effectively absorbing up most of the rain, leaving just enough puddles in the native bush to get a drive train nice and gritty. Aboard the GX mounted Slash, a quick few laps on the eve of the race to warm up, and over the three race stages during the following day – again highlighting the things I rate about the Transmission.

It’s quiet, the new clutch layout means less chain movement and a much quieter system – particularly when bombing fast, rough sections or hucks-to-flat; way less chain slapping the rear stays.

When racing Enduro, particularly on chunky rough or off-camber sections, you simply can’t get the pedals around everywhere you’d like to – so every pedal stroke counts. Short high-powered efforts, and lots of them; there’s no time for a wasted crank rotation to engage a partially derailed chain and, if you’re exiting a corner and need to be in a different gear, good luck with shifting a traditional setup under full power. The positive, solid feeling Transmission offers just can’t be beaten in this department. Go on, pedal full gas every time, all the time! I’ve been shifting more and throwing meaningful pedal strokes in where previously I simply wouldn’t have bothered or trusted my drive train under that level of aggression.

After my initial rides, I was concerned about smashing the low-hanging ‘Pod’ shifter off its perch – and I sure came close. At the Triple Crown, I managed to wash the front wheel on a root, sending me into a tree and a huge over-the-bars. Handlebars twisted and somewhat confused as to what had happened, I finished the run with a twisted cockpit, and when I went to shift gear into the finish of the trail there was no shifter to be seen. “That’s it, I knew this would happen at some point” was my first thought. Off the bike and about to walk up the track to hopefully retrieve the missing shifter, I realised it had just rotated around the bar and was now sticking out the front. Relief. With a quick twist of the mount, the shifter was back in its rightful place. I generally keep my cockpit controls loose enough on the bars to allow for impacts to rotate them, rather than break them off – and times like this highlight exactly why.

After the Triple Crown was done and dusted, I took delivery of another bike for review, again fitted with GX Transmission. This time, it was fitted to an XC rocket ship – the brand new Trek Supercaliber. With the Whangamata Black Rock XC race looming, I put some solid hours in aboard the bike and again gave the GX a good run.

Late winter conditions on my local Pirongia trails mean wet, muddy conditions and plenty of slop to keep things spicey. More than a few rides left the bike and drivetrain completely covered in mud. I’ve always been sceptical of electronics on bikes when it comes to using them in the wet and, although I haven’t completely immersed the system in water, it hasn’t skipped a beat when tackling numerous hours in very wet conditions -and the subsequent hose-assisted clean-ups. Even with a pretty decent amount of muck on the chain and derailleur, the transmission has performed equivalent to its performance in the dry, at times with a little more “crunch” in the chain than in the dry, but this is no surprise when dealing with a filthy chain.

The positive shifting is welcome in the slop, and I found when either blowing a turn or sliding out, killing speed, the ability to just get on the gas and shift to the correct gear is so awesome. A simple push of the button and it’s there, no need for the ‘throw’ of a traditional lever.

Loading the car to head to Whangamata, I realised I’d never checked the charge level on the GX battery – cripes. Pushing the AXS button I got the dreaded red flash of sub 10% charge. Minor panic set in but I quickly clicked on that I had a USB port in the car, and simply charged the battery on my trip to Whangamata. Too easy.

Racing XC on the Transmission setup over the Black Rock 60-kilometre course was the perfect opportunity to throw a whole bunch of variables at the system. I again found myself shifting more often than on a regular cable- actuated system, and on reflection this let me spin at an optimal cadence more often.

There were a few sections on the course where snapping through gears while standing out of the saddle up steep pinches came in handy. Not needing to ease off the power helped get up the sections quicker and more controlled, without the need to ease off the power to shift and then go again. Consequently, rear wheel traction was more consistent and less likely to break loose; I simply wouldn’t change gears on some of these sections on a “normal” drive train and would have added unwanted fatigue to the legs needing to ‘grunt’ up them.

It wasn’t cold in Whangamata, but had it been a mid-winter epic in brutally cold conditions, I would have been stoked on the Pod shifter buttons over a mechanical style. My hands don’t deal well with the cold and I’ve had issues even changing gear on a cable system in the cold previously.

My time with the GX Transmission has by-and- large been pretty peachy but I’ve had one anomaly. While traversing a section of the Black Rock trace loop, just spinning along I pushed the button to shift up, and nothing happened; pushed up and down a few more times and still nothing. A flat Pod battery perhaps? Nope, those last for ages. Race brain took over and without any other smart ideas I gave the derailleur a firm bump with my heel as I rolled along, it made a couple of “zit zit” noises and everything went back to normal. I’m still unsure what happened, it hadn’t done this before, or since – so I’ll chalk this up to a total random event. It does remind me to read the manual for how to pair the system and reset it after an issue though.

My time on the Transmission is coming to a close for now, but hopefully not for too long. When SRAM’s marketing machine clogged every possible pixel of my online existence as they unleashed the T-type groupsets on the world, I really didn’t want to like it. But, truth be told, no longer do I view electronic shifting and SRAM’s GX T-type groupset as a luxury -more of a workhorse that’s enhanced my ride on multiple subtle levels. I’d gladly part with my own hard-earned cash to purchase a set to have for seasons to come.

Words Lester Perry
Image Cameron Mackenzie
RRP $199
Distributor FE Sports

There’s no denying it, an oval chainring is certainly a unique thing to see on a bike. But, why’s it an oval shape; surely the theories supporting their use died out with the old Shimano BioPace chainrings of the late 80’s? The fact is, Biopace rings weren’t true ovals, more squished rectangles with rounded corners.

Shimano’s Biopace and Absolute Black’s oval rings are both trying to achieve the same thing: to eliminate the dead spot in a pedal stroke, maximising the part of the pedal stroke where power is highest, and minimising resistance during the ‘dead’ part of the stroke.

Thanks to modern research techniques and measurement devices which weren’t around when Shimano’s Biopace was being developed, the final outcome in Absolute Black’s case is a chainring that is supposed to deliver smoother power and help a rider spin more effectively while climbing, all without Biopace’s associated knee pain.

Absolute Black claims a 9% increase in pedalling effectiveness, up to 7% less oxygen consumption, up to 15% decreased rate of breathing and up to 10% heart rate drop when using oval chainrings versus round. Some heady stats for sure.

First off, the quality of manufacture is as good as it gets, and there’s a fair bit of CNC wizardry that’s gone into bringing the chainring in at a minimal weight without appearing to have lost any strength (not something I was able to specifically test). The tooth profile meshes perfectly with the SRAM Flat Top chain and, so far, I haven’t had a dropped chain, or issues with the chain-to-chainring interface. There were no fitment issues when mounting the ring to the SRAM GX crank – everything was spot-on and precise. As far as longevity goes, after a number of rides across all trail conditions, I’ve got no reason to think the ring will wear any differently from any other chainring. I guess time will tell.

I tested the ‘do it all’ black version, although, if you’re after something to match the tone of your partner’s eyes (or your bike’s decals) you can also choose from titanium, gold or red.

So, how does an oval ring ride? The first few minutes on an oval ring are a bit weird, and probably enough to put some people off. There’s some sort of a feeling… like your cranks aren’t parallel, or they’re off-centre; it’s a strange feeling for sure. After around five to ten minutes, I find my pedal stroke adjusts to the new feeling and in effect cancels out the weirdness, leaving me with a smooth cadence that feels like I’m actually applying the same power throughout the whole pedal stroke rather than primarily on the down strokes. I haven’t done any hard timing but, anecdotally, I certainly feel like I climb more comfortably for the same power, and with less fatigue; it’s almost like I’m using all my leg muscles instead of just a few, effectively sharing the load (although that’s total bro science, not peer reviewed research by any means!).

It’s difficult to put a pin on exactly what the advantages are in the real world, although one noticeable trait is that it smooths the power delivery, meaning more consistent power at the wheel and fewer traction issues whilst climbing on the loose. In turn, this appears to keep your heart rate lower, or at least more stable, than if you were having to adjust your input to the pedals to stop from breaking traction.

The chainring I’ve been reviewing has been strictly on an XC bike while under review, but, I’ve used an oval ring on my “big bike” – a 160mm travel Enduro sled – too. Initially, I thought an oval ring may not suit a bike which is often being sprinted out of the saddle. My theory was that the oval would feel bizarre or lumpy in this situation – I was wrong. The oval didn’t seem to feel any different while standing and attacking out of the saddle, however, it did make climbing to the top of the hills just a touch more comfortable.

It’s not all beer and Skittles though; depending on what size oval ring you run, and where the top of the ring sits relative to your main suspension pivot, an oval ring can actually accentuate pedal-induced suspension bob, interfering with the bikes anti- squat between the ‘high point’ and the ‘low point’ of the chainring as it rotates. I’ve only found this noticeable on one bike, but it certainly confirms that this is a real thing. It wasn’t a major issue, but if every watt counts (i.e. on an XC bike) it’s worth considering what impact this may have on your specific bike. It’s XC riders who stand to gain the most from using an oval ring, so it’s worth weighing up the possible pros and cons. If I was riding a hard-tail it would be a no-brainer to run an oval.

What it all boils down to: if you want to climb more comfortably with better efficiency, and maintain traction more easily while climbing, all of which may ultimately make you faster and save some energy, then certainly consider an Absolute Black oval ring.

Words Lester Perry
Image Cameron Mackenzie
RRP $109
Distributor Southern Approach

Imagine, if you will, purchasing a nice new bum bag, fresh off the bike shop wall. You pay the assistant, fit the waist strap in place and waltz out the door with that ‘new bum-bag’ spring in your step. Strangers look sideways at you, the child walking toward you is ushered across the road by its mother. It’s then you realise you’re in a mountain biker version of the old “togs, togs, togs; undies” Tip Top advert, except the undies are, in this case, a bum bag.

Generally not so accepted in normal life, but very common when on a MTB or while sifting around a trailhead. As budgie smugglers would be frowned upon while strutting down the street, equally a bum bag may raise eyebrows.

Not since the mid-1980’s have we seen the prevalence of bum bags that we’re seeing in MTB parks currently. The bum bag moniker is gone, replaced by a more ‘PC’ name: the ‘hip-pack’. They come in all shapes and sizes; some include hydration bladders, others don’t; some have heaps of storage, and others are simpler, slim line and more minimal.

With the prevalence of eMTBs and long travel trail bikes, and their many frame configurations, we’re finding bikes have lost much of their ability to haul enough liquid for a big day in the saddle. Gone are the days of the classic front triangle able to fit two 900ml bottles. Many bikes now will only fit a single 500-600ml bottle or, in some cases, none at all. A full hydration pack is a solid solution, but these come with their drawbacks, and will likely be overkill for most rides. If you’re restricted to either a single bottle or, heaven forbid, none at all, then the hip pack hits that sweet spot between a single bottle hour-long ride, and a half-day epic with the need for a larger, full-blown hydration pack.

The CamelBak Podium Flow 4 Hydration Belt is in the middle of the range when it comes to storage capacity, with four litres on offer. The supplied 600ml Podium bottle fits comfortably in the centre of the pack. To either side, two zippered pockets with internal dividers keep the contents separate and secure. The fabric of each outer pocket is elasticated to effectively compress the load closer to the body and help stop the cargo from bouncing around too much. Throughout its four pockets, there’s enough storage for all your ride essentials, plus a phone and snacks – but not a great deal more; just the necessities. Along the base of the pack, are some loops intended to hold a pump – I’m not sure what sort of pump they used to model these off as I couldn’t get it to work adequately with my pretty standard mini pump.

Loaded up for a ride, the Podium Flow 4 Hydration Belt fits snugly around my waist. I fit it as low across my hips as is practical, to avoid it interfering with my breathing. The buckle closure is low profile and easily adjustable to fit a wide range of waists. Excess straps are kept from flapping around by elastic loops on the waistband, although these could easily be trimmed to suit the wearer. With room for everything in one place, I don’t need to trim the number of any of my tools or spares to be ready for every eventuality -just grab the pack and go.

One thing I rate about running a hip-pack, is how free and airy you feel compared to when wearing a full hydration pack. On a roasting hot day, a full pack limits your body’s cooling ability, a situation where a hip-pack wins out for sure. To maximise breathability next to the body, CamelBak has incorporated their ‘Air Support’ back panel -essentially a panel of open foam that spaces the pack off your back somewhat to help with airflow between the two. I’m a big fan of CamelBak’s Podium bottles, they’ve refined the design over the years and now that the nozzle is easily disassembled for cleaning, they last for years. The ‘dirt’ series bottle included, has the added touch of a rubber cap covering the nozzle – no more trying to blow dirt from the mouth before taking a swig. I like it! With the bottle sitting centrally on the Hydration Belt, it’s simple to reach from either side, although it’s not the easiest to do while riding. Maybe I’m a bit cack-handed, but I find I need to stop moving to reach it comfortably. Fortunately, my bike fits a bottle so, on occasion, I’m not carting a bottle in the hip-pack, instead stuffing a jacket in the bottle holster.

Even while loaded up, I find the Hydration Belt sits nicely on my hips, although, over a long ride there’s a slight creep in the belt and it needs to be retightened to stop it from moving around too much. Riding in a normal, semi-upright position, on a trail or enduro bike, the fact I’m wearing the Hydration Belt barely registers but, in a more cross-country style position – long and low in the front -if I’m breathing heavily, I do find it cuts into my midriff a bit; hampering breathing somewhat, even when worn low on the hips.

If you want to keep all your riding necessities safely in one spot and not be limited to what you can stuff in your pockets, or maybe just need to add to your hydration capacity, then CamelBak’s Podium Flow 4 Hydration Belt is a great addition to your riding kit.

Words Lester Perry
Images Savanna Guet
RRP $329
Distributor Worralls

Thumb your way back through the pages of a mid-1950s Hot Rod or car racing magazine and you’ll see Bell’s distinct graphics adorning helmets worn by some of the scene’s most influential drivers.

Years later, during my formative years – back when 4-cross and Downhill were making waves in the early-mid ‘90s – posters plastering my bedroom walls featured riders wearing Bell: Brian Lopes, Cedric Gracia, and even some vintage John Tomac. To this day, their helmets protect some of MTB’s heaviest hitters (heaviest in style and speed, not weight!).

Born out of the desire to create a safer helmet for race car drivers, founder Roy Richter worked with naval pilot, Frank Heacox, taking learnings and technology from other industries and reverse-engineering existing helmets. In 1954, the Bell 500 launched, featuring a Polyurethane Foam liner with a hand-laid fibreglass shell. Bell still draws on this motorsport heritage, incorporating many ties back to the 50’s Hot Rod culture across its modern range.

The original Sanction full-face piqued my interest for all the wrong reasons. I won’t mince words – in my opinion, it was pretty ugly. It’s a real bummer when consumers are put off buying protective equipment because of looks, particularly when it’s a price-point-oriented piece; why can’t cheap stuff also look good?

Fortunately, the newly released Sanction 2 DLX MIPS is a complete redo. Taking design cues from the Full-10, Bell’s heavier-hitting top-of-the-line model, as well as others in the Bell line-up, the refreshed model bears no resemblance to the original. This new lid is aimed squarely at the more value-conscious consumer and, although it hasn’t got all the fancy bells and whistles of its pricier and more tech-heavy cousin, it packs plenty of comparable features into its smaller price tag.

Sliding into the helmet for the first time, I was instantly transported back to being a kid and putting on my dad’s motorbike helmet (he had a helmet, but I don’t recall a motorbike?), the plush padding damped the surrounding sounds and I was transformed from a Regular Old Joe to a Power Ranger of sorts, ready to take on whatever challenges -or trail -lay ahead. I have no complaints about the feel on my head; it fits like a glove. The padding incorporates embedded silver metalised yarn for odour control and antimicrobial properties, helping to keep it stink-free. Cheek pads are easily removed for washing, again helping to ward off the mid-summer stank. Generous padding throughout the helmet makes for superior comfort but likely hampers airflow. On a hot summer’s day, it could get pretty warm, although, with 14 airy vents, it’s likely to only be an issue while at slow speed or standing around waiting for the next uplift. I’m a big fan of the Fidlock magnetic closure. I’ve got no idea how it actually works, but it seems to be a blend of magnets and voodoo magic, with no need for “eye of newt” or a Magic Wand. If you’re dialled, you’ll be able to snap the buckle closed single-handedly, and even the most cack-handed users can pop it open with a flick of thumb and forefinger.

Rotational forces are taken care of by the OG MIPS Essential liner. For the uninitiated, this is a proven technology that uses a ‘slip plane’ to help reduce head and neck trauma during an impact. The DLX model weighs a claimed 1080 grams in the medium size, lighter than some higher-end and more spendy offerings in the market. Riding the helmet is everything it should be; it’s comfortable and doesn’t feel unwieldy. When riding at speed over chunky terrain there’s a small amount of movement in the MIPS system so the helmet can at times move around a small amount. This is a common thing with the MIPS Essential system, but not something that detracts from its use, however, it’s not so evident in the more premium MIPS offerings featured in higher-end helmets.

Googles sit well on the helmet and there’s no interference between the helmet and the goggles themselves. The goggle strap sits tidily in a shaped channel around the back of the helmet. If you want to slide goggles up to your forehead while not in use, the visor moves up, out of the way just enough. Fortunately, I haven’t needed to test Bell’s safety claims but with all the necessary safety standards met, I’ve got complete faith that, should I take a spill, the helmet will do what it should and protect my swede.

A solid mix of styling, protection, and price makes this a worthwhile purchase for anyone in search of a decent full-face helmet, particularly if you see a full-face helmet as a nice-to-have, not a must-have, or maybe you only need one every now and then. Steer clear of the spendier options and save your money for some extra uplifts! A wide range of sizes are available, so if you’re in search of a full-face for a BMX or gravity mad grommet, then this would be a great option.

Words Lester Perry
Image Cameron Mackenzie
RRP $350
Distributor Southern Approach

Creating a helmet sure is a break from tradition for a company that has always designed and manufactured security solutions. Beginning with padlocks in 1924, and moving on to high-tech security and smart home solutions, these days Abus bike locks are some of the finest around – you’ll even find their locks securing many eBike batteries into their frames.

Beginning their helmet design journey with road helmets, protecting some of the pro peloton’s fastest racers, we’ve recently seen their range expand to offer a wide variety of MTB models. The range has been designed in conjunction with feedback from freeride legend, Richie Schley, and downhill fast-and-funny guy turned commentator, Cedric Gracia. Abus’s Cliffhanger MIPS takes no shortcuts. It leads their trail helmet range with its tech, and style that leans more towards Enduro or gravity riding than light trail or XC. The Cliffhanger incorporates familiar tech you’ll find across many other high-end helmets.

The Cliffhanger’s in-mould shell brings together the outer shell and the inner shock-absorbing foam (EPS) and bonds them as a single piece. The shell has eight air inlets and six exhaust ports which, when coupled with the effective internal channelling, gives the wearer a substantial amount of venting even on the hottest days. Cool air in, warm air out – simple.

Take a saw to the shell and you’ll find the ‘ActiCage’. This is an internal structural reinforcement which not only helps distribute impact force and hold the whole helmet together during successive impacts, but offers additional reinforcement allowing for the use of ample-sized front vents. All edges on the shell are encapsulated by the in-moulded outer shell, adding to the durability of the whole package.

Out front, as with any helmet designed to be worn with baggy shorts, you’ll find the peak (not that there are rules, but IYKYK). In the lowest of the three vertically ‘notched’ adjustments, the peak’s lines flow almost seamlessly onto the main helmet but, once you raise it through the other settings, the lines aren’t quite as smooth. However, it still does its job just fine. In the highest position, there’s plenty of room to house your goggles during a climb if you’re so inclined. I’ve found the middle position suits me best as, when it’s in the lower setting, there’s just a touch too much of the peak visible at the top of my view – maybe that’s just me, though. If it were a couple of degrees higher, without having to go the next click up, it would be spot on, and that second click up just disrupts those smooth lines I mentioned. I’ve seen peaks that snap onto a shell in a similar way to this, which have seemed quite flimsy and wear out after being taken on and off a few times; the Cliffhanger’s snap-on system is well designed and of a quality that appears it will easily last as long as the rest of the helmet, so no need for concern there.

The meat in the three-layer sandwich between helmet padding and EPS foam, is a pared-back MIPS liner. It appears the designers have trimmed the liner, removing any excess or areas which may disrupt airflow. The padding is minimal but comfortable. It feels soft to the skin and wicks sweat well; there’s not much padding at all but, overall, the helmet feels perfectly comfortable. I put a lot of this down to a well-designed helmet shape. The minimalist padding may potentially mean the lid doesn’t fit some as well as others, although with tight 4cm size ranges this may be alleviated. Our test helmet is a Medium at 54-58cm; Small measures 51-55cm; and Large comes in at 57- 61cm – so a decent sizing spread is available.

I’m impressed by the weight of this helmet. It felt light on the head, and I confirmed this by weighing it on a digital scale. It measured in at just 352 grams – at the lighter end of the scale when compared with similar helmets of comparable coverage and equivalent features.

A Fidlock closure takes care of the chin strap and holds the whole helmet comfortably in place. Abus’s TriVider strap system gives a level of lateral adjustability and sits nice and flat next to the skin – a lot lower profile than some of the competition. Out the back, there’s a Boa-esque dial to easily adjust and get the fit just right. The cradle has ample vertical adjustment to help avoid any lumps and bumps, and there’s a nice gap through the centre to let a ponytail flow free, unhampered. The overall silhouette provides ample coverage all around; the deep drop in the back of the helmet hooks forward, hugging comparatively close to the ears and offering loads of protection.

There’s a lot of subtle tech packed into this lid and its looks appear to draw inspiration from several other high-end helmets. It could be said that Abus have taken the best of a whole bunch of helmets and carefully combined elements of each to come up with a really solid competitor in the trail helmet category.

I’ve been loving the Cliffhanger. It’s comfortable, airy, hyper-adjustable, feels secure and solid on the head, and has unique yet strangely familiar looks. I’ve had a hard time trying to pinpoint something I don’t like with this helmet and, while it’s drawing a long bow, all I can find is that, for me, the three adjustments in the peak height just aren’t quite right. I’ve gotten used to it now, but if I had my way they’d all sit a few degrees higher than stock, meaning the peak is never in view… but maybe I’m just picky.

Words Lester Perry
Image Cameron Mackenzie
RRP $249
Distributor Shimano NZ

Heading out on my local trails over recent years, I’ve noticed a resurgence of people riding with flat pedals and shoes. There’s still plenty of riders choosing to clip-in, but it feels like these people are fewer than before. Some of this has been the change of mountain biking demographics as the number of people just out for a good time, not a fast time, has increased – in part due to the Covid lockdowns and associated ‘bike-boom’.

With an increase in people looking for the comfort and convenience of flat pedals, so too the number of shoe and pedal options on the market has increased. Shimano recently revamped their MTB shoes line and, although it seems like they do this every couple of years, they continually knock it out of the park and have top-shelf, but generally subtly styled, options available – regardless of your riding genre.

It’s not just sticky rubber that makes a quality flat- pedal shoe. A well-thought-out flat-pedal shoe is a sum of all its parts, and if any part is lacking they’ll be heading for the trash heap to join the other 22 billion shoes globally that end up in landfill. I’ve been spending time back on flat pedals after years on clips, and it’s been refreshing to ride flats again – no doubt helped by the new Shimano GF 6 shoes. So far, they’re affirming the “buy once, buy right” adage and it appears they’ll last longer than other flat shoes I’ve seen in the market recently.

The GF6 upper is constructed from hardwearing synthetic ‘leather’. Some texture and reinforcement are added around the front of the shoe for increased toe protection and some styling. The toe box area has a matrix of holes punched in it to help with breathability, and more holes further toward the back of the shoe also help with this. The upper is relatively slim-line – gone are the days of overly-padded heel cups and shoe tongues – replaced by lower profile, but equally (possibly more) comfortable foams. Less padding and the use of modern foam means that in wet conditions the shoe doesn’t become a sponge and get weighed down once sodden. A slightly higher cuff to the ‘inside’ of the shoe offers some additional protection to ankle bones. Following the slim-line trend, the tongue isn’t bulky and sits nicely in place once laced up. Two subtle features on the tongue are worth noting: an elastic loop with a small pull tab for lace storage, stopping laces from snagging on trail debris or coming undone while riding; and the label on the ‘top’ of the tongue is slightly rubberised, offering a bit more grip to grimy hands while pulling the shoes on. These are both minor details that could easily go unnoticed, but these little touches are proof of Shimano’s experience when it comes to developing shoes.

Shimano has utilised a new fit for the GF6: the ‘Volume Trail Last’ gives ample room at the toes for comfortable walking, while from the ball of the foot back the fit becomes slimmer and more precise, ensuring maximum power transfer and bike control. I am regularly a size 9 US in most sneaker brands, but I find Shimano MTB shoes fit a fraction larger than an equivalent Nike sneaker. My feet aren’t ‘Frodo Baggins’ wide, but they sure aren’t ‘Euro-pro XC racer’ slim either – they’re somewhere between the two; pretty regular-shaped Kiwi bloke feet I think (although I don’t go around checking out other people’s feet!). With this in mind, the fit of these shoes is pretty spot on for my hooves; they’re not quite as comfortable as regular sneakers but you forgo some of the sneaker plushness while walking in favour of pedalling comfort and efficiency. The roomy toe box is certainly noticeable -and a welcome change from the clip shoes I’m accustomed to.

Shimano brings yet another rubber compound to the category with the ‘Ultread GF’ sole – which claims to be optimised for gravity riding. I’m unsure why you’d want a different rubber compound for regular, non-gravity riding, but it seems Shimano think you do. I’d imagine the best rubber for gravity-assisted riding would also be the best rubber for less demanding trail rides or eBiking. Whatever the case, the rubber they’ve used on the ‘Ultread GF’ sole is plenty grippy, seemingly a combination of the raised hexagons that form the tread, and the soft, slow rebounding rubber. Why a slow rebounding rubber? Slower rubber doesn’t try to push the pedal pins away, helping to keep it in place until you take the weight off the pedal, a huge factor in how grippy a flat shoe is. There’s ample grip on offer with the GF6’s; I never once slipped a pedal and even during some sketchy moments, the shoes were surprisingly well “locked on” to the pedals. There’s a tricky tread design on the toe and heel areas of the sole that adds some extra bite while walking.

It’s worth noting that a good flat-pedal shoe is only as good as the pedal you’re using them with. Throughout the test period, I used them with a popular ‘large’ sized pedal featuring a slight concave and 10 regular-length pins per side. The downside of so much grip was the complete inability to adjust my feet on the pedals, while even just slightly weighted – I needed to lift a foot to then adjust where it sat on the pedal. This was a slight niggle that’s just a drawback of such an effective interface between pedal and shoe… but if it’s grip you want, then it’s grip you get!

The midsole has a very skate-esque appearance, and the EVA rubber offers some comfort while walking – not heaps, but enough. What it does do, though, is provide a good level of comfort when on the pedal. The midsole also features the ‘Torbal 2’ torsion plate which, according to Shimano, offers increased flexibility on the edges of the shoe, adding control during gnarly descents. In the real world, I can’t really feel the subtleties of what they’re on about, but there’s certainly a welcomed level of stiffness to the sole while pedalling but it still retains a comfortable amount of torsional flex which I’d imagine does help pedal traction whether you’re swinging off the back while tracking over the chunder, or making shapes while shralping turns.

What’s the verdict then? If you can look past all the marketing hype, acronyms and brand names for every shoe feature and simply take into account the comfort and overall level of grip on offer, I’d have a hard time suggesting that anyone would need anything different from the GF6. There are no weak points on the shoe. If they fit your feet properly and you like the subdued style, there’s no need to look elsewhere.

Words Lester Perry
Images Darren Stanley
RRP $8999
Distributor Yamaha NZ

I’m always intrigued when a large company enters the Electric Mountain Bike market and tries to take on the ‘Big Three’ (Giant, Trek, Specialized). They come in with a hiss and a roar, take a small share of the market, fight for scraps for a few years, then finally the accountant strikes a big red cross through the eMTB line on their spreadsheet, parking the project and returning them to their core business.

Yamaha has gone about things differently. They developed the world’s first production eBike 30 years ago, and have been building eBikes for the Japanese market for the last three decades. More recently, they’ve supplied motor units to many of Europe’s most popular eBike brands, including international juggernaut, Giant. The YDX Moro 07 is just one piece of their global ‘Switch ON’ strategy which spearheads their move into the world of electric personal mobility and away from fossil fuels. Perusing their international website, you get a taste for Yamaha’s plans: they offer options in almost every category of ‘Power Assist Electric Bicycle’, including models targeting road and gravel (but why?).