Bridgedale MTB Socks
Words Lester Perry
Images Thomas Falconer
RRP $2975
Distributor Shimano NZ
Socks are often overlooked when it comes to mountain biking attire, but with our feet firmly planted in stiff riding shoes for hours, perhaps they deserve a little more attention.
Bridgedale, a company from Newtownards, Ireland, has been crafting socks for over a century. Their journey began with socks for the army during World War I. Bridgedale’s focus on creating the best outdoor activity socks ensures that they pay meticulous attention to detail.
Bridgedale’s MTB socks are engineered with advanced cushioning strategically placed in key areas. The asymmetric design utilises cushioning in specific areas for each foot, while the Vibration Damping Footbed employs a unique padding to reduce pedal chatter and trail vibrations. Padded zones around the outside of the foot, ankle, and along the Achilles provide additional warmth and impact protection. Bridgedale has even developed a new Underfoot Toe Seam for this range. By moving the toe seam to the underside of the sock, they’ve added extra padding on top of the toes and increased protection against impacts in the vulnerable area.
Bridgedale’s FusionTECH process sets them apart by blending high-quality yarns and materials with the latest knitting technology. This ensures every sock is comfortable regardless of conditions. Summer-weight models use Coolmax for cooling, while Merino wool provides a soft feel, temperature regulation, warmth and anti-bacterial properties. The underfoot toe seam eliminates the cold spot across the top of the toes, an issue with traditional over- toe sock seaming. This choice of materials, construction techniques, and the availability of two different weights, ensure there is a sock in the range to keep your feet comfortable regardless of the terrain or the conditions.
Bridgedale’s new Off-Road Bike socks offer improved performance through enhanced fit and support. Utilising Lycra Sport, they provide a supportive compression fit. A structured Y-Heel band and elasticated arch ensure a close fit, eliminating movement and friction. This additional support and precise fit enhance foot positioning, stability, and balance, leading to greater bike control.
I absolutely dig a fresh pair of socks. The plush feeling wrapping around your foot is so damn luxurious. This was certainly the case when I slipped on a pair of the Bridgedale Midweight merino socks. Initially, they felt great, providing a tangible feeling of support, especially around the footbed. On the bike, the socks offered ample support and stayed up – slipping down is one of my pet hates! After several rides, including a long four-hour pedal, the socks performed well without bunching. This was achieved via the asymmetric foot-specific design which eliminates friction from cycling shoes and provides better protection than a regular sock. The moisture management wicks any dampness away effectively, keeping feet dry in both warm and cool conditions by controlling heat and sweat.
After several washes, the socks have remained in good shape. Another pet hate of mine is how quickly new socks can get destroyed by the washing machine. It’s super annoying when you drop good money on a pair and they end up out of shape after just one or two washes. Bridgedale’s range feels durable and they completely back their products with a Lifetime Guarantee. This guarantee covers any defects in workmanship or materials, reflecting their 100 years of experience in sock-making. Knowing your sock game is dialled means you can focus on your riding experience. Don’t overlook your riding sock drawer – treat yourself to a good pair that’ll last the distance. The only downside is that these socks are quite spendy – but the quality, durability and guarantee makes them worth it. These socks are incredibly comfortable, far surpassing most others in my wardrobe. They’ve been on high rotation during house duties and on most rides – they’re that bloody good!
SRAM Motive Ultimate Brakes
Words Lester Perry
Images Thomas Falconer
RRP $1280
Distributor Worralls
In February 2024, SRAM dropped their fresh, brutally powerful, top-tier gravity brake; the Maven Ultimate. Although Maven was their second offering with Mineral fluid, the change to a Mineral brake fluid on this new flagship model hinted at a shift across SRAM’s brake offerings, and a move towards bleeding out DOT fluid systems, replacing them entirely with Mineral fluid brakes.
A year later, in March 2025, SRAM unveiled what many had suspected was coming: a simplified lineup of brakes based around a more user-friendly, and in most opinions, better-performing Mineral fluid.
I’ve been running a set of Mavens on one of my bikes for about a year and when I saw the Motive launch, I was keen to get on a set. Realistically, they’re squarely targeted at most of the riding I do and would suit another of my bikes perfectly.
This range revision plans to reduce the SRAM lineup from 27 models down to just ten, in a move to simplify and consolidate. The range is now split into three distinct streams: Maven targeting gravity, Motive targeting XC and Trail, and the DB series targeting power at a reduced price, thanks to fewer features and added weight.
The Motive series replaces two previous brake series from the SRAM range. The Motive brings almost the equivalent power as the now-discontinued Code, at a weight only slightly above the also-discontinued two-piston Level series, but in a Code-esque four-piston package. The Motive calliper is slightly squarer, and more boxy, than the sculpted Code, but houses the same size pistons so there are obvious similarities, although with new fluid comes new seals throughout the system.
The Motive is available in three tiers: Ultimate, Silver, and Bronze, like other SRAM brakes. All share more or less the same performance, with only minor tweaks distinguishing each level. The Ultimate has a crisp anodised finish, a swanky carbon lever with bearing pivot, and premium titanium hardware. Silver level goes to an alloy lever blade, with more basic stainless steel hardware, and less swanky finishing. The Bronze level is a little more no-frills with its bushing lever pivot, basic hardware and less premium finishing. The calliper has a fixed line fitting instead of the swivel banjo of the upper tiers. Differences in weight between the levels are subtle: Ultimate 265g, Silver 273g and Bronze 279g (rear brake, 1800mm hose, ready to ride but sans mounting hardware).
The Motive lever stays in line with the new ‘stealth’ styling, keeping the master cylinder and brake hose almost parallel to the handlebar. Thanks to the DirectLink lever, the feel is lighter than the Maven, right from the start, and has a more ‘normal’ SRAM feel of “what you put in is what you get out”; whereas the Maven’s SwingLink style lever has a cam that effectively multiplies your input power as you pull the lever, giving a different feel more suited to the demands of heavy braking over long periods. There’s no pad adjustment, which keeps things simple and lightweight, although basic reach adjust remains.
Expert Kit
The Expert Kit is a great way to purchase the Ultimate brakes. The kit includes everything you need to set up the brakes and maximise their performance over the long term. A pair of brakes, two pairs of sintered and two pairs of organic brake pads, 2x 160mm and 2x 180mm rotors, as well as all associated mounting hardware and mounts, and a multitool, complete bleed kit and oil. Essentially a one-buy solution to complete a top-tier Motive set up for XC or lighter trail use, that’s customised to the user’s specific needs.
The Ride
In my case, I threw the 180mm rotors on immediately with sintered pads. With it being the end of summer, and fitted to a 140mm travel trail bike, I opted to start with what I deemed the most powerful setup from the get-go and, if required, switch to a smaller rotor or organic pads from there. Needless to say, I haven’t changed anything.
It’s not normal for me to run a 180mm rotor up front unless I’m on a cross-country bike but, not having the option to go larger (at least out of the box), I was stuck with it. I’ve been surprised at how powerful the brakes are, even with the smaller front rotor.
The modulation is excellent, and lever feel is consistent throughout a descent. The ‘what you put in is what you get out’ feeling is certainly there and they feel like you can just squeeze harder and get more bite, however, there have been times I’ve noted I’m pulling quite hard when needing to haul anchor and stop quickly… like when one of your mates’ crashes right in front of you!
These brakes excel in the realms they’ve been designed for; cross country and trail. I wouldn’t think twice about putting these on a full-on XC race machine (in fact mine will likely end up on one) and in cases where weight is still relevant, i.e. on many ‘trail’ bikes, these would be ideal, possibly with a 200mm rotor up front, particularly if you’re heading toward the 90kg mark. For any enduro bike or rider purely focused on descending, where pedalling is just a means to an end, and where raw braking power is paramount, something less weight-focused like a Maven, or a new Shimano XT would be much more suited, particularly when trails get steep.
I think it’s worth noting here that bigger, or in this case, gruntier and more powerful, is not always better. Many people (myself included) are over-braked, choosing the most power possible rather than what’s actually best for them, often blinded by the power and large rotor sizes. The Motives have opened my eyes to some of the subtleties that make for better braking, not just having maximum power, but modulation, consistency and even the changes in using different pad compounds or rotor sizes, which help make it optimal for where, and how, I ride.
Leatt Enduro 3.0 Pant
Words Lester Perry
Images Thomas Falconer
RRP $199
Distributor BikeCorp
Launching in the moto world in 2015, Leatt first began to dabble in MTB gear with a range of helmets. By 2020, they had expanded their line to not only include helmets but pads, neck braces, shoes and apparel as well, offering a complete head-to-toe solution.
Now in its 20th year, and with numerous design awards under its belt, Leatt continues to go from strength to strength. In mid-2025, the brand announced its second quarter revenue was up 61%, its fourth consecutive quarter of growth, bucking the current industry trends in a big way.
They must be doing something right.
Through early 2025, on rides when I was reaching for long pants, a pair of Leatt Enduro 3.0 have been my preferred option. Particularly through autumn and winter, long pants win out over shorts for me. The increased protection they offer is nice, but it’s the ability to finish a filthy ride and just drop dacks and drive when I get back at the car—plus the minimal clean up required—that makes these a winner for me.
Although the name of these pants has ‘enduro’ in it, they’re far more than just an enduro pant. If there’s any time you’d wear long pants, these would do the trick, with one possible exception, which I’ll get to below.
With its regular, pre-curved fit, the pants are comfy on the bike, and there’s plenty of room for pads underneath without them being overly baggy. Long pants followed a trend of becoming slimmer and slimmer for a moment there but, thankfully, these are a bit more roomy. A Velcro waist adjuster on each side helps get the fit just right, and the medium size is in line with most 32” pants I wear, although if I were any larger, I’d likely need to step up to the large size, as I have the adjusters maxxed out as it is. The leg length is a fraction longer than ideal for me at 176cm tall, sitting partway down my ankle; my preference would be a little higher. Reality is, my legs are probably shorter than average for my height, so I’d imagine they’re optimal for most people, and the length isn’t enough to put me off.
The main fabric is lightweight and breathable, with a soft backing. Key areas are perforated to increase breathability. Around the inside of the thighs and across the seat is a three-layer, waterproof, breathable fabric. Helping keep you somewhat dry from ground water spraying up, while the pants remain breathable overall.
The Enduro 3.0 pant has pockets aplenty, ideal for big days out pedalling or lapping the bike park. Zipped thigh pockets feature on each leg and are large enough for a fair amount of cargo—they’re about the same size as a pack of jelly snakes. Each side also has more traditional, zipped, hip pockets; with an elastic key loop on the left side. The fifth pocket, located on the back of the waistband, is large enough to hold most cell phones—or some more snacks.
Out on the trail, the pants perform well and there’s nothing that stands out as a negative with the fit or function. The cut is perfect while seated and is fine for pedalling for long periods without excessive bunching. The fabric is a tad heavier than super lightweight trail pants, but this makes them harder wearing. The downside is that the overall weight of the pants is slightly higher, in part thanks to the fabric involved in the pockets. It’s not noticeable on the trail, but it’s worth noting these aren’t a super light trail pant, they’re sturdier and should last longer.
I wore these pants while in Christchurch reviewing the Specialized Levo 4, spending a day out pedalling around in what were near monsoon conditions. It was here I found a minor shortcoming of these pants: although the fabric repels water, it only does so to a certain degree. Thanks to the looped backing of the fabric, its overall weight and the pockets, when saturated, the pants retain more water than Leatt’s lighter-weight trail pants. They’re awesome for general use and on wet trails or in light rain, in part thanks to the waterproof seat area, however, when it’s absolutely pouring down, the lighter pants will retain less water.
So, who are these pants ideal for? I’d recommend these for anyone who has a focus on descending, who’s likely to need the extra protection they offer. Shuttle bunnies or eBikers, these will be right up your alley. If you’re into big, backcountry rides, the extra pockets will help you carry more and let you distribute the weight across your body. Just check the weather forecast before you leave home.
RockShox Reverb AXS B1
Words Lester Perry
Images Thomas Falconer
RRP $2975
Distributor Shimano NZ
There’s a fresh, new (and much-welcomed) dropper post in the RockShox range. The latest Reverb B1 broke cover recently, and I’ve been putting in some rides to get familiar with it. Here’s the lowdown after a month or so.
Firstly, somehow, unlike almost everything in life at the moment, the price of this new Reverb is actually less than the previous. Given its comparable simplicity, it’s also likely to save you money in the long run over that model, too. Go figure.
As with the Previous Reverb AXS post, there are no cables or wires involved. The Reverb B1 seamlessly slots into the AXS ecosystem. Simply drop the post into the bike, pair it up to an AXS controller, and you’re good to go. If you’re running an AXS drive train, it’s nice to be able to fine-tune which button on your cockpit activates the post through the SRAM AXS app; there are numerous combinations, although some make more sense than others.
From first glance, it appears the most significant change on the post is the moving of the actuator and battery from the head of the post down to its collar. This change, combined with a redesigned seat clamp, reduces the stack height by a fraction from the previous post. Most importantly, it brings the weight more centrally on the bike. The stack height is still above the market-leading One Up V3 post, although that’s cable-actuated, so not an accurate apples-to-apples comparison. Can’t have it all, I guess. The overall length of the post is shorter than previous Reverbs, though, bringing it closer to the competition so riders can now have more drop on smaller bikes.
There are seven drops available, ranging from 100mm to a gargantuan 250mm, stepping up in 25mm increments. From what I can find, 250mm is the largest in the market by 10mm. Previously, some head scratching, measuring, and diagram drawing (true story) would ensue as I tried to figure out what the longest drop I could fit on my bike would be in relation to my preferred saddle height; thankfully, RockShox has a handy calculator on their website to help determine the best option for any frame.
With the noticeable external changes, it would be easy to miss the other significant change in the post. A new ‘air over air’ design ditches the previous hydraulics in favour of positive and negative air springs. The two air springs balance pressure against each other as the post drops, effectively supporting rider weight on the positive air spring rather than relying on the hydraulics of the past. It’s no secret that RockShox’s previous posts had issues when their air and oil mixed, leaving a flaccid, squishy post in need of an expensive service. Long term, it remains to be seen, but if this system lives up to the hype, the days of unintended squish appear to be over.
The new air-over-air spring enabled a new feature, ActiveRide, which provides a small amount of vertical movement. At full extension, the amount of pressure in the post indicates the amount of travel available when fully extended. At the maximum pressure of 600psi (425psi on the 34.9mm post), it’s rock solid at the top of the stroke; the deeper into its stroke, the more travel or squish is available. It’s not a lot, but it’s there, and it increases if you drop the pressure in the post. Why build what is effectively suspension travel in the post? RockShox theory suggests that at full height, it enables a rider to stay fully weighted on the saddle over rougher terrain, which is particularly beneficial while climbing, as the rider can continue to apply consistent power without needing to disrupt their rhythm by unweighting. When tackling a particularly technical climb with steps or moves where dropping the saddle slightly is advantageous, the travel in the post again allows some damping against the terrain, helping you stay seated for longer. The conspiracist in me thinks that maybe, just maybe, RockShox couldn’t get the post to be rock solid when partially compressed with this new air spring, so they embraced the squish and gave it a name. Whatever the case, it seems to do what they claim, although I’m not so sure there’s a performance advantage on anything other than a hardtail.
The AXS button is now easier to reach while in the saddle, located at the top of the actuator (by the battery). It’s used to sync the post with its controller or as a manual actuator should a controller go offline. The post works with any actuator in the AXS ecosystem, including older paddle-style controllers and the now- common double-button pod controller.
With a claimed 60 hours of use from a full charge, or over 20 weeks for most of us regular folks, the battery will last a long time, but it’s easy to forget about it, too. If you’re running other AXS components, you’ll likely have the same battery elsewhere, so swapping a derailleur battery to a post, or vice versa, could be a saviour. I’ve seen this swap done on more than one race start line when a rider realised their derailleur was nearing flat.
Servicing on previous Reverbs was a total headache, and if an issue resulted in a complete rebuild, it was often cheaper to just replace the post with one other than a Reverb. This simpler design, combined with some forethought from the product team, means the B1 is completely user-serviceable. A simple ‘clean and grease’ 1-year service can be completed in literally minutes and requires only a few standard tools. No seal kits or oil faff required. The 2-year (600-hour) service is a bit more involved and requires some more specialist tools, but is still achievable for a competent home mechanic, thanks in part to SRAM’s in-depth online service manuals and YouTube tutorials.
Riding the new Reverb is not unlike the old version: push the button while you’re sitting on the saddle, and the post drops. Stand up, press the button, and the post shoots back to full extension. I’ve found myself reaching down at times to feel if the ActiveRide is doing anything, and sure enough, it’s going up and down slightly as I ride over bumps, although it’s hard to say if it’s offering any sort of advantage. There’s no rotational slop at all in the post and, so far, no sign of forward and backward movement either.
It’s nice to see RockShox are not resting on their laurels with their previous post, but recognising there were some shortcomings and developing something new in the form of the B1. They should get extra points for a complete revision rather than just minor updates. While it would be nice to see some fine-tuning of the drop available, like many mechanical posts, I guess that leaves something for RockShox to strive for in their next release. Maybe?
Given how simple the post is to install, and its price tag, it’s likely the post could be passed from bike to bike as its owner updates or changes their frame. However, with how new the post is to the market, it’s only fair to mention that no one’s 100% sure of its lifespan.
Bosch Performance Line CX Upgrade & Kiox 400C
Words Lester Perry
Images Thomas Falconer
RRP $2975
Distributor Shimano NZ
The electric mountain bike landscape moves at breakneck speed—literally. Often, it’s hard to keep track of the near constant changes but, as riders, we’re the ones who benefit from these shifts. Recently, Bosch eBike Systems has delivered significant performance upgrades. The German engineering giant has not only listened, but delivered exactly what riders want from modern eMTBs.
Performance Line CX Upgrade
The Performance Line CX’s (BDU384Y) upgrade to 100 Newton metres (Nm) of torque, represents a substantial leap from the 85Nm standard. The upgraded system now delivers up to 750 watts of peak power while maintaining support levels of up to 400 percent of pedal input. This power enhancement becomes available through a software update for the latest Generation 5 motors—excellent news for current Bosch Performance Line CX Gen5 owners, as it essentially future-proofs your eMTB investment.
The best part? This upgrade can be done seamlessly via the Flow app, where you can customise power delivery characteristics to match your riding style and terrain preferences. Another key element of this upgrade is the introduction of the new eMTB+ mode, which leverages advanced algorithms to deliver power with what Bosch describes as “sensitive precision exactly when the rider needs it”. This represents a significant shift from simply providing more power, to providing smarter power distribution.
I tested this upgrade on a Santa Cruz Vala during a trip to Silvan Forest MTB Park (featured in this issue). First, the update was simple via the Flow app, and what immediately impressed me was its intuitive nature—neither under- nor over-compensating, just enhancing my riding. It adapted to my cadence and provided a boost when needed over tricky obstacles. Some other eMTB systems I’ve ridden rely heavily on higher cadence, especially with lightweight models, but that’s not the case here.
The clear standout for me was the new eMTB+ mode. I didn’t need to toggle between any other modes at all. The technical difference between eMTB and eMTB+ is 15Nm of torque and a maximum power output difference of 150W. This difference is definitely noticeable, though as a heavier rider the benefits might be more pronounced for me. Riding in eMTB+ mode, the power delivery felt intuitive, and I appreciated that extra assistance and traction when hitting steep inclines.
This isn’t simply about raw numbers—it’s about the intelligent delivery of power that adapts to the rider’s demands with superior sensitivity.
Kiox 400C
The Kiox 400C represents Bosch’s vision for the next generation of eBike displays, moving beyond basic readouts to become the command centre for modern eMTBs.
Designed for integration into the top tube rather than handlebar mounting, the Kiox 400C offers a cleaner cockpit aesthetic while maintaining full functionality. The display features customisable settings and automatic brightness adjustment, addressing one of the persistent complaints about previous generation displays that struggled in varying light conditions. Tactile buttons provide direct control, while the optional bar-mounted Mini Remote ensures riders can maintain proper hand positioning during technical sections.
Perhaps most significantly, the Kiox 400C includes an integrated USB-C port, finally addressing the evolving needs of modern riders who rely on multiple devices during extended rides. The system also supports navigation functions, transforming the display from a simple readout into a genuine trail companion.
On the trails, the Kiox 400C remained perfectly readable in all light conditions, and perhaps its best feature was the dynamic screen cycling. Essentially, various Bosch Smart System algorithms detect what you’re doing—like tackling a climb – and automatically display the most relevant screen for that situation. I appreciated the simplicity of having the display show only the most pertinent data, which helped me stay focused on the ride itself.
The sleek display’s integration into the top tube creates a much tidier cockpit, which is certainly appealing from both aesthetic and functional perspectives. And having the Kiox 400C’s ability to charge USB-C devices like my iPhone during a ride proved super handy—no more dead phone anxiety on longer adventures.
The Bigger Picture
Bosch has taken a measured approach to rolling out these innovations. The Performance Line CX software upgrades are available now, accessible through both dealer updates and the Flow app for end users. This dual-path approach ensures accessibility while maintaining professional oversight for riders who prefer dealer support. The Kiox 400C, while designed for 2026 model bikes, offers retrofit compatibility with select 2025 models from participating manufacturers. The backwards compatibility of both the Performance Line CX upgrade and Kiox 400C is a solid addition—especially valuable if you’ve recently purchased a Bosch-powered eMTB.
The timing is particularly significant as the eMTB market continues its rapid expansion, with riders increasingly demanding sophisticated performance. These developments signal a new maturity in motor technology, where software updates can deliver meaningful performance improvements and where display technology finally matches the premium level of the power systems they control.
Patagonia Kit
Words Lester Perry
Images Thomas Falconer & Jamie Fox
RRP $229 Men’s Dirt Roamer Bike Shorts 12″ | $349 Dirt Roamer Liner Bike Bibs
Distributor Patagonia NZ
“Don’t buy these shorts”
In 2011, the brand Patagonia made headlines with their “Don’t Buy This Jacket” ad campaign in The New York Times. This was a shout out to anti- consumerism and their lifetime repair program that aims to ensure garments last forever, rather than be turfed on a rubbish heap and replaced.
Let’s rewind the clock back to the 1950s. Yvon Chouinard, a blacksmith, was producing a line of reusable Pitons (climbing anchor points) for local Californian climbers. By the early 1970s, climbing was booming and Chouinard pivoted, launching the Patagonia brand to offer climbing and outdoor soft goods with a focus on sustainability and durability, which he felt were lacking in the market at the time.
By the early 2000s, Patagonia was not only covering mountain sports but also starting to dabble in water sports, initially making some wetsuits for its staff. Then, in 2008, they launched a range of non-neoprene wetsuits, using limestone-based rubber, reducing dependency on petrochemicals and adhering to the company’s eco-friendly ethos.
In 2012, the team took another leap forward, offering an entirely plant-based rubber wetsuit range. By 2019, Patagonia was beginning to dabble in a different type of surfing: dirt surfing, AKA mountain biking, and by 2021 they had a tight but comprehensive range.
Around the same time as MTB apparel was breaking cover, Chouinard announced the transfer of Patagonia’s ownership to a trust and nonprofit to fight climate change, their $100 million+ yearly profits now going to environmental causes.
Drawing on experience and technologies from their existing ranges, they now offer quality, durable and eco-conscious shred-ready gear at a price. They’re sticking to their tried- and-true block colours and aren’t diving too hard into the latest trends—no garish “this will last a season” all-over prints here; just dependable, timeless silhouettes and colours.
There’s a reason Patagonia has been referred to as “Pata-Gucci”: their gear trends towards the premium end of the spectrum, not just in quality, but in price. If you can look past the price tag, there’s a lot on offer with Patagonia MTB gear, but you need to be prepared to take advantage of what’s on offer to really get the most from your investment. It requires a mind shift to buck the current industry trend of fast fashion. First off, if it doesn’t live up to the hype or expectation, take advantage of their “Ironclad Guarantee” for a refund, replacement or repair. Ripped a hole in a crash? Worn something out? Check out their free repair program, and you can either DIY repair with a patch kit—which they’ll send out—or send your gear in for repairs.
Patagonia’s strong environmental and social stance steers each decision made during garment production. Beginning with the goal to create better gear that lasts longer, meaning consumers buy less of it. With a key business goal being “cause no unnecessary harm”, their efforts to reduce environmental impact sometimes seem counterintuitive, but I guess this proves they’re walking the talk. Prioritising recycled, organic and plant-based materials, over 80% of Patagonia’s range is Fair Trade Certified, and their factories ensure staff receive a fair, legal wage and working conditions. Each part of their supply chain is optimised to ensure minimum environmental and social impact, while publicly available data ensures transparency, keeping them accountable.
Back to the MTB range. Split into two streams, the “Dirt Roamer” is lightweight, breathable and designed for big backcountry days in the saddle, while the “Dirt Craft” collection puts more focus on durability and less on lightweight, lending itself more to heavy-trail and bike park use.
Men’s Dirt Roamer Bike Shorts – 12″
Slicing open the package, if I didn’t know better, I’d swear I’d been sent a pair of board shorts. Fortunately, I do know better, and what was in the package was in fact a pair of Patagonia Dirt Roamer 12” bike shorts. My first impressions were about the short’s weight, or lack of it, and their construction. Similar to their boardshorts, the stretch fabric is seam- welded rather than sewn, keeping the weight low and comfort high with no stitched seams rubbing.
The fit is ‘regular’ and true to size. I wear 32” pants across most brands, and these 32” shorts are right on the money. There’s an adjuster to customise the waist if required. Lengthwise, these sit partway down my kneecap, an ideal length for pedalling with or without pads.
Initially, I thought the pockets were a bit odd. Rather than being a more traditional ‘hip’ pocket, these are lower down the leg on the thigh; not wrong, just different. A zipped opening keeps belongings in place, and there’s plenty of space to load them up. Internally, there’s an envelope-style flap that gives access to pockets of a liner short. Clearly intended to be used with the Dirt Roamer Liner Bibs, the opening lines up perfectly with the liner’s cargo pockets. This is something unique that I haven’t seen before, and ideal if you’d rather stow gear in the liner, with it being firmer against the leg rather than looser and able to move around in the pockets of the baggy outer shorts.
The lightweight fabric breathes well and feels soft against the skin. As they say on the tin, these are a trail short designed to pedal in, and they’re ideal for this. I’ve put in some decent 3+ hour rides in them, and at no point did I find them lacking. The fit was spot on, just baggy enough not to appear too XC-like, but slim enough so as not to snag on the saddle or flap around unnecessarily. The welded seams look like they will continue to be sturdy and secure, and as long as the fabric continues to be wear-free, I’d see these shorts lasting a long, long time.
Men’s Dirt Roamer Liner Bike Bibs
I’m a huge fan of a bib-style liner, but not all are created equal. I’ve purchased no less than three pairs which, after a couple of wears, have remained in the kit drawer, just not quite right. There’s a lot that can go wrong during the design and construction processes of bibs; get one wrong and they won’t be OK to wear for lengthy periods. Fit is paramount and nailing it for all body types would be near impossible—instead, design for the middle of the bell-curve and hope for the best. The layout of the panels, straps, and their associated seams needs to be just right to get that Goldilocks fit. If the seams aren’t in the right place, not only will the fit be off, but the wearer will probably get rubbed the wrong way. The chamois choice is an area a lot of liners fall short: too thin, too thick, not the right shape, not secured in a rub-free manner; there’s a lot to consider.
The Patagonia Dirt Roamer Liner Bib shorts fit me exceptionally, fitting my middle-of-the-bell-curve, medium-sized frame to perfection. The body of the bib is lightweight, breathable, and extremely stretchy; all edges are nicely welded flat. All the stretch involved means that at least the top half of the bibs should fit a wide range of heights. On the centre back is a single vertical cargo pocket, sized to fit a water bottle.
In keeping with Patagonia’s eco-ethos, all fabrics involved are made largely from recycled nylon. Downstairs, the body of the shorts is made from a power-stretch knit fabric for a comfy, taut, supportive feel. Breathable mesh panels and cargo pockets feature on each thigh. The laser-cut leg openings have a couple of rows of silicone, which, when combined with the power-stretch fabric, keep the legs nicely in place.
The Italian-designed, 3-layer chamois is a quality addition, as it should be for the price. It’s a nice medium thickness, which I’ve found offers a good level of padding and breathability, remaining chafe-free over lengthy rides.
Temperature regulation is key when running a bib liner with outer shorts; too hot, and sweat adds to chafing and discomfort. These bibs breathe well overall, keeping the temperature in check and comfort consistent, although I did find the upper body somewhat clammy at times when sodden with sweat.
These bibs are ideally combined with the Dirt Roamer shorts to take advantage of their pass-through pockets, giving ample storage across both shorts for any-sized outing. These are one of the more expensive liner options on the market, but considering their fit, chamois, and overall performance, not to mention the repair program, they’re good value in my book and should last many seasons.
Overall thoughts
I’ve been super impressed and quietly surprised by these shorts and bibs. This isn’t a case of a massive clothing brand just throwing their label on an underdeveloped, off-the-shelf garment, but a case of careful forethought, design and manufacture. A big blue sign approved green tick from me. Although they perform exceptionally, it’s up to a buyer to determine if the after-sales service and manufacturing ethos is worth the price of admission.
If you’re a keen trail rider who’s after top-tier, long-lasting shorts and liners, then look no further; just be sure to get the most out of them by using the repair service if needed.
Leatt Products
Words Lester Perry
Images Jamie Fox
RRP $249—ProClip 4.0 Shoes | $119 — Velocity 4.0 MTB X-Flow Iriz Goggle $69 — Glove MTB 2.0 X-Flow Stealth
Distributor BikeCorp
I remember wandering the expo at Crankworx 2020, in Rotorua, when I was called over to the Leatt booth with the promise of seeing something exciting. I was indeed excited as I checked out Leatt’s first range of MTB shoes. It wasn’t perfect, but it showed glimmers of hope that Leatt could become a legitimate player in the MTB footwear game, completing their head-to-toe ethos.
ProClip 4.0 Shoes
Fast-forward five years and I’m rolling deep in a fresh pair of Leatt ProClip 4.0 shoes to review. The 4.0 ProClip is a gravity-focused shoe that aims to protect – rather than be lightweight – without detracting from pedalling performance or power transfer.
There’s no missing the MOZ dial cable lacing system at the front and centre of the tongue. MOZ allows micro-adjust tension, with a pull to release its complete tension. The system makes for an easy-on, easy-off shoe. The dial is simple to use and has a decent rubberised outer edge, allowing it to be tensioned as tight as you’d ever need. I’ve encountered some dial styles that don’t have enough grip to grunt on them, but they work well. Over the front of the foot seems to make more sense than the all-too- common venerable dials on the side of shoes.
My only comment on the MOZ would be that it would be nice to see micro-adjust for tension release rather than the pull release that dumps all the tension in one go… but perhaps I’m being a little picky, and it’s by no means a deal breaker. A nice firm Velcro strap tensions the ankle area; there’s no stretch in the strap, so I can pull it nice and tight. I need to get it in just the right place to give perfect tension as there is no ‘give’ in the strap, meaning once it’s in place, it stays firm.
Visually, the shoe takes cues from the classic skate shoes of the 90s. The ProClip 4.0 doesn’t strike a slim silhouette; they’re a protective item, so we wouldn’t want a shoe that’s too slim. There’s no excess padding to absorb water; once wet, they dry pretty quickly compared to some. The outer is a mid-cut with a higher neoprene cuff to keep the loam and niggly pebbles from entering the shoe. It works great and has the nice touch of being slightly perforated to help with breathability. Heel and toe reinforcements offer some peace of mind that your tootsies should come out unscathed after those sketchy moments when you’re dabbing feet, or clipping a sniper root with your toes.
The gum sole is oh-so-hot right now. It features a familiar waffle pattern throughout most of its length, with strategically placed lugs under the toes and heel for walking grip. Thanks to the RideGrip rubber compound, the platform is surprisingly stable when not clipped in, assisted by a shallow concave section under the arch. A soft EVA midsole makes them comfy on foot while walking or hiking. The EVA does a noticeable job of absorbing chatter and vibrations, helping to reduce fatigue in the feet and lower legs. Traction for walking is reasonable in the dry, and the rubber is tacky enough to offer confidence, although scrambling around in the mud is as slippery as you’d expect; these are riding shoes, not hiking or “all-mountain” shoes. Pedalling stiffness is similar to the pair of Shimano GE-700s I recently reviewed, with a good medium flex for efficient pedalling and comfort for standing in lift queues or hiking jump lines. The 4.0 ProClip could take the win for having the most extended cleat channels in any shoe I’ve seen – there’s a serious amount of fore and aft adjustment, allowing for an almost mid-foot through to under-the-toe cleat mounting if you so desire. Gravity riders rejoice.
Size wise, I found these run on the larger size compared to most, so you may be able to downsize. As with almost all footwear: try before you buy.
Overall, the ProClip 4.0 is plenty comfortable and offers great protection for all eventualities. I like the mega cleat channels; it’s the first shoe I haven’t had to slam my cleat right back on. They aren’t the lightest or stiffest shoes out there but, if you’re more suited to cutting downhill laps, riding shuttles or just goofing off on the bike rather than pedalling significant distances, you can’t go wrong with these.
Velocity 4.0 MTB X-Flow Iriz Goggle
Ask anyone who’s gone over the bars and landed on their face if they think goggles are an essential part of their protective kit, and I’m confident you’ll get a resounding “yes”. Speaking from experience and a nice scar down my cheek, I’d agree. On a hot January day, while practising for a downhill race at Cardrona, in the early 2000s, I stopped on a corner to remove my goggles as they were saturated in sweat and stifling my face. As I rolled back onto the track my front wheel caught a rock, and I was pitched headfirst down a bank. A rock shot the gap in my full-face and got me just beneath my right eye, splitting my face open like a tomato. Fortunately, I sustained no lasting effects other than a scar, but the doctors determined the cut was millimetres from causing severe damage to my eye. The funny thing is, had I been wearing the Velocity 4.0 X-Flow goggles, I’d probably not have overheated and would have kept the goggles on rather than hanging them off my handlebars, and likely walked away from the crash with just a bruised ego and scratched goggles. Goggles or glasses? I’m not entirely sure what to call these. They have advantages similar to glasses but with the extra cushion and a more secure fit. They also have the protection and field of view of goggles, which is, to some degree, the best of both worlds. Mountain bike riders generally don’t see the same speeds as motocross riders, and there’s seldom debris or dust flung from a rider in front, so in the form of the 4.0 X-Flow, the traditional moto goggle has been tweaked to suit mountain biker’s needs.
The use case for wearing goggles has become much broader with the advent of the Velocity X-Flow series from Leatt, which has ruled out – or at least minimised – the downsides of wearing regular goggles. The minor trade-off of having open areas in the frame is that debris could make it into the goggle cavity. I haven’t experienced this, but I imagine it could happen, particularly in the wet, when worn with an open-face helmet.
The fit is similar to that of a good pair of goggles, with a twist. Leatt designers strategically removed sections of the foam padding, allowing for a vast amount of breathability from the top and bottom of the frame. They also nailed the look by keeping them looking like a pair of goggles, rather than the more polarising hybrid goggles/glasses style of some competitors.
The Rideviz lens features permanent anti-fog and scratch-resistant coatings and meets the ‘Military Ballistic Impact Standard (MIL-DTL- 43511D)’ – so the rock that pierced my face wouldn’t stand a chance against this lens! The Iriz tint strikes the sweet spot between being too dark and too light; I find it spot on for almost all conditions, taking the harshness out of the light on open trails but not dark enough to dull the scene too much when in the bush.
My first outing with these on my face was a jaunt aboard an eBike on a muggy, blue sky spring day, not the usual conditions for me to reach for a pair of goggles. The increased airflow over a regular goggle was immediately noticeable. My face didn’t feel sealed in a hot box, and air flowed between the lens and my face, controlling the temperature. The field of view is mega and no different to a quality set of goggles.
The top foam absorbs sweat, which is excellent until it becomes saturated; at that point, I occasionally experience a drip of sweat down the inside of the lens. On a stinking hot day, the X-Flows are still warmer than sunglasses, but not by much. Since the lens sits further from the face than on glasses, they collect less sweat on the lens, and there’s a significant increase in protection, too. The mesh strap is a nice touch, theoretically allowing some breeze to pass through into the helmet vents—a hard one to quantify, but I see no reason it wouldn’t be the case.
I’ve become a fan of these goggles. I appreciate that they resemble traditional goggles, and Leatt has nailed it regarding breathability. I now wear them in situations or rides where I wouldn’t have even considered it with regular goggles—thumbs up.
Glove MTB 2.0 X-Flow Stealth
Is it me, or have gloves become a consumable, throwaway item? Back in the early 2000s, a pair of gloves would literally last me seasons, and my riding volume was probably twice what it is now. Since then, quality gloves seem more and more difficult to find, particularly if you’re chasing something lightweight and breathable that will last more than a summer. The stitching, particularly on the fingers, is usually the first to go, and there are only so many times I want to restitch and bodge them to be usable. I didn’t get too excited when the Leatt 2.0 X-Flow gloves arrived for review last year.
I’m pretty finicky about what gloves I’m comfortable in. A minimal palm is key, and I find the fabric tension across the back of my hand needs to be just right—not too tight to restrict movement, but with enough support to keep them snug and avoid bunching. More importantly, they must help keep the palm taut and in place. See what I mean? Finicky.
With a stretch fit and slip-on design, these take a little technique and patience to put on, but once on, the medium size fits my medium-sized hands perfectly; snug throughout with no firm points or obvious pressure points. Fingers are explicitly tailored to minimise bunching when wrapped around a handlebar, and are stitched with a specific thread to aid longevity. The main body fabric is a Leatt X-Flow material, a 4-way stretch mesh that helps with breathability and fit. Knuckles and pinky fingers get an extra layer of thin rubber material for added protection and reinforcement, adding negligible weight or bulk. The backs of the thumbs have a terry cloth wipe.
The palm is made from a single piece of Leatt’s NanoGrip material. It’s nice and thin and has a slightly furry, almost cat-paw-like surface, which gives superior grip in all conditions. The handlebar feel is exceptional, possibly the best of any gloves I’ve worn. Some wizardry in the fabric means the fingers are touchscreen compatible, which is a bonus whether you’re filming ‘shreddits’ with your mates or calling for help after a crash.
After about four months of wearing these gloves, I’m pretty impressed, and they’ve become my go- to. The X-Flow fabric has kept its shape and firm stretch, and all seams are still intact. Although the palm has some stains, it is holding up well with no signs of wear. A resounding clap for Leatt for continuing to make gear that works well and lasts the distance. There is no fast fashion here.
SRAM Eagle 90 Transmission
Words & Images Liam Friary
RRP $1,488
Distributor Worralls
Analogue aficionados rejoice—cable ain’t dead! In fact, it’s far from dead with the recent launch of SRAM’s new Eagle 90 Transmission. A few years back, we saw the launch of SRAM’s electronic AXS Transmission which removed the traditional derailleur hanger by hanging the derailleur directly onto the frame.
This brought the benefits of strength, shifting under load, and improved shifting performance. Well, now all of this is offered in a more affordable mechanical version, which is great news—especially in the current economic climate.
There’s two new mechanical groupsets; SRAM’s Eagle 70 and Eagle 90. These are both 12-speed, cable-operated drivetrains, offering mechanical alternatives to their electronic counterparts. Eagle 90 is basically the mechanical version of GX AXS Transmission. It uses the same cassette, chain and crank arms, but adds a new steel chainring, plus a mechanical derailleur and shifter. Eagle 70 is the step-down option that replaces NX Eagle. It’s essentially the mechanical version of the S1000 Transmission, sharing its crankset, chain and XS-1270 cassette. One advantage: the cassette works with the more common HG freehub standard. It’s difference from the Eagle90 derailleur, is that it utilises cheaper materials and a Drag Spring damper to keep costs lower. For this review, I’ll focus on the Eagle 90 Transmission which I’ve been riding for a few months. You can purchase the complete SRAM Eagle 90 Transmission groupset with exception of BB. From a pricing perspective, its more expensive than Shimano’s XT mechanical drivetrain but cheaper than SRAM’s GX AXS Transmission.
Eagle 90 Installation is a simple setup procedure. SRAM’s “Prepare. Hang. Tighten.” motto is mostly accurate, but if you’ve spent years working on traditional derailleurs, there’s definitely a learning curve—you need to forget some old habits. That said, after the first installation, the second and third will go much smoother.
The “Prepare” step involves checking SRAM’s website or using the AXS app to enter your bike details (brand, model, frame size, chainring size). The system then gives you your specific chain length, cage lock position setting (A or B), compatible chainring sizes, and which cog to use for setup. SRAM provides excellent installation videos that cover the little details that help achieve perfect performance.
Overall, installation is straightforward—any decent home mechanic can handle it. Just be aware of a few things: changing chainring size or adjusting dropouts can affect shifting. Also worth noting: SRAM emphasizes that T-type drivetrains are very sensitive to proper torque specs, so use a calibrated torque wrench when installing both cassette and derailleur.
The Eagle 90 Derailleur uses a Full Mount design that connects straight to your frame without needing a separate hanger. There’s a catch though—it only works with UDH (Universal Derailleur Hanger) dropouts, so if you’ve got an older mountain bike (non-UDH), you’re out of luck. A standout feature is that the derailleur is rebuildable. If something breaks or wears out, you’ve got options: you can replace just the skid plates, get new P-Knuckle or B-Knuckle assemblies, or even grab a bushing replacement kit. The jockey wheels and inner cage are also available separately, or you can buy the complete package with the full cage and damper. This is a strong move away from the disposable culture of ‘break it, throw it, buy new’. The ‘right to repair’ movement has been gaining serious momentum lately—not just in cycling but across pretty much everything we own. From phones and laptops to cars and tractors, people are pushing back against manufacturers that make it nearly impossible to fix your own stuff without specialised tools or proprietary parts.
The cage on this derailleur is the same as the GX AXS Transmission model—steel on the outside, aluminum on the inside. Pretty cool feature: you can take off the whole assembly and damper from the main body without needing any tools. And since it’s modular, you could upgrade to a high- end version from an X0 or XX SL derailleur if you wanted. So, the Eagle 90 derailleur is a solid unit weighing in at in at 390g. However, its 100g lighter than the GX AXS version, which is welcomed.
The Eagle 90 Shifter features a brand-new trigger shifter with a specific cable-pull ratio for T-Type derailleurs and cassettes (not compatible with older Eagle systems). It comes in double-click for regular bikes or single-click for eMTBs, with a smaller plastic upper paddle for upshifting and a larger, textured aluminum lower lever for downshifting. Installation is flexible—use SRAM’s MMX system to either mount it directly on your handlebar with a standalone clamp or attach it right to a SRAM brake lever with the appropriate adapter. One nice detail: the cable runs straight and parallel to your handlebar, which looks super clean when paired with SRAM’s newest Stealth brakes.
The Eagle 90 Crankset shares the same alloy arms as the GX AXS, just with a black finish and steel bolt. It’s built for the modern 55mm chain line and uses a DUB Wide spindle. You can get arm lengths from 155-175mm, plus there’s a special eMTB version for Bosch and Brose/Specialized motors. I opted for shorter 165mm cranks on my set up.
The big difference from the GX AXS is the new one-piece steel chainring. It’s twice as heavy as aluminum but lasts three times longer and runs quieter. Thanks to the modern 8-bolt interface, you can easily swap to a lighter alloy ring or add a power meter if you want. The crankset comes in 30T, 32T, and 34T sizes, and includes standard two-piece bash plates.
The Eagle 90 Cassette uses the existing XS-1275 cassette from the GX AXS drivetrain. It needs an XD freehub body and works best with the 55mm chain line spacing. This cassette delivers a massive 520% gear range with its 10-52T spread. Construction-wise, the eight largest cogs use a pinned design while the smallest four form a single mini-cluster. The big 52T sprocket is aluminum for weight savings, and all the others are nickel-plated steel for better durability. A key feature is the narrow-wide tooth profile (X-Sync) that matches perfectly with the chain, creating better retention and specific shift gates in both directions—this is what allows for such reliable shifting even when you’re pushing hard on the pedals.
The Eagle 90 Chain uses the same GX Flattop chain from the existing lineup. It features the distinctive Flattop design that’s specific to Transmission systems and comes with a PVD coating that helps fight wear and corrosion. To keep costs down, the GX version uses solid pins instead of the lighter hollow pins found on higher-end SRAM chains. But it still includes the same convenient Powerlock master link that makes installation a breeze.
Eagle 90 Transmission Riding—to date I’ve probably done around 150-200km of riding with the new groupset. It’s plenty enough to get acquainted with its performance but not nearly enough to report on durability and longevity. However, from that first ride up until writing this review its been bloody good!
The smooth shifting does great under load, with positive engagement and a quietness to the drivetrain. Often, it’s so damn quiet you don’t even know you’ve shifted. For the last two decades, I have been used to backing off the pedals when shifting. Transmission effectively removes that from the equation, however, it does take some getting used to. I did find that the mechanical version of Transmission prefers shifting when under load. I should point out that the system shifts just two gears at a time. Interesting, perhaps, but it makes sense and is a smart design decision that likely helps keep gear transitions smooth when you’re putting power through the drivetrain. It’s a small detail, but it’s these thoughtful touches that contribute to how well the whole system performs.
There’s something about the tactile feel when thumbing the shifter up or down gears that resonates. Maybe it’s because I’ve been riding bikes since before there was electronic shifting, but there’s a certain appeal to the analogue feel. The lever ergonomics of the shift paddles are superb, especially that concave profile on the upshift paddle—it’s like it was designed specifically for my thumb. From the first ride, the natural feel, comfort and shift experience really stood out. Of course, this shifting is on par with what you’d expect from this level of groupset. It’s solid, dependable and functions really well. Sure, it’s not high-end X01—but that’s not the point here, and it keeps the price lower.
It’s been good riding the groupset at a variety of different locations. I’ve been on multiple rides in Rotorua and found that on the steeper fire roads and singletrack, shifting under load—or rather, last minute—before a feature (or if my heart rate soared too high) it found the gear without hesitation. Shifting under load is a real standout feature. Basically, it removes any thinking about gear changes and allowed me to focus on the line, putting down power to grind away up a fire road or tackle technical features.
On the descents, the silence continued—thanks to an improved clutch for Transmission—and after numerous rides, the components have only gotten better as they’ve bedded in. During my rides in Rotorua, I had a couple of stacks—nothing major—and the robustness of the derailleur meant I could dust off, grab my bike and continue on the trail without any shifting issues whatsoever. I did slam the bash guard against tree roots a couple times while rolling but, again, it just shrugged it off like it was nothing. No damage, no drama.
After tweaking the cable tension, I haven’t run into any real problems with the Eagle 90. Like any cable system, you’ll need to do regular maintenance—which is different from electronic derailleurs that generally keep shifting well for longer periods. On the plus side, there’s no battery to worry about charging— so each system has its own advantages and disadvantages. I personally like the fact that there’s nothing to charge—or remember to charge!—before heading out for a ride.
Another good addition is the advanced technology delivered to this groupset, while still being realistically serviceable. Unlike older derailleur designs that often meant replacing the entire unit after a good smack on a rock, these T-Type models let you swap out specific components—the outer parallelogram link, skid plates, derailleur cages—without throwing the whole thing. Perfect if you’re abusive with your bike and don’t want an expensive electronic mech hanging off your bike.
I noted earlier that shifting is best under load, as it can feel sluggish if soft pedalling. It actually performs better when you’re more aggressive—kind of counterintuitive but that’s how it works. This takes a bit to get used to but you soon adapt. It hasn’t skipped a beat since I’ve been on it—precise and crisp. Given how well it handles high-torque shifting, I bet it’ll be fantastic on eBikes with motors adding extra power through gear changes.
All in all, the new SRAM Eagle 90 Transmission is a pretty sweet addition to the mountain bike drivetrain scene. It basically takes all those cool features from the electronic versions— no hanger needed, super simple setup—but without emptying your bank account. The clear standout is shifting under load, which is seriously impressive. I’m also into that ‘click’ feedback that only mechanical can deliver. Sometimes, the analogue world prevails over the pressing of electronic buttons and dealing with apps and dead batteries.
Yeah, it’s a bit heavy—especially the cranks— and it’s not as boujee as the higher-end product from SRAM, but it doesn’t lack any performance benefits. It’s also pricier than other mechanical groupsets, but the Full Mount design eliminates a lot of the usual headaches that mess with shift performance and durability. The Eagle 90 Transmission is bloody good!
Leatt Products
Words Lester Perry
Images Jamie Fox
RRP $90—Trail 1.0 Short Sleeve Top | $160—Trail 2.0 Shorts | $230—ReaFlex Hybrid UltraLite Knee Guards
$370—Enduro 2.0 Convertible Helmet
Distributor BikeCorp
Leatt is a brand founded on a quest to offer the highest possible protection, through rigorous research, testing and development. Grown from an idea sparked by Dr Chris Leatt’s mission to protect his then four-year-old son from injury while riding motorbikes, Leatt has become a global leader in research-backed protective gear.
After witnessing the death of fellow rider and friend, Alan Selby, from a suspected neck injury in a motorbike accident, Dr Leatt set about working on a solution to avoid neck injuries that are all too common in bike sports. A few years later, Leatt the brand came to be, hitting the market with a neck brace. This revolutionary neck brace quickly became a global phenomenon and was soon adopted for mountain bike use.
In 2015, Leatt launched its first range of mountain bike helmets, and, by 2020, the band dove headlong into the MTB world, offering head-to-toe safety and gear solutions. Now in its 20th year, and with numerous design awards and industry accolades, Leatt recently began a new chapter here in New Zealand. With a new distributor now in place, we’re sure to see this storied brand continue going from strength to strength, becoming a more dominant player locally.
Trail 2.0 Shorts
As with jerseys, we’ve recently seen an influx of riding shorts that do the job but, much like my school report card said; “could do better”. The truth is, most of us are happy to stay in our lane and have no idea what we’re missing out on elsewhere, not keen to branch out from the norm and try a different brand of gear for fear of not liking it.
At first glance, I was unsure about everything going on with the Trail 2.0 shorts. “Is this overkill?” I thought to myself, looking at all the pockets and panelled fabric.
Sizing-wise, I’m a medium or 32” in any type of short and, true to form, the Leatt Trail 2.0 in the medium is spot on for me. With no tension on the hook & loop adjusters on each hip, they’re just right in the waist and, on the off chance I lose some weight, I’ll be able to cinch these up to keep the fit perfect. The length is a little longer than other trail-focused shorts in the market, but it sits nicely over the top of a kneepad and midway down my kneecaps.
The fit is somewhat slim and has a tailored, pre-curved silhouette to suit the riding position of the ‘trail’ riding they’re intended for. The mid-height crotch keeps it from snagging on the saddle, and a double dome snap closure and zipped fly keep the shorts in place and give critical access when needed. Two deep hip pockets ensure what you put in them stays in them, and a zippered cargo pocket on the right thigh has space for anything that won’t fit in the hip pockets. I’ve been surprised at how much I’ve put the extra storage to use, stashing food or a GoPro in there, which in the past would have either been left behind or crammed uncomfortably into a hip pocket. The pocket bags are attached to the outer fabric at their deepest point, keeping them in place so they don’t jump around while riding.
The fabric of these shorts is a lightweight polyester weave with 360° stretch, and most seams are double-row stitched for durability. Key wear areas around the knees and between the legs use a marginally heavier version for increased durability. A softer fabric is used on the inside of the waistband, ensuring comfort against the skin. The inside of each thigh has a small row of laser-cut ventilation, which helps keep things breezy.
The Trail 2.0 shorts come with a snap-in liner short. The main fabric is a mesh weave to keep things drafty, and there’s a nice silicon-backed gripper on the bottom of each leg. Many liners I’ve had supplied with shorts have ended up in the bin after a couple of rides, the chamois being of low quality and ultimately uncomfortable—often leaving me with some decent chafed patches on my undercarriage (don’t ask!). In a couple of cases, literal cuts in my buttocks from the chamois edge! Fortunately, that’s not the case with the Trail 2.0 shorts, which fit well. Even though I initially thought it might be too small, the Dual Density Berenis Chamois is comfortable for lengthy periods, and my undercarriage has no complaints.
What don’t I rate? Given the shape, pockets, and the two weights of fabric used across the short, there are a lot of seams. Granted, almost all of them are a double-row, reinforced type, so there’s probably nothing to be concerned about. However, more seams mean more possibility of one becoming damaged and potentially coming apart during a crash or due to long-term wear. So far, I haven’t seen any issues, but time will tell how the shorts hold up.
All in all, this is a banger pair of shorts. I’ve found the cut comfortable, the storage is excellent, and the liner gets a big tick of approval.
ReaFlex Hybrid UltraLite Knee Guards
Ever since a fateful day three years ago, I’ve worn knee pads of some description almost every time I’m on a bike. Late one afternoon, on a local trail I’d ridden a hundred times, probably more, my bike pitched over and fully committed to a corner. Halfway through the bend, the trail was freshly resurfaced with rotten rock and what was once a grippy turn I could blast through without a thought, was now a loose, jagged surface just waiting for some flesh. Unlucky for me, I was its victim. I had a nasty contaminant-filled gash in my knee, a scrub out at the hospital, a bunch of stitches followed by a few bags of IV antibiotics, and a few weeks off the bike in mid-summer, no less. I’d learned the lesson several times over the years, but this metaphorical straw broke the camel’s back and taught me once and for all. Knee pads are now a must-have on most rides.
The Reaflex Hybrid UltraLite Knee Guards are slip-on knee protection, focused on protecting while out for a pedal, rather than a heavier focus on pure gravity with less pedalling. The guards meet a CE impact certification of one out of a possible two, meaning more protective guards are available, but these do the job as advertised. On the Leatt safety scale, these reach a score of 12 of a possible 25, putting them in the middle of the Leatt range.
The main fabric through the front two thirds of the guards is lightweight (although not as light as some) and sock-like, with a good amount of perforation to aid airflow. The rear third of the guard is ‘AirMesh’, a moisture-wicking, lightweight mesh that helps with breathability. The top cuff features a non-slip silicone printed grip to help keep them in place.
The main padding is provided by ‘ReaFlex impact gel’. It’s soft and pliable while pedalling, and hardens under impact. The outer layer has knee cap and upper shin protection, helping to distribute impact and deflect and slide during a crash.
Although Leatt sells these as “super slim and lightweight”, they’re a fraction bulkier than other “super slim” offerings. Still, the difference in bulk and the gnat’s hair of extra weight is simply because these guards offer more protection than others in this “super slim” category. The ReaFlex impact gel wraps around the knee cap a tad more than some other lightweight guards, although the actual sides of the knee don’t get any padding aside from the sleeve fabric. You’d want to step up to the ReaFlex UltraLite PRO Knee Guards to get this extra side protection.
As with other Leatt products, subtle details make a noticeable difference in the function of these guards. In this case, above the calf is a soft, rubber-backed strip incorporated into the rear mesh. Not only does this offer an element of reinforcement to the lightweight mesh, but it effectively grips above the calf and helps lock the guards in place, not only due to the friction of the rubber, but it works as a ‘cuff’ that sits on top of the wearer’s calf. It works well, and you’ll never know it’s there, although you’d know the difference if it wasn’t.
The fit is comfortable and cosy, and the stretch of the fabric provides an even tension down the entirety of the guards. They breathe well, and I’d put them on par with other similar guards I’ve used. They are not exceptional, but certainly better than heavier weight, bulkier knee pads. Compared to my knobbly knees, I’ve got large calves and quads; even with my lumps and bumps, the guards are comfortable, and there is no pinching, bunching or tight spots while pedalling. My slightly abnormal leg shape (I jest) means the top cuff on all knee pads slides down a little while riding, eventually finding a spot lower down my thigh than I’d like; these ReaFlex’s are no different. They fit fine and work as they should but, like the rest, the cuff ends up lower than I’d like, and there’s no magic sauce to keep them where they should ideally be. My solution is to tuck the cuff of the guards under a liner short leg to keep everything in place.
With five sizes on offer, from small to double- extra-large, there should be a size to suit everyone. A quick measure-up and comparison to Leatt’s size chart gives prospective buyers confidence in their choice.
I rate the Hybrid UltraLite Knee Guards as a level up from most other lightweight offerings. The fit is spot-on and comfortable. There’s an excellent level of protection on offer, considering how light they are, and the outer shells add an extra element of protection that most lightweight guards don’t have.
Enduro 2.0 Convertible Helmet
Protecting your body begins at the top. If your head takes a bad enough impact, it doesn’t matter how unharmed the rest of you may be; without a functional brain, you’ll be on the sidelines while your buddies are out enjoying their rides. As concussion becomes a more widely talked about subject, and awareness is at an all-time high, people are taking more interest in what their helmet offers regarding protection. Rather than settling for something that passes a minimum safety standard, many of us are now looking for something that surpasses standards, offering the maximum protection, not just a sticker that says it’s safe enough. Never has there been a more important reason to invest in your head than if you’re riding an eMTB. With a bike that weighs over 20kg, and often up to 30kg, you sure want to ensure your head and face are well protected in case that big rig lands on you.
Full-face helmets have their place but don’t suit every scenario, trail system or ride. Enter the Leatt Enduro 2.0 convertible—a versatile helmet designed to cover all bases from cruisy rollers in open-face mode to gnarly steeps with the chin bar attached. The Enduro 2.0 is at home in most situations—it’s up to you how you dress it; chin bar on, or off.
The main helmet comprises a lightweight polymer shell with Leatt’s patented 360° Turbine Technology fitted (more on that in a bit). Securing the helmet firmly in place is a FidLock buckle and a classic ratcheted dial adjuster on the back, with three vertical positions to get the fit just right.
The 360° Turbine Technology is a crucial technology across Leatt’s helmet line. It’s a group of small disc-shaped rubber ‘turbines’ that twist and compress to decrease peak brain acceleration by up to a claimed 30% at impact speeds associated with concussion, and to reduce peak brain rotational acceleration by up to 40%.
The peak is adjustable and suits the overall styling of the helmet. There’s enough vertical adjustment to put it in the highest setting and have your goggles on your forehead for a climb if that’s how you roll. The visor will break away if you clip it on a low-hanging branch or during a rag-doll of a crash, popping off to save torsional forces being transmitted to your head and neck; safety first, safety second.
The shell has 20 vents to keep the draft flowing and, even at slow speeds, I’ve been impressed with how well it breathes. Strategically placed rear vents double as a sunglasses dock and do their job as they should.
The chin bar is simple to remove and refit with a button on either side just below the ears. Firmly press the button on each side and the chin bar releases. Reverse the process to re-fit it while ensuring the two locators up by the temples line up correctly, and Bob’s your uncle. The chin bar passes ASTM impact testing, offering confidence that it’s up to the task. It’s a sturdy system and is firm once in place, integrating exceptionally with the main helmet, offering some comfort that it will stay put in a crash and protect your face.
Putting the helmet on once the chin bar is in place is noisy. A lot of creaking comes from the junction between the helmet and the chin bar. Fortunately, once the helmet is on, the noise disappears, although it was pretty disconcerting the first time I put it on!
Given the extra engineering and structure required to incorporate the removal mechanism and chin bar safely, the Enduro 2.0 in open-face mode is a touch heavier than regular open-face helmets at 409g in a medium size. The chin bar itself doesn’t weigh much at all at 245g and, once fitted and in full-face mode, the helmet’s complete setup weighs 654g, putting it at the lighter end of convertible helmets.
The Enduro 2.0 is comfy on my head, and the padding is quite thick compared to similar helmets. There are no hard points anywhere, and the overall shell looks normal when worn; no giant mushroom here. Before wearing it, I thought the Turbines might touch my head while riding, but I haven’t noticed this. This helmet gets a big tick on the comfort front. As with anything fit-related, different head shapes suit different helmets, so I’d recommend trying before you buy or at least checking returns policies when purchasing online.
When it comes to testing the actual safety of the Enduro 2.0, alongside the legal safety standards they meet, I can only rely on Leatt’s testing and their force reduction claims; some heady statistics proved not only in Leatt’s research lab but also by people I’ve met who have firsthand experience with the safety of Leatt helmets.
I’d recommend the Leatt Enduro 2.0 convertible helmet to anyone doing all sorts of riding, perhaps travelling to unfamiliar areas to ride and not sure what to expect. You’ll have the right helmet for the task wherever you end up. If your riding crew decide to do a lengthy trail ride: Chin bar off and open-face mode. A last-minute decision to punch out shuttled laps? Chin bar on and full-face mode engaged. For eMTB riders, adding a chin bar is an absolute no-brainer, but there’s still the versatility to run the helmet without the chin bar for a cruisy lap with the kids or a nip to the shops.
CamelBak H.A.W.G Pro 20
Words Lester Perry
Images Henry Jaine
RRP $299
Distributor Southern Approach
There’s a particular style of trip where bike bags strapped to your frame either aren’t suitable for the route you’re attempting or simply don’t provide enough capacity for the required gear.
When Kieran Bennett and I took on our ‘Starevall or Bust’ two-day mission in the summer of 2024, we had an Aeroe handlebar cradle and dry bag each. That was handy — but with the trail being steep and technical in many places, the option for a rear rack was off the cards, and frame bags would have had to be custom made for our full-suspension rigs (and even then, wouldn’t provide the capacity we needed). CamelBak’s range of Packs was the answer — in my case, the H.A.W.G Pro 20, while Kieran went with a similar, but smaller, MULE Pro 14.
The H.A.W.G pack is designed precisely with missions like ours in mind. Twenty litres capacity, supplied with a 3-litre bladder, and room for another if needed. I opted for a single 3L bladder and a water filter, which, if you’ve read the trip report, you’ll know was a necessity!
Stowage is split into three main areas; nearest to the body is the hydration bladder sleeve. Outside of this, another large ‘full’ pocket features two large internal pockets, one of which is designed to hold a spare eBike battery if you’re that way inclined. In this section, there was enough capacity for me to stow a dry Merino top, a pair of shorts and a couple of freeze-dried meals. A smaller zipped pocket is on the left side of the back panel, down near the waist belt, although I didn’t use it on our trip. It would be ideal for smaller bits you may need to take with you but do not necessarily need easy access to — for example, a wallet or passport.
The next layer out has a medium-sized pocket featuring a couple of smaller zipped mesh pockets to store little items — in my case, tools and spares behind the zips, and some snacks in the main compartment. Across the top, there’s a fleece-lined pocket that is ideal for stowing glasses – and is large enough for goggles.
The outside of the pack features a stretch compartment, ideal for items that you might need quick access to — in my case, a jacket and bag of trail mix, and a First Aid Kit that we fortunately never required. The clips on either side have small hooks to clip helmet straps to for carrying.
Weight is supported on the hips with a sturdy waist belt and, handily, there’s a zipped pocket on each side for quick access to gear when you don’t want to remove the pack to access. There’s a good amount of room in these pockets. I stashed a disposable camera on the left side for quick access and, on the right, I had some lollies, a multi-tool and a tyre plugger.
The H.A.W.G Pro is the first pack I’ve used with the Air Support Pro Back Panel — a 3D mesh back and harness that supports the bulk of the pack, holding it away from your body as much as is feasible, allowing for maximal airflow between the wearer and the pack. Although it’s still noticeably warmer than no pack, thanks to the Air Support back panel, it feels much cooler than some smaller, more traditional packs I’ve used. The back panel provides a level of rigidity to the whole system and, combined with the harness setup (including the sternum strap), secures the entire pack nicely. It’s well supported, even while fully loaded and tackling rough terrain. Thanks to the secure fit and rigidity, the top of the pack works well for resting the bike on while carrying over hike-a-bike sections — something we spent hours doing while hiking up Mt Starveall.
Two straps wrap around the base of the pack and, once cinched down, they help compress the load, helping keep everything in place; handily, they’re long enough to strap on more gear. In my case, I secured my Thermarest Sleeping Mat to the base and saved valuable volume in the pack itself. There’s myriad uses for these simple straps: tent poles, rolled-up jackets, or (most importantly) baguettes — the possibilities are endless.
The pack is supplied with a snazzy little tool roll and, while it’s great in theory, I found I couldn’t get my preferred selection of tools and bits to play nicely with it. The tool roll stayed home while on the Starveall mission, and I brought my small tool bag along.
As far as hydration goes, I can’t fault the 3-litre ‘Crux’ bladder. Although I’m not a super fan of the huge screw top, it does the trick and is long forgotten once it’s tucked safely into the pack. CamelBak redeemed themselves with their market-leading (in my opinion) bite valve and “magnetic tube trap” that keeps the drinking hose nicely secure when not in use, and snaps easily back into place.
The only niggle I’ve found with the H.A.W.G is on the outer stretch compartment. The clips that secure each side and help compress the load are not a traditional bag clip design, I assume, to allow for the helmet hooks. More than once, I had issues getting the clip to close correctly on my first attempt; unless the clips are aligned perfectly, one side can stick out and not be clicked into place correctly. This led to the clips popping open a few times on our trip. It’s annoying but not the end of the world. With some attention, they work fine and are secure when clipped correctly.
When all’s said and done, I’m a big fan of the CamelBak H.A.W.G and its versatility. It’s large enough for an overnighter, and once cinched down, it’s compact and lightweight enough for just a few hours in the backcountry without feeling like you’re carrying a flappy, half empty pack.
