Here at BikeRumor, weve done a lot of factory tours over the years. Its always enjoyable to see what goes on behind the scenes, and to appreciate the craftsmanship that creates the bikes that we love. But even when weve been given access to a carbon bike factory, creating video of the entire process has usually been off-limits. Thats not all that surprising. There is incredible competition between various carbon manufacturers, and the concern of giving away trade secrets is very real. So when Revel Bikes teamed up with Dream Build to offer a video factory tour, it was surprising to see the level of detail included. In fact, the video starts out with one of the processes that weve never been able to share the process of turning raw carbon fiber filaments into prepreg carbon sheets. Obviously, there are still plenty of proprietary secrets the video isnt showing, like the exact process that theyre using to mold the inside of the frame, but based on what appear to be air couplers sticking out of the mold (and the airlines hanging next to the press), you can infer that at some point air pressure is used to inflate an internal bladder to squeeze the carbon fiber into the mold from the inside out. Still, its a surprisingly transparent look into what goes into making your next Revel Bike. revelbikes.com

For the first time in years, Hyperlite Mountain Gear has turned its attention to technical outdoor apparel. The new Hyperlite Gridline Anorak is an ultralight rain jacket made from Dyneema ripstop fabric, packing an impressive array of features for its weight. Miles got his hands on one ahead of today's launch to see what it can handle. Find his review here...The post Hyperlite Gridline Anorak Review: A 200-Gram Dyneema Ripstop Rain Jacket appeared first on BIKEPACKING.com.

Fem van Empel plans to share the story behind her difficult year away from racing in a new documentary, with her team offering to support the project. The three-time world champion returned to competition in October after almost a year out. Before the European Championships, Van Empel said she would...

CyclistAero vs all-round race bike: Which one is best for you?These days shopping for a new bike can be tricky. With so many different options across more genres than ever, finding whats right for your kind of riding isnt easy.If youre craving speed on the road, whether that be in levelling up your current setup, taking part in sportives, doing actual races or simply riding faster day to day, the choice boils down to two types of road bike: an aero road bike or more of an all-rounder lighter in weight but slightly less aerodynamic.That goes some way to make the choice easier on paper, but do you actually know which of the two would make your ride faster? To answer that, lets take a look at the pros and cons of aero and all-rounder bikes separately, and how they compare to bikes that attempt to balance the two.Which is faster and where?By breaking down the different kind of riding you might do or want to do, if youre preparing for a big challenge you can then make an informed decision on what your next bike should be (and read on for specific suggestions on a pair of highly capable models).One big change in the bike industry over the past few years is the sidelining of the outright lightweight road category at the pro level. Thats largely down to brands now being able to find enough general weight savings to get all-round race bikes down to the UCI minimum weight limit of 6.8kg without the need for major aero sacrifices. Yes, you can still get lighter, but not while staying within the UCI rules, and the latest all-rounder bikes are as light as previous generations of outright lightweight bikes anyway.Conversely, while you might also see the top pros riding aero bikes on mountain stages, thats because the speeds theyre hitting on the WorldTours toughest climbing tests are high enough for aerodynamics to still make a difference.The consensus from extensive real-world testing is that aerodynamics generally starts to come into play at around 15kmh, meaning that from those speeds, the scales start to tip in the favour of aero bikes and kit over lighter weight equipment; and the faster the rider the more difference it makes. In terms of gradient, its generally on gradients of around 6% that weight starts to gain in importance though that is still dependent on speed.With all that in mind, for most regular riders a fully flat ride will be quicker on an aero bike than on a slightly lighter but slightly less aero all-round race bike.From there, the hillier the ride the quicker the speed balance tilts in favour of the all-rounder. But where is the sweet spot?If youre doing big days in the mountains, the weight savings of an all-round race bike is what you need. Testing has shown that a 100km ride with a big climb such as a Cyclist magazine Big Ride is considerably faster with that kind of bike.The same could be said for tough British sportives such as the Fred Whitton. but unless youre seeking out all the hardest climbs in your area, most riders averaging 30kmh or more will gain more from an aero bike.Its important to note that spec plays a massive part in this too, and a bit of extra investment often goes a long way in saving weight or adding aero when it comes to wheels, groupset or handlebars.Something else to consider is that part of the gains that many aero bikes provide come from putting the rider in a more aggressive riding position, reducing the area that has to cut through the wind. For many people this can become uncomfortable over long rides, so unless speed is your only concern, all-round race bikes generally though not always put the rider in a more sustainable position.You should also factor rolling resistance into your equations, with tyre width playing a big role in how smoothly you roll over the tarmac. That again depends on where you actually ride, with poor road quality something British riders will be all too familiar with making a wider tyre a highly recommended spec choice. For smooth tarmac, 28-30mm is ideal, otherwise 32mm tyres set up tubeless allow you to run lower pressures without the risk of pinch flats, helping you roll over most lumps and bumps.Which race bike is right for me?Taking all of those considerations forward, each bike type still offers many options, but British brand Ribble seeks to make the choice easy.If speed is what you need, its ULTRA-AERO and ULTRA-RACE models tick all the boxes that road riders could need.The ULTRA-AERO SL R is Ribbles all-out fastest bike, with the frame design and component choice heavily influenced by extensive wind-tunnel testing to make it the only choice for flat and fast riding. The super-aero component list is headlined by Ribbles ULTRA-AERO handlebars and full bike weight ranges from 8.2kg to 9.3kg, depending on spec.For hill-seekers, the Ribble ULTRA-RACE comes close to the lowest limits of the UCIs rulebook for racing, with the lightest spec choices coming in at just 7kg in a medium size, and the frame itself comes in at just 775g.The breadth of those two bikes ranges includes both pro-race level builds and more affordable options for those looking to level up their riding within a more restrictive budget.Save up to 1,550 on Ribbles aero and racing bikes this Black FridayRest assured, though: affordable doesnt mean slow, and with Ribbles Black Friday discounts, the ULTRA-RACE and ULTRA-AERO SL R are at more accessible prices than ever.Until 11.59pm on Tuesday 1st December, you can get a black colourway ULTRA-RACE specced with Shimano 105 Di2 for just 2,799 a saving of 650 or with Ultegra Di2 for just 3,599 a huge saving of 1,050. Youll struggle to find that kind of value for a racing calibre bike equipped with electronic shifting anywhere else.The Ribble ULTRA-AERO SL R has similarly mouth-watering prices, with the ULTRA-AERO SL R 105 Di2 reduced to 2,549 a saving of 1,200 and the Ultegra Di2 build a massive 1,550 cheaper at 3,199. Or you can opt for the range-topping ULTRA-AERO SL R Dura-Ace Di2 for 5,549, saving a phenomenal 1,900.These prices are exclusive to Black Friday, so whether youre a speed demon in the market for an upgrade or youre eyeing up a dream Christmas present for a fast loved one, youll need to be quick with this one. Shop the Ribble Black Friday saleThe post Aero vs all-round race bike: Which one is best for you? appeared first on Cyclist.

The team currently known as TotalEnergies will continue next year, after French IT company XEFI was brought onboard as title sponsor.The future of the French ProTeam set up by former pro rider Jean-Ren Bernaudeau in 2000, which has been in serious doubt for months, has been secured with the inking of the new deal, believed to be a three-year agreement. The Vende-based team has been in limbo since well before the Tour de France, when its principle backer TotalEnergies made it clear they would be concluding the relationship at the end of the season, to become name-jersey sponsors for rival WorldTour team Netcompany-Ineos, and to further cement its partnership with the Tour race organisers ASO.During the period of uncertainty that prevailed while the team was effectively without a name-sponsor, which coincided with the transfer season, the squad haemorrhaged a whole host of riders, including Anthony Turgis (who has joined XDS Astana), Jordan Jegat (who has gone to Lidl-Trek), Pierre Thierry (pictured, who has jumped ship to Cofidis), Alexandre Delettre (who will now ride for Groupama-FDJ) and Nicolas Breuillard (who will line up with Turgis at XDS Astana). The new deal, means that the team would be able to line up at the start of the 2027 Tour de France if invited, but as things currently stand, they only have one rider remaining under contract. Nevertheless, team boss Bernaudeau is breathing a sigh of relief this week. "I am particularly pleased to see XEFI partnering with Vende Cyclisme, a company with which we share much more than an ambition: a true vision of the human and the future," he told the media. Stphane Heulot remains the team manager, and Bernaudeau has also brought fellow former French pro Tony Gallopin in as the new sport director. A Tour stage winner, who pulled on the yellow jersey in 2014 and has previously worked with Heulot at Lotto, Gallopin will join in January, having accompanied TotalEnergies during this years Tour de France. "The fact that Jean-Ren and Stphane can now plan years ahead again after a season finale that was disrupted by circumstances is a great reward for their work," he said. "Im joining a historic French cycling team with a strong identity and a rich history, and Im eager to contribute to it."

Garmin is taking LiveTrack beyond friends and family. The company has announced a new integration with the Waze driving app that lets compatible Garmin devices share a riders real-time position with nearby drivers. The idea is simple: if a cyclist is on the road ahead, Waze can show that rider as a moving alert so drivers know theyre there before theyre right on top of them. For riders, it adds another layer of visibility without requiring anything extra on the bike. Just LiveTrack, a compatible Garmin device, and a phone.(Photo/Screenshot of Waze website)How Garmin + Waze Live Cycling Alerts WorkThe feature builds on Garmin LiveTrack, which has traditionally let friends and family follow a riders location, speed, route, and other ride information in real time.Now, riders can opt in through Garmin Connect to share their LiveTrack position with Waze while recording a ride. When a participating rider (you have to opt in) is nearby, Waze shows drivers using the app an active, moving cycling icon on the road.Location sharing is temporary and tied to the activity session. Garmin says it doesnt display or share the cyclists personal information with Waze drivers. Drivers dont see your name, profile, or other identifying information. They just get an alert that a cyclist is moving nearby. Safety is a top priority for Waze, and were excited to collaborate with Garmin to help keep cyclists safer on the road. By bringing Live Cycling Alerts to Waze, were giving drivers a helpful heads-up so they can slow down, stay aware, and safely share the road.Gai Berkovich, VP and GM of Waze(Photo/Garmin)You Have to Opt InGarmin doesnt quietly turn this on in the background. Riders have to enable the feature through Garmin Connect, and LiveTrack still requires a compatible Garmin Edge cycling computer or smartwatch paired with a smartphone.Once enabled, sharing happens only during the outdoor cycling activity. The Waze integration is more like an extension of LiveTrack than an entirely new safety system. Importantly, it keeps control with the rider.Garmin is well-known in the cycling industry for its safety-focused products and features, and we are excited to work with Waze to bring this unique feature to cyclists and drivers alike. By increasing awareness between cyclists and motorists, this new tool is designed to foster a safer riding environment for Garmin customers by giving drivers valuable real-time visibility to their whereabouts, helping to create a more connected experience for everyone on the road.Susan Lyman, Garmin Vice President of Consumer Sales and Marketing(Photo?Lezyne)A Step ForwardMost cyclist-safety tech has focused on helping the rider detect the car. This is a totally new approach and could be a huge step in the right direction. Volvo has a similar idea with its cyclist-detecting radar system, but this has a lower barrier to entry. Now the driver gets the warning just like any other update on Waze. Instead of relying entirely on a blinking light or waving hands. Waze can give them an earlier heads-up that someone on a bike is ahead.It wont replace being a cautious and tolerant driver (obviously), and it doesnt make every driver suddenly attentive. www.garmin.com

What if discarded plastic could become the next clever bikepacking accessory? Precious Plastic is a global, open-source initiative helping small makers turn plastic waste into useful products using accessible recycling technology. Their latest video offers a fascinating look at the possibilities, and it's not hard to imagine how this approach could inspire small gear makers...The post Make Your Own Gear From Recycled Plastic? (Video) appeared first on BIKEPACKING.com.

Jai Hindley will return to the Tour Down Under for the first time since 2023, with the former Giro d'Italia champion confirmed for the opening WorldTour race of 2027 following his return to the Grand Tour podium earlier this year. The 30-year-old Australian is the first major name announced for Janu...

Theres a real thrill to using a hired e-bike: the sudden speed, the way they make the city smaller, and their ready availability. The machines, which have popped up across our cities in the last few years, are a simple way of nipping across town if you dont want to use your own bike or walk, and are a blessing in places with poor public transport, like where I live in Bristol. They are hugely popular, with millions of Lime, Bolt, Voi, Dott, Beryl and Forest bikes to name but a few operators used a year across the UK. The pedal-assist is always welcome, particularly on hills. Theyre limited to 25km/h, which you might be able to beat on your road bike, but theyre not slow. Micromobility schemes are a great idea, especially if they get people out of cars; more bums on saddles and feet on pedals is always a good thing.However, there is another side to the hired e-bike, which has become increasingly prominent at the same time as their success. Their popularity has led to a rise in concerns over the cluttering of pavements, to the detriment of pedestrians, and antisocial and illegal riding, such as riding on pavements, jumping red lights and using the bikes while under the influence. This could be ignored as pearl-clutching from the anti-cycling brigade, but it does go beyond that. Not only is the improper use of hire bikes annoying and potentially dangerous to other cyclists, but there is a temptation for the general population to tar us all with the same brush.Hire bikes are transportation devices that anyone can jump on, any time, anywhere; theyre popular with lots of people, whether theyre cyclists or not. Often, then, these are people unused to riding on the road, without a helmet, just looking to get around. Thats the beauty of the system, but it comes with drawbacks, such as users not necessarily being aware of the dynamics between cars and cyclists, or cyclists and pedestrians, or cyclists and other cyclists.In a world of culture wars, cyclists are vulnerable, and as such, its helpful if we can present the best version of ourselves. Theres also the acknowledgement of the fact that a sudden take up of a new mode of transport, might just require some new rules or regulations. Thats why I welcome government proposals to crack down on inconsiderate and dangerous behaviour by shared e-bike users, and also sort out the issue of parking.Its easy to engage in whataboutery, and, it should be obvious that dangerous and illegal driving is a bigger and more impactful issue, putting all of us at risk. But saying what about bad drivers is to distract from the problem that antisocial riding is for a lot of people. How this proposed law will actually be implemented is yet to be seen, but the government feels that they lack the regulatory powers needed, which could then allow local authorities to licence schemes better. Even just better rules around parking would make peoples lives better. Prime Minister Andy Burnham said last week that while the hired e-bikes have many positives, they can also be a real frustration when left lying on pavements or when used irresponsibly. I want to sort that by giving communities more control over where they are parked and making sure companies and riders play by the rules, he said.The thrill and usefulness of a hire e-bike wont go away, tempering that thrill by ensuring theyre not a nuisance to other road users is no bad thing.This piece is part of The Leadout, the offering of newsletters from Cycling Weekly and Cyclingnews. To get this in your inbox, subscribe here.If you want to get in touch with Adam, email adam.becket@futurenet.com.

There comes a time in every dads life when he has to swallow his pride and submit to the minivan.Just kidding. I was pumped to get a minivan. My only regret is not doing it sooner. Essentially a larger version of one of the best bike vehicles ever made (the Honda Element), minivans are arguably the better choice for many families than the typical cookie-cutter SUV. What other vehicle fits 7-8 passengers plus a load of gear, full sheets of 4 x 8 plywood, can be parked in a standard garage, and gets 36mpg?One of the only negatives Ive run into so far with my new Toyota Sienna is the limited and mostly underwhelming options for a trailer hitch. For this to be a true bicycle adventure vehicle, it needs a trailer hitch. And a 2 hitch, at that.Toyota completely fails here and doesnt offer any 2 hitches from the factory, and the majority of aftermarket 2 hitches compatible with the current Sienna hang down below the bumper and reduce departure angle, leading to scraping. Theyre also rated fairly low when it comes to tongue weight.What is a tongue weight rating?The tongue weight rating is the maximum downward weight/force that a trailer hitch can withstand. When were talking about bike racks rather than towing a trailer, the entire weight of the rack + bikes must be considered in the tongue weight of the trailer hitch because theres no additional axle to support the weight. But to make it more complicated, the leverage of the bike rack sticking out from the vehicle has to be factored in as well, since this leverage can increase the force exerted on the hitch when you hit a bump. This is something thats not really talked about much with bike racks, and is usually buried deep in the manual if mentioned at all. So, I asked as many bike rack companies as I could to find what theyd recommend. So far, Thule and Kuat have replied, with Thule stating their general rule of thumb is that the tongue weight rating should be at least equal to the weight of the rack plus the weight of the bikes. Kuat states they dont set a required minimum trailer hitch class rating for their current bike racks (note that their Drop In vertical rack is not included here), but do require a Class III+ hitch for the Pivot V3 and Pivot XD. If you really want to nerd out on hitch capacity, I found this Hitch Bike Rack Calculator created by someone on reddit that factors in the distance from the hitch to give you a much better idea of how close you are to the maximum weight limit of your hitchs tongue weight rating.If youre buying a van, theres a good chance youll need to carry at least 4 bikes or more. Which means theres also a good chance youll be interested in vertical hanging racks like the Yakima HangTight 6, Thule Revert, Velocirax, etc. Most of these racks require a Class III hitch, with some like Velocirax requiring a 500lb tongue weight rating. That immediately disqualifies almost every hitch for the 4th Gen Toyota Sienna. Thats where the Torklift EcoHitch for the 2021-2027 Toyota Sienna comes in. Not only does this hitch offer a class-leading 700 lb tongue weight and 4,500lb trailer weight rating (more than the vans 3,500lb tow rating), but its mostly hidden design yields better ground clearance. The design also allows for the kick sensor for the rear liftgate of the van to still work (with a few modifications). Torklift also makes a claim that theyre the only company using a patent-pending stainless steel receiver to prevent rust.Sounds great, right? Well, there are definitely some trade-offs. First, at $427.24, it is one of the most expensive hitch options for the vehicle (you do get free shipping, though). Then theres the installation most people will probably pay to have this installed (Torklift has an authorized installer finder here), though it can be DIYd if you have the time, tools, and dont mind a few modifications to your van.Removing a crossmember?Among those modifications is a somewhat controversial one: the removal of a factory aluminum crossmember. This aluminum crossmember is designed to crush in an impact and acts as part of the bumper system. The Torklift hitch replaces this aluminum crossmember with a steel tube, which theoretically will crush less easily.According to Torklift, this aluminum crossmember is designed only to absorb energy in low-speed impacts, particularly at 2.5 mph, as mandated by 49 CFR Part 581. Theres no rule that says you cant modify this system to install a trailer hitch, and Torklift claims, There is no evidence that a properly engineered, vehicle-specific hitch like the EcoHitch compromises occupant safety in a rear-end collision. However, they also mention that [they] have not conducted full vehicle crash testing for this hitch application, and its not typical for hitch manufacturers to do so. You can read more in a reddit thread where Torklift responds here.Ultimately, what swayed me into going forward with the install is that I leave a bike rack on my car almost the entire year except for the saltiest winter months (where that stainless receiver tube should earn its keep). If a rack is installed in the hitch, it doesnt matter what that cross member is made of, since a rear-end impact will be transferred through the rack, into the hitch, and then into the vehicle, so it seems like a moot point. I know a lot of people wont leave a rack on their vehicle at all times, though, so use your own judgment based on the info above.Buy these before you start the installation:It took a while after receiving the hitch to get it installed on the van. That was partially due to my hesitation to pull apart a brand new van, but also to make sure I had everything on hand before I got started. If you want to install trailer light wiring, this is definitely the time to do it. Torklift sent their $103.35 wiring harness along with the hitch, which seemed to be the standard Curt T-Connector wiring Harness with 4-Pole Flat Trailer Connector. Thats important to know, because access to the installation area isnt easy if you dont have a spare tire, so the installation video I found on etrailer.com was critical. There are a few different videos, but the two you need will show how to remove a number of trim panels to get to the trailer light plug on the left side of the trunk. Im a perfectionist and wanted the completed install to look as factory as possible, so I ordered some edge trim from Amazon. There are a number of different options here, but I found that this stuff was easy-ish to install and doesnt use any adhesives, instead relying on a mechanical grip that is extremely secure once installed. You dont need much, so the 10 for $5.10 is plenty. I had most of the tools needed already, but you will need a good pair of tin snips, sockets with extensions, a torque wrench capable of 45-65 ft lbs, and a set of box-end wrenches at minimum. I also found that a Dremel tool with a plastic cutoff wheel came in handy, along with a clip removal tool and a set of auto trim removal tools. Finally, youll want a moving blanket or similar to set the bumper cover on to keep it safe, and some painters tape to protect the edges, as well as electrical tape for the sensor modification. How to install Toyota Sienna Torklift EcoHitchIncluded with the hitch are the main beam, two end plates, and a bag of hardware. Dont sweat if the mounting plates on the ends of the beam look bent on arrival; theyre supposed to be that way.Once you have all the materials to start the installation, set aside a big block of time to get this done so youre not rushing. It took me the better part of 12 hours to do the hitch, wiring harness, and mud guard installation, but I was also trying to document the process while taking breaks to do other things. Knowing what I know now, and having all this info ahead of time, I feel like I could do it again in less than 4hrs if I wasnt documenting it, but thats still a decent chunk of time. Part of what took so long is that there is no single source of installation instructions that covers everything for this particular van/hitch combination. With all due respect to Torklift, their installation videos and instructions provided with the hitch are lacking in detail, especially when it comes to modifying the kick sensor to work with the hitch. After delivery, Torklift provided an updated installation instruction guide (below), which is improved, but still different in spots compared with what Id recommend. 2021 Sienna Torklift HitchX7422S-INST(1)DownloadThe best installation video I found was actually from U-Haul, but even it has things that could be done better. U-Haul actually mentions in the comments that theyve figured out a better way to do the kick sensor installation and that there will be a follow-up video, but it doesnt seem to exist yet. I tried so many times and in different ways to reach out to them to get more information, and got zero replies.This thread on Siennachat.com was one of the better sources for info on modifying the kick sensor, and there is also an excellent PDF from bmcnally82 on page 2 with useful notes on the installation. Its worth noting that this thread was created when the EcoHitch was first introduced for the Sienna in 2021, and there are a number of comments about having to bend the studs to make it fit, or having to use washers, etc. None of this seems to be the case today, in 2026 my EcoHitch fit perfectly without any modifications to the hitch or the mounting studs needed.A better wayBut even after scouring the internet for every detail on the installation of this hitch, I still found that there were better ways to do it that required fewer permanent modifications. Starting with removing the aluminum cross member, theres no need to fully remove the metal tape covering the holes. Simply use a heat gun to warm it up, and you can peel back the corners to access the bolts. Do it this way, and you can save the crossmember in case you want to put it back to stock for some reason in the future, and you can even reuse the tape. No plans to reuse it? Doing it this way is still easier and saves time/effort. Top left image is a screenshot from the U-Haul Video; all other photos c. BikeRumorEveryone says you need to cut this tab off since it interferes with the hitch placement dont do it! Instead, make a small vertical snip (red line in the photo above, left) and then simply bend it upwards at a 90 angle. This does two things: it preserves the tab in case you ever want to go back, but it also provides a nice mounting point for a zip tie. Instead of routing the wiring harness for the kick sensor around the front of the hitch, I rerouted it under and then zip-tied it to this tab to keep it in place. Another permanent modification that is required: cutting a hole in the bumper cover. The new instructions from Torklift tell you to cut a smaller hole than before, which is more similar to what I did. I followed the guidance from the U-Hual video to use the seam as the back edge of the cut (and how to center it), and made mine just 4 1/4 wide. This provided plenty of room for any horizontal variation in the placement of the hitch (though you should have centered it before torquing it down, so wiggle room isnt really needed). As mentioned, I used the edge trim to give it a finished look, and tried to round the corners of the cut a bit to give the edge trim a better radius. I did most of the cutting with the Dremel tool and a plastic cutoff wheel, though you can do this with tin snips in a pinch. Another piece you will need to trim is the underbody panel on the left side of the van. Again, all the instructional materials I found said to make a much bigger cutout than you actually need. Most say to make it 2 wide, which causes you to lose the mounting hole to the right of the cut, which is used for one of the clips that holds this piece to the bumper cover. I found that there is no need to make this cut wider than about an inch, which preserves that mounting hole I was able to reuse all the mounting clips for the bumper cover. I couldnt stand the idea of losing clips due to the installation of this hitch, which could result in movement of the various pieces and potential noise down the road. The cut also doesnt need to be nearly as long as specified. I made mine about 4 3/4 long from the front of the panel, and that ended up about an inch longer than necessary. Theres a potential here that the hitch could be slightly shifted due to bolt/stud placement, manufacturing tolerances, etc., so my advice is to start small. Make a small cut, then install it and check the clearance. Only cut out as much as you need, and take your time. Do it this way, and youll end up with a perfect fitment without losing any of the factory mounting clips. Kick Sensor ModificationThe last permanent modification is a biggie. One of the big selling features of the EcoHitch is that the liftgate kick sensor still works with the installation of the hitch. Read the comments online, and that turns out to be partially true. Some say theirs still works fine; others say theirs doesnt work at all.This seems to come down to how the kick sensor is either repositioned or modified, as there are a number of ways to do it. The official way seems to be drilling new holes in the kick sensor and relocating it on the bumper cover above the hole you have to cut out for the hitch. However, the effectiveness of the sensor in this position seems questionable. Some owners have had luck with moving the sensor to one side of the hitch, but again, that requires drilling and modifications that may or may not be worth it.I saw a method on the SeinnaChat forum where you modified the sensor bracket to route the wires above the hole in the bumper cover, and those who tried it reported it working very well, so I figured Id give it a shot if it didnt work, I could pivot to the method where the sensor is shortened to just one side of the hitch. And if that didnt work, I could simply buy a new kick sensor. But if the first method worked (and it does), then you have a better result without any other modifications.The sensor works by transmitting a signal through these wire loops, which sit behind the bumper cover. Because of that, its very important not to cut the wires, but you can remove them from the housing and then cut the housing to fit over the hole in the bumper cover. Removing the wires from the spring-loaded tabs on the end gives you more slack, so you can move the wires out of the way, and youll also need to remove the clips holding the wires in place near the cut. I made sure to arrange the wires so that they werent overlapping and there was space between each wire, then used electrical tape to hold them in place. The result is a kick sensor that uses all of the factory mounting positions, and one that still works on both sides of the hitch. As far as I can tell, there has been zero impact on the performance of the kick sensor with this modification in fact, it might actually work too well. Make sure you dont have your key in your pocket when youre installing your racks hitch pin, or it will sense your movements and try to open the liftgate into your rack. One last thing to cut (that no one mentions)If you have a Limited or Platinum Sienna with a chrome bumper insert, you should have these tabs sticking through the bumper cover (other van trim levels may have something similar, not sure). These tabs will impact the hitch when you go to reinstall the bumper cover, so if you dont cut them, the bumper cover will stick out oddly, or even break those chrome inserts out of the bumper. Fortunately, you can cut these easily with tin snips without causing that chrome piece to fall out. They seem to be extra long to act as guides during the installation process, so you can cut them almost flush with the back of the bumper cover without affecting their function.An experimental modificationFull disclosure: I like to overthink things sometimes (OK, often), but I think this was worth the extra hassle.When you compare the stock aluminum crossmember to the steel beam from Torklift, that aluminum crossmember sticks out 5.5 from the body of the van. The steel beam from Torklift only sticks out about 3. As far as Im aware, that aluminum crossmember is all that supports the bumper cover from behind in the center, so removing it and replacing it with the Torklift hitch means there is about a 2.5 gap of unsupported space behind the cover.Watching my child jump in and out of the van and push against the bumper, I realized that having some support for that bumper cover may be important just to keep it from deforming to the point where its stressing the mounting clips, or potentially cracking the paint.So I decided to make an experimental support structure out of XPS foam to mount to the EcoHitch beam. I used a piece of 1 thick XPS, which I then used a hot knife to cut in half to give me 2.5 in total when stacked (1 + 1 + 0.5). I tried to glue this to the hitch using an adhesive that was supposedly compatible with both XPS foam and metal, but that didnt work, so I ended up just zip-tying it to the beam. This isnt structural or anything; its just to prevent the bumper cover from being pushed in too far.Installation of the bumper cover went smoothly, and it does feel like the foam is doing something to support the bumper cover when you push on it. It doesnt seem like this could hurt at all, and it was easy to do, so Id recommend it. It should go without saying, though: make any of these modifications at your own risk. The payoffWith a Kuat Piston Pro X (which is still the best hitch rack IMO) installed in the EcoHitch, there is no interference with the vehicle that Ive found so far. Mountain bikes with 800mm bars dont hit the back window; you can drop the rack with the bike on it, and the tailgate will clear the pedal and handlebar to open, and you can fold up the rack without the uprights rubbing on the tailgate. You will have to disable the Parking Support Brake (PKSB) feature to keep the van from sensing the bike rack and slamming on the brakes when reversing, but this is easily done through the menu on the steering wheel controls. Once you turn off PKSB, it will remain off, so you dont have to change this setting every time you drive.Also, to my surprise, adding a bike rack and often driving around with bikes hasnt affected the gas mileage. Im still averaging 36mpg all around without babying it, which is wild for such a big vehicle. Obviously, this is a lot of work to install a trailer hitch compared to many vehicles, which often require just a few bolts. Having done it, though, Im extremely pleased with the result. It looks great; it offers the most ground clearance (no scraping on anything yet), it offers the highest tongue weight rating, and the stainless receiver tube seems to work well with every bike rack Ive tried so far (the opening seems a little larger than most hitches, but the anti-wobble mechanisms on most bike racks keep it rock solid).Yes, there should be better installation instructions. Yes, it would be great if it required fewer modifications. But until Toyota engineers the next generation of vans with a factory 2 hitch that is ideal for todays larger bike racks and heavier e-bikes, the Torklift EcoHitch is probably the best hitch option for your 2021-2027 Toyota Sienna.torkliftcentral.com