Paul Seixas is an incredibly talented rider and at age 19, he is already one of the most prominent names in the peloton. Often he is compared to Tadej Pogacar, and perhaps that will be even more the case after today as the Frenchman has taken his maiden pro win in the exact same mountain where the W...

The latest utility bike from the cargo specialists at OMNIUM in Copenhagen is the new OMNIUM Nano, an extra-compact, small-wheeled frontloader designed for daily life on the move. Find more details here...The post The OMNIUM Nano is an Extra-Compact Cargo Carrier appeared first on BIKEPACKING.com.

The Cannondale SuperSix is one of the most iconic race bikes of the last two decades, carrying the likes of Ivan Basso, Peter Sagan, Vincenzo Nibali and, more recently, Ben Healy to countless victories. The latest version, released earlier this week, marks the fifth generation of the bike, which like Porsche's 911, clings to the concept of evolution rather than revolution. To mark the release of the new bike, weve looked back at the incremental changes Cannondale has made to the SuperSix through its generations to see how modern road bikes have evolved. Because BikeRadar is as old as the Cannondale SuperSix, launched in 2007, we have detailed reviews of the bikes, so be sure to check them out for some nostalgia. Read more: Cannondales latest SuperSix EVO is lighter and more aggressive for EF Educations pro riders Cannondale SuperSix Gen 1 2007 The first-generation SuperSix was handmade in the USA. Marcel Wurst / Our Media When the first SuperSix was released in 2007, it was Cannondales first full carbon fibre bike. The bike replaced the SystemSix, a hybrid aluminium/carbon road bike succeeding the CAAD models, with the name later revived for Cannondales aero offering. Cannondale claimed a weight of 1,050g for a fully painted 56cm frame, and opted not to show the carbon weave through the lacquer like many bikes of the time. The brand built the bottom bracket and chainstay unit as one piece to increase stiffness. Hourglass seatstays with small diameters were used for compliance and to reduce road buzz. The 340g fork was shaped for forgiveness and featured carbon wheel dropouts. For its first shot at full carbon fibre, the brand impressed our tester at the time 14-time Grand Tour stage winner Marcel Wurst with its combination of power transfer, stiffness, comfort and handling. The SuperSix was used by Team Liquigas from 2008, with Basso securing the Giro dItalia and Nibali winning the Vuelta a Espaa in 2010 onboard the bike. Read more: Cannondale SuperSix Gen 1 review Cannondale SuperSix EVO Gen 2 2012 For the second generation, Cannondale changed the name to the SuperSix EVO. Our Media When the second-generation SuperSix launched, Cannondale made sure to let riders know it was an evolution, adding the EVO suffix, which has stuck ever since. The new frame weighed in at a claimed 695g for a size 56cm, with industry-renowned carbon engineer Peter Denk leading the bikes design. Weight was saved via an updated carbon-moulding technique, with the carbon fibre material laid up around an EPS core. Instead of making the bottom bracket and chainstay unit as one piece, this time the rear triangle of chainstays and seatstays were moulded as one piece. Cannondale chose to incorporate the dropouts into this piece, giving it a continuous fibre structure that enabled carbon fibres to be used for increased stiffness, while allowing for some vertical compliance to provide a smoother ride. This model represented the first time Cannondale offered two options for the SuperSix a standard model and a Hi-Mod version that used a higher-modulus carbon fibre layup. The Hi-Mod variant was a challenger for the lightest frame in the world when it launched. We gave it a rare 5-star rating when we reviewed the bike in 2013, praising its acceleration, effortless climbing and all-day comfort. The SuperSix EVO continued to be used by the Liquigas-Cannondale team in 2012, with Sagan claiming the points jersey in its first outing at the Tour de France. Read more: Cannondale SuperSix EVO Hi-Mod review Cannondale SuperSix EVO Gen 3 2016 Cannondale was slow to put disc brakes on its race bike. Ben Healy/ Our Media Cannondale finally gave the SuperSix disc brakes for the first time in 2016. While a rim-brake option remained for weight-weenie racers, the new disc-brake bikes helped cement the tech into the mainstream. The new SuperSix adopted the wider 73mm BB30a standard, with the wider shell enabling asymmetric stays, which lead to a beefier non-driveside for increased efficiency. This was unwelcome by some, as a proprietary design, and with many press-fit bikes struggling at the time due to small manufacturing defects this was something Cannondale would backtrack on with later generations. Stiffness was also increased by an hourglass-shaped head tube and a carbon layup. Truncated aero profiles were used for the tubes, giving the 2016 SuperSix an aero advantage over the previous bike,although there was a weight penalty, with the rim-brake frame weighing in at 777g. The disc-brake version featured a similar geometry and build, but required a full redesign and new moulding for every part of the frame and fork. This led to the weight being slightly higher, at 829g for the frame and 360g for the fork. Cannondale only adopted the 12mm thru-axle standard on the front, while the rear remained a standard quick-release. We gave the disc-brake bike 4.5 stars when we tested it in 2017, declaring it one of the best race machines around with much-improved braking. Read more: Cannondale SuperSix EVO Disc review Cannondale SuperSix EVO Gen 4 2019 The SuperSix EVO got an aero overhaul for the fourth generation. Russell Burton / Our Media The silhouette of the SuperSix remained largely unchanged until 2019, when Cannondale gave the bike drop seatstays and significantly more aero tubing. Cannondale used deep aerofoil shapes, with many of them employing Kammtail principles to stay within the rule constraints of the time. The bike was still available with rim brakes, although disc-brake dominance was well underway. Cannondale addressed the quick-release axles on the disc-brake variant, giving the bike its Speed Release thru-axles. Weight also continued to climb, with Cannondale claiming 866g for a 56cm frame, combined with a 389g fork for the Hi-Mod frameset. The bike became a better all-rounder despite other brands' aero offerings. Russell Burton / Our Media These gains were offset by the aero advantage, said to have reduced drag by over 30 per cent compared to the previous model. This generation won our Bike of the Year title in 2020 with a 5-star review from Warren Rossiter, who was impressed by the bike's sublime handling and superb comfort. Read more: Cannondale SuperSix EVO Carbon Disc review Cannondale SuperSix EVO Gen 4, v2 2023 The SuperSix EVO became more refined in this generation. David Caudrey / Our Media The SuperSix EVO saw some subtle changes for 2023, sharing a similar frame shape to the previous model. While this was an all-new bike, the geometry, head tube and bottom-bracket stiffness, and compliance through the rear end, were carried over. Hence, weve added the V2 suffix to this bike. It marked a farewell to a standard Cannondale helped introduce, with the brand waving goodbye to press-fit bottom brackets in favour of a threaded BSA/ISO bottom bracket. The bike debuted the Delta steerer tube, a triangular-shaped steerer that enabled it to greatly reduce the head-tube sizing of the EVO, while still allowing for fully integrated cable routing. Cannondale also refined the seat-tube design in the name of aerodynamics, while repositioning the Di2 battery to the bottom of the down tube. The brand moved away from its Speed Release axles, instead using the Syntace thru-axle standard, which helped reduce the bike's weight. Lab71 sits at the top end of Cannondale's line-up, similar to Specialized's S-Works. Andy Lloyd / Our Media Cannondale introduced the Lab71 edition during this generation, with that frame weighing in at 770g for a size 56cm. The Hi-Mod and carbon bikes werent exactly heavyweights, with the Hi-Mod frame weighing in at 810g, and the standard carbon model 930g. We were once again impressed by this SuperSix generation when we tested it, with Ashley Quinlan giving the bike 4.5 stars, naming it one of the best all-round race bikes at the time. Read more: Cannondale SuperSix EVO Hi-Mod review Cannondale SuperSix EVO Gen 5 2026 The new bike continues to evolve, showing incremental changes. Ashley Quinlan / Our Media The latest SuperSix EVO was released earlier this week, with incremental changes made to the bike's geometry and weight. Cannondale has given the bike a more aggressive geometry, reducing the stack by 10mm. The bike has also had some weight shaved from the previous generation, weighing in at 728g for the Lab71 frame and 410g for the fork, in a size 56cm. The brand says this saving comes from an improved carbon manufacturing process to help cut excess material. Integrated cockpits look futuristic compared to the first generation. Ashley Quinlan / Our Media Two new top-tier cockpits have been designed for the 2026 bike, with the SystemBar Road and the SystemBar SL offering an aerodynamic solution and a lightweight option. SRAMs Universal Derailleur Hanger design has been included. The bike features the same 32mm tyre clearance and threaded bottom bracket of the previous generation. The new bike appears to live up to the SuperSix's racing heritage. Felix Smith / Our Media Were yet to review the bike, but Simon von Bromley has shared his first impressions. Read more: The SuperSix EVO 3 is racier than ever but it's not the new Cannondale I want

CyclistCyclist Magazine Podcast: UCI rules, design evolution, and why bikes are so expensive, with Pieter PottersThis week on the Cyclist Magazine Podcast, our guest is Pieter Potters, R&D manager at Belgian Cycling Factory, the group that owns Eddy Merckx Cycles and Ridley Bikes. For nearly six years Pieter has been at the centre of designing cutting edge road and gravel bikes, including the recent Ridley Noah Fast 3.0, which features a new kind of geometry that many see poised to change the game think steep seat tubes, short cranks and aggressive forward positioning of the rider (dont worry, Pieter explains it better).Pieter is also in charge of designing Eddy Merckx bikes, so here he discusses plans to rejuvenate that once great marque, along with answering questions around how much input pro riders really have into the bikes they ride, how to design bikes for the modern age, how to negotiate potentially ruinous UCI rule changes, and that perennial question:just why are bikes so expensive?Listen toPieter Potters on the Cyclist Magazine Podcast now on AcastCheck outall episodesAlso available wherever you get your podcastsThis episode is brought to you by the Hammerhead Karoo GPS bike computer. Visithammerhead.ioand use the code CYCLIST to get a free HR strap with every purchase (just be sure to add the strap to your cart then apply the code at checkout). Related Posts Cyclist Magazine Podcast: Brian Smith on being National Champ, racing with Lance, saying no to EPO, and snakes in showers Cyclist Magazine Podcast: The legend of Eddy Merckx, with Lee Donaldson Cyclist Magazine Podcast: David Millar The Christmas special (sort of) Tour de France bike: Jonas Abrahamsen's stage-winning Ridley Noah Fast The post Cyclist Magazine Podcast: UCI rules, design evolution, and why bikes are so expensive, with Pieter Potters appeared first on Cyclist.

Stage 2 of the Volta ao Algarve delivered fireworks. The Alto da Fia was climbed, and three riders stood out from the rest. Paul Seixas, at age 19, has taken his first pro win on the same climb where Tadej Pogacar did the same seven years ago. The Decathlon CMA CGM Team rider is the new race leader...

From the 16th to the 22nd of February, the peloton will be in the Middle East for what is the second World Tour stage-race of the season: the UAE Tour. The race, characterized by its flat stages and hot weather, will once again host some of the world's very best. We preview stage 5, which is expecte...

Milano-Sanremo is the first monument of the season and every year it attracts a luxurious startlist. However, less and less there are sprinters present as it has become a race more guided towards the classics specialists and even the climbers. A few riders, as is the case with Arnaud de Lie, are not...

CyclistIs Remco Evenepoel too unreliable in stage races?After one of the biggest transfer scoops of 2025, all eyes are on Remco Evenepoel this season. As he prepares for another Tour de France start in the summer, the pressure will be on for the Belgian to justify the rumoured 2 million deal that got him out of his contract at QuickStep.The Olympic Champion has been in flying form this year so far, picking up six victories already, including a GC win at the Volta a la Comunitat Valenciana. However, on the third stage of the ongoing UAE Tour, Evenepoel struggled on the summit finish of Jebel Mobrah. The Belgian blamed a lack of air conditioning for this result, but the near two-minute time loss highlights a recurring theme in his GC career: inconsistency.The time-trial World Champ hasnt won a WorldTour stage race since his tight UAE Tour victory in 2023. In fact, he has only ever won three WorldTour stage races, the 2023 UAE Tour, 2022 Vuelta a Espaa and 2020 Tour de Pologne, despite taking part in 17 multi-day races since 2020. Is this the record of a GC goliath? Despite his countless time-trial wins, Monument podiums and legitimate star power, is Remco Evenepoel really made for GC racing?A story of inconsistencyUAE Tour/Sprint Cycling AgencyFor a long time, Evenepoel was known for his characteristic meltdowns in stage races.At Grand Tours, these came in spectacular fashion. Just think of his downfall on the Tuscan gravel at the 2021 Giro, his huge bonk at the 2023 Vuelta and the mid-stage abandon at the 2025 Tour de France. While these are the most memorable or for him, forgettable wobbles, his inconsistency has been notable over the past few years.In fact, at every WorldTour stage race hes competed in since the 2023 Tour de Suisse, Evenepoel has lost at least a minute on one mountain stage to the eventual winner. These have often come on long climbs or steep finishes over 5km in length. In an event where consistency is key across a week, or three weeks, this holds important weight for the overall result.Its becoming increasingly clear that this inconsistency isnt a matter of age and immaturity now that Remco has spent five years at the sports top level. Rather, its down to his physical capacity and characteristics. That means that races with multiple mountain stages remain sticking points for the Belgian, particularly if hes even slightly off the boil.Not close to the competitionMaximilian Fries / Red Bull Content Pool Evenepoels conversion rate at WorldTour stage races is poor when compared to his rivals. Out of the big four Tadej Pogaar, Jonas Vingegaard, Primo Rogli and Evenepoel the Belgian has the poorest stage racing record. Yes, he is the youngest, but he is still miles behind even Primo Rogli, who many believe has passed his peak.Lets compare the quartets results since 2022. The chart below isolates the GC results from their WorldTour stage entries.The Big Four WorldTour stage racing record since 2022If you take a look at the red slither, which indicates the number of DNFs and non-podium finishes, Evenepoel is the only member of The Big Four to not have finished half of his WorldTour stage races on the podium. Based on pure numbers alone, he has only reached the top three of six of these races since 2022, equating to 37.5%. Only 12.5% of his contests have translated into overall victories, on the other hand, meaning he has a non-podium rate of 62%.This is nowhere near the level of Vingegaard and Pogaar. The Slovenian has finished on the podium of every WorldTour stage race hes competed in since 2022, while Vingegaard has only missed the podium in three races, all of which were DNFs. Even in comparison to Rogli, his new teammate, Evenepoels record is weak. The former ski jumper has reached the podium in 53% of his stage races. Given theyre now housed under the same Red Bull roof, the team bosses should maybe reconsider the team hierarchy if they take this record into account.This isnt down to a small sample size either. Pogaar has competed in 11 WorldTour races, Vingegaard 17 and Roglic 16. Evenepoel has competed in 16, so theres fair footing to draw this underwhelming consensus. Related Posts Are Decathlon-CMA CGM cycling's new superteam in waiting? Rog, Remco or Lipo? Addressing Red Bull's 2026 leadership dilemma What does the future hold for Primo Rogli and Red Bull-Bora-Hansgrohe? UAE Tour Men 2026 preview: Route, favourites, how to watch and start list The threats from withinMaximilian FriesAs weve already discussed at length on the website, Red Bull-Bora-Hansgrohe is now a GC-heavy team, armed with plenty of options for stage race victory or podium finishes.Florian Lipowitz is the immediate threat. He beat Remco Evenepoel at both the Critrium du Dauphin and Tour de France last year, albeit after Evenepoel abandoned in the second week. The two are set to line up as co-leaders for the Tour de France, but the results of this experiment could prove telling for Evenepoel. If Lipowitz is stronger than his Belgian teammate, Red Bull may decide to prioritise the German instead. While the two rode harmoniously at the Mallorca Challenge, the pressure of a Tour de France could cause rifts in that relationship.Even removing Lipowitz from the equation, the level of competition in Red Bull-Bora-Hansgrohe is incredibly high. Jai Hindley is a proven Grand Tour rider who will be sent as a leader for the Giro dItalia, a race he won in 2022. Giulio Pellizzari is another climber to look out for. The young Italian still has some room to grow at his young age of 22, and he finished in the top six at both of the Grand Tours he rode in 2025.Then theres Primo Rogli. Although the Slovenian has been handed several opportunities to anchor Red Bull at the Tour de France, his record in week-long stage races is one of the best in the pro peloton. In all honesty, Rogli probably has the best chance of Grand Tour victory with Red Bull this year at the 2026 Vuelta.Is Red Bull the right destination for him?Maximilian Fries / Red Bull Content PoolWhile theres certainly less pressure placed on Remco at Red Bull than QuickStep, Im not convinced this is necessarily the best team for him to grow.Red Bulls record at nurturing GC talent is slimmer than the likes of Ineos, Visma or UAE. Giulio Pellizzari bucks this trend, following his standout Giro and Vuelta performances last year, but Evenepoel may have bet on the wrong horse if hes hoping for a reliable GC machine to support him at stage races.The team have money though, so they will be able to throw that behind extra resources, including staff and support riders. However, that could also manifest itself in a way that threatens Evenepoels position within the team. The budget could go towards scooping up someone like Joo Almeida or Isaac del Toro if they were ever to leave their contracts at UAE. From what weve seen from the pair in their careers so far, they appear to be two far more reliable figures on a GC front.A time-triallist who can climbMaximilian Fries / Red Bull Content PoolAs a three-time world champion in the individual time-trial, Evenepoel is clearly the best rider in the world against the clock. Hes won every title going, and he hasnt lost a flat time-trial over 10km in length since the spring of 2024. You could even argue that Evenepoel is a time-triallist who can climb rather than a pure GC figurehead.In stage races, the time-trials are where he accumulates the most time on his rivals. After picking up a nice cushion against the clock, he has to measure his losses in the mountains to stay in the fight for the overall title. Remember, his sticking point is often in the high mountains, where he usually sheds at least a minute on one occasion during key races.Looking at his stage race results, many of them are carried by his time-trial performances. Yes, thats part of the GC game, but he requires the full package if hes to contend a proper Grand Tour. Bradley Wiggins was like this in the 2010s, and it yielded a few GC podiums at Grand Tours, and the same goes for Tom Dumoulin later on, but in the age of Pogaar and Vingegaard, both of whom are more than competent time-trialists, Evenepoel needs more of an edge in the mountains to stand out.Theres no shame in just being a time-triallist. There are several riders who carved niches in this field. Tony Martin is a good example. He started as a GC project, then morphed into a TT specialist capable of impressive wins from the breakaway. Evenepoels legacy may be against the clock more than in the GC, so it may be worth trying to squeeze everything out of him in time-trials instead of trying to fit him into the GC mould.The Hour Record is an achievable goal for Evenepoel. The current record is held by Filippo Ganna, whom the Belgian hasnt lost to since the opening stage of the 2022 Tirreno-Adriatico. Given that the previous record holder and Gannas former TT coach Dan Bigham is on Red Bull these days, the project is well within reach. Should he focus on the Classics instead?Maximilian Fries / Red Bull Content PoolWith Grand Tours as the key objectives in Evenepoels schedule, Classics have gone down in their priority. This is short-sighted perhaps. The Belgian is a two-time Monument winner, having won Lige-Bastogne-Ligein both 2022 and 2023. This is coupled with a handful of podium finishes at Il Lombardia and three victories at the Basque Clsica de San Sebastin.This Classics expertise translates to a much better conversion rate than at stage races. Out of the 17 one-day races hes competed in at WorldTour, Olympic, World and European Championship level since 2022, Evenepoel has won five races (29%). If we add podium finishes to that, his podium conversion rate shoots to 58%. Thats almost double that of his GC record.There was talk in the off-season of a potential visit to the Tour of Flanders or Milan-San Remo. The former seems like an ideal fit for Evenepoel, who put in a strong performance at Brabantse Pijl last year and at the Rwanda World Championships, which featured a cobbled climb of its own. Red Bull are in need of more leaders in these Flemish one-day races, so it feels like a missed opportunity not to send Remco to those races. Thats not only because of the potential results, but also because of the exposure it would give the team in Evenepoels home country.Knowing his wobbles in stage races, it could be a better use of his time to ride the cobbled Classics over some March-time stage races, like the Volta a Catalunya, for instance. Instead, the team can send one of their many climbers to those races, leaving Evenepoel to test out his legs in a proven Classics setting. This approach has worked well for Tadej Pogaar in recent years, a sthe Slovenian winds down his reliance on stage races to get into Tour de France form.What should Remco do going forward?UAE Tour/Sprint Cycling AgencyIs Remco Evenepoel a future Tour de France winner?Id say no. Yes, he won the Vuelta a Espaa in 2022, but I dont see him as a rider built for three-week races. In his time as a pro, hes only finished on the podium of a Grand Tour on two occasions. Both of those came off the back of a mixed set of results in the high mountains, with TT results helping to prop Evenepoel up in the overall standings. I mean, if it werent for the time-trial at the 2022 Vuelta, Enric Mas would have only been around ten seconds behind the Belgian. No offence to Enric Mas, but that isnt a convincing demonstration of GC prowess on Evenepoels part.His stage racing style is wholly inconsistent. He still wobbles in the big mountains, and there have been few results that fill me with confidence that he can compete against the likes of Pogaar and Vingegaard in the high mountains. He rarely wins attritional mountain top finishes these days.His WorldTour stage race record shows that. Hes more likely to finish off the podium than on it. As younger riders like Paul Seixas and Isaac del Toro shoot up the pecking order, I think itll become increasingly unlikely that Evenepoel spots a gap in a Grand Tour startlist to contest for the win at a three-weeker. In other words, hes no longer the next Eddy Merckx.That doesnt mean he should dodge Grand Tours. He could still finish in the top five and fight for stages, either from a breakaway or from a reduced sprint on a tougher profile. However, I think his best shot at carving out a long-lasting legacy is in the time-trials. Hes only two world titles away from becoming the best mens time-triallist the sport has ever seen. Throw this in with a near-dethronable Hour Record, and he will still go down with the greats, especially if he wins another Olympic gold against the clock at LA 2028.No mens cyclist has ever won three Olympic golds on the road. Could Evenepoel be the first?What do you think?Note: There is a poll embedded within this post, please visit the site to participate in this post's poll.The post Is Remco Evenepoel too unreliable in stage races? appeared first on Cyclist.

The Volta ao Algarve 2026 general classification heads into stage 3 wide open. We take a look at the start times and order for the race's decisive time trial; in which Paul Seixas, Juan Ayuso and Joo Almeida will fight for the yellow jersey. Juan Ayuso starts the time trial in yellow, level on tim...

Weve all gotta start somewhere, and for many of us, an affordable hardtail was our introduction to the sport of mountain biking. And while hardtail mountain bikes havent gone away, theyre mostly overshadowed by full suspension models made from fancy materials and featuring the latest technology or wheel size. But with a low barrier to entry, the budget-friendly hardtail remains as important as it ever was for riders getting into the sport. In fact, these bikes might be more important than ever, as prices continue to climb across the industry.Kona is one of the brands that seems to recognize this more than most and has maintained a healthy selection of affordable hardtails in its lineup for years. After all, the brand started out and built its early reputation on hardtails. And despite some uncertainty surrounding its future, the rider-owned brand isnt forgetting its roots. For 2026, Kona has refreshed three of its most accessible entry-level hardtail models with updated geometry and size-specific wheel sizing to improve handling, fit, and stability for riders just starting out on their mountain bike journey.Lets check out the models.Kona Cinder Cone: $999The Cinder Cone is like a gateway drug to the sport of mountain biking.Kona slides the updated Cinder Cone in just under the thousand-dollar mark. In addition to straightening out the downtube and refreshing the frame aesthetic, the brand says that it updated the geometry and revised stem lengths to improve handling and control on the trail. Kona made it half a degree slacker in the head tube (67.5 degrees) and stretched the reach slightly (480mm, size L), helping to bring it more in line with modern trends.The Cinder Cone features a 100mm suspension fork, an 11-speed Shimano drivetrain, hydraulic disc brakes, and capable Maxxis Rekon tires. Kona says, Its the perfect all-rounder for riders who want to explore off-road or cruise backwoods bike paths with confidence. It comes in Gloss Bone with black decals and four frame sizes, S XL.The Cinder Cone comes with an 11-speed Shimano Cues drivetrain.Cinder Cone Highlights:Kona 6061 Aluminum Butted frameShimano CUES 11spd drivetrainShimano MT200 hydraulic disc brakesRockshox Judy suspension fork, 100mm travel67.5-degree head tube angleGraduated wheel size (S27.5, M to XL29)Maxxis Rekon 2.25 tiresKona Lava Dome: $799Kona positions the Lava Dome as a do-it-all hardtail thats equally good for kicking around town as it is for exploring the neighborhood single tracks. While the overall frame design looks similar to the previous version, Kona made some subtle refinements to the geometry, including a slightly slacker head tube angle and a longer, modern reach. Kona also added an XS size and wheel sizes proportional to frame size. The XS rolls on 26 wheels, the S on 27.5, and M XL on 29. It comes in Glass Prizm Dragonfly with Putty decals.Lava Dome HighlightsKona 6061 Aluminum Butted frameInclusive wheel sizes (XS26, S27.5, M to XL29)67.5-degree head tube angleSuntour XCM 32 suspension fork, 100mm travelMicroshift Advent 19 drivetrainShimano MT200 hydraulic disc brakesWTB Trailboss 2.25 tiresKona Fire Mountain: $699The Fire Mountain appears to share the same frame design with the Lava Dome, but brings the price down slightly with a different component selection. Still, this bike has a 100mm of front suspension, a 18-speed drivetrain, mechanical disc brakes, and versatile TB Trail Boss tires to help inspire confidence off-road. Like the Lava Dome, the Fire Mountain comes in 5 frame sizes, with graduated wheel sizing for proportionality. The frame color is called Gloss Metallic Peridot with Clay decals.Fire Mountain Highlights:Kona 6061 Aluminum Butted frameInclusive wheel sizes (XS26, S27.5, M to XL29)67.5-degree head tube angleSuntour XCE 28 suspension fork, 100mm travelShimano ESSA 18 drivetrainTektro M280 mechanical disc brakesWTB Trailboss 2.25 tiresScreenshotAvailabilityKonas updated hardtails were just announced, and they are listed on the brands website. Some models and sizes appear to be in stock, but not all. If youre interested in learning more or buying, head to the Kona website to check availability or find a dealer near you.And be sure to check out the rest of Konas hardtail models, including the kid-friendly Honzo 20 and Honzo 24 with 20 and 24 wheels, respectively. For adults looking for a capable hardtail, the Honzo and Honzo DL are great all-rounders, while the Honzo ESD slots nicely into the hardcore hardtail category.Check them all out at konaworld.comThe post Kona Announces Updated Versions of Its Budget-Friendly Hardtails appeared first on Bikerumor.