Teravails latest cockpit launch includes a flat-bar combo that caught our attention. The Moonstone Bar has bold, moto-inspired dimensions, and the Lytho Lock-on Grips feature an unusual finned design that smooths trail chatter. Weve been riding both ahead of today's release, and there are some interesting details to point out...The post First Look at the Teravail Lytho Grips + Moonstone Bars (Milhouse Lives!) appeared first on BIKEPACKING.com.

If you want braking power, theres not much better than the SRAM Maven. Introduced just two years ago, the Maven ushered in a new era for SRAM when it comes to brakes. Not only were the Mavens incredibly powerful, but it also marked a move from SRAMs past use of DOT fluid to a mineral oil-based future. While Mavens certainly delivered on power, the on/off nature of the lever feel left some riders wanting more. Not more power, but more modulation. Thats where the new Maven B1 comes in. SRAM has taken a brake with the same confidence-boosting stopping power and given it more control thanks to a new SwingLink Gold architecture. Better still this new SwingLink is backwards compatible with Maven Lever Tuning kits for existing brakes. Lets dive in.New Leverage Ratio Curve + Lower Breakaway Force = More ControlFor starters, SwingLink is the name SRAM has given to the cam inside the brake lever that creates a progressive action that builds power as you pull. But how that cam is shaped can drasitically effect the feel at the lever. The current or previous version of SwingLink on the Maven brakes requires more lever force to actuate the brake, and has a notch in breakaway force after the lever starts moving. That makes it easier to over brake when youre just trying to bleed off a bit of speed. The new SwingLink cam, which is gold to differentiate it from the old red version, decreases lever breakaway force by nearly 50% (4.25N vs. 8N). It also does away with that notch, meaning you get consistent breakaway force until the lever is fully moving, and it gets easier.If youve heard of a brake described as having an on/off feeling, this is what its referring to. The old version took a lot of lever force to turn on, but as soon as it got to that notch, it was harder to modulate. The new version starts with a lower lever force and allows the rider to ramp up the braking power more steadily think dimmer switch instead of an on/off switch. In addition to the lower breakaway force, the new SwingLInk Gold also delivers a more linear leverage ratio. The lighter feeling of the new lever at the start of the stroke is thanks to a higher 4.25 starting ratio, which puts it much closer to the Maven Base. From 0-30mm of lever travel, the leverage ratio is less aggressive, but it still ends with a ramp-up in leverage ratio to deliver the power we all love from the Mavens. New Pistons to MatchThe new SwingLink results in a higher mechanical rate, so to compensate, the new Maven B1 brakes move from 19.5/18mm pistons to 4x18mm pistons. SRAM states that higher mechanical rate + slightly lower hydraulic rate = same power. But what about the backwards-compatible Tuning Kits? Those brakes will still have 19.5/18mm pistons, so how will SwingLink Gold affect them? According to SRAM, you can expect a marginal increase in deadbanddue to the slightly larger piston volumeand a subtle boost in peak power stemming from the higher mechanical advantage at full stroke.Any Other Changes?Mechanically, thats most of the changes with the exception of lever blade material. The Maven Ultimate now gets carbon lever blades, while the Maven Silver gets a sleek forged and machined aluminum lever. Silver also gets black-on-black hardware for a stealth look that should make these brakes very popular. The OE-only Maven Bronze also gets the forged lever, but without the machined weight reduction and a blacked-out finish. Maven Lever Tuning Kits for Existing BrakesIf you already have a set of the Maven brakes, youll probably be interested in the Lever Tuning Kits its a pretty massive difference. Tuning kits will be available in three different kits:Carbon blade for Ultimate or Silver brakes (Bearing) $109Forged + CNCd blade for Ultimate or Silver brakes (Bearing) $89Forged blade for Bronze only (Bushing) $89Its important to note that SRAM Maven Base brakes cannot be retrofitted. The install claims to take just 10 minutes and does not require re-bleeding your brakes. The Carbon and Aluminum tuning kits for the bearing-based levers even include the T10 Torx screwdriver you need to complete the install. These Tuning Kits fit into a bigger overall approach by SRAM to get people into the mindset of tuning their brakes to their intended purpose one brakeset will not fit all riders. Between the lever architecture and lever fit to change the feel and modulation, to different rotor size, rotor type, and brake pad materials, you can fine-tune the brake power and feel to your liking. Maven B1 Ultimate Brakes Actual WeightWe got a set of the new Maven Ultimate B1 brakes in for testing, so naturally, we had to throw it on the scale. Right? Youll be happy to know that both front and rear brakes came in under the claimed weight of 363g at 361g and 341g. I think one of the most interesting aspects of the Maven brakes in terms of weight stems from their power theyre so powerful you may need to size down a rotor size. In the case of the ebike I put these on, with the previous brakes (not Mavens), I felt like I needed to consider the 220mm rotor, at least on the front. With the Mavens, I definitely dont need a 220 up front, and I probably dont need the 200 out back, instead running a 180mm. Thats a substantial weight savings in rotor and mounting hardware/adapters that more than makes up any increase in brake weight itself. Its nice to see mostly cardboard & paper-based packaging on the new brakes and service products. First ImpressionsAdmittedly, my experience with the previous Mavens has been mostly limited to eMTB use. With the heavier bikes and need for more stopping power, the lack of modulation didnt really bother me. So would I even notice the difference with the new brakes?Yes. 100% yes. I got out two ebikes, one with the Maven A1 Silvers and the other with the new Maven B1 Ultimates, so I could ride them back to back. After bedding in the brake pads on the new Ultimates, I tried the A1s. The very first time I pulled the brake levers, it was immediately apparent that there was a massive difference in lever feel. Where the new B1 Ultimates felt silky-smooth in their ramp-up, culminating in endo-enducing power, the A1s now felt fairly unrefined. I would want to try the Tuning Kit in order to see how that marginal increase in deadband feels, but I get the feeling that adding the new SwingLink will be a no-brainer for existing Maven users. And for those that arent current Maven users, the new Maven B1 brakes are an easy recommendation for riders who prioritize stopping power and control. Its also worth pointing out that for those who havent bled a set of mineral oil-based SRAM brakes with the Bleeding Edge caliper tool the bleeding process is dialed. This might have been the easiest set of brakes to bleed for me ever. Everything worked. The only fluid spill was a bit of extra that came out of the brake lever bleed port (can we get a Bleeding Edge fitting at the lever, too?), and it took one go with perfect results.Maven Ultimate (Descriptions from SRAM)Maven is the benchmark of power for modern riders, providing them with the boundless power of confidence and commitment. With extreme power for elevated speed and control on ever-more demanding terrain, Maven gives riders the power to push boundaries everywhere they ride. Maximum control begins at the lever, where Maven Ultimate features a SwingLink architecture tuned for smooth power delivery, enhancing modulation and reducing hand fatigue. The stiff 4-bolt caliper manages an incredible amount of heat which keeps the power consistent, so the last corner feels like the first corner. And with so much baseline power on hand, there is more range than ever before to tune the ride qualities exactly how you want with different pad materials, and rotor sizes. Maven Ultimate features a sleek carbon lever blade and a caliper with machined edges and titanium hardware for a finish worthy of any modern super bike. And for unrivaled ease of customization, features tool-free Reach and Contact Point Adjust. Maven is the expert, but Maven Ultimate is the pinnacle.Re-designed SwingLink architecture for smooth power delivery and lighter engagement for a broader range of ergonomic preferencesTool-free Reach and Contact Point Adjust18mm pistons for best-in-class powerEasily tuneable across Gravity, E-MTB, Enduro and Trail bikesStiff 4-piston caliper with best heat managementStealth lever architecture for a sleeker, more modern rideMineral Oil for low maintenance and performanceDesigned for use with Maxima Mineral Brake Oil onlyUltimate worthy carbon Lever blade and Titanium hardwareDB-MVN-ULT-B1$299 per brakeMaven SilverMaven is the benchmark of power for modern riders, providing them with the boundless power of confidence and commitment. With extreme power for elevated speed and control on ever-more demanding terrain, Maven gives riders the power to push boundaries everywhere they ride. Maximum control begins at the lever, where Maven Silver features a SwingLink architecture tuned for smooth power delivery, enhancing modulation and reducing hand fatigue. The stiff 4-bolt caliper manages an incredible amount of heat which keeps the power consistent, so the last corner feels like the first corner. And with so much baseline power on hand, there is more range than ever before to tune the ride qualities exactly how you want with different pad materials, and rotor sizes. Maven Silver features a bold black anodized finish with black hardware. And for unrivaled ease of customization, features tool-free Reach and Contact Point Adjust.Tool-free Reach and Contact Point AdjustRe-designed SwingLink architecture for more predictable power deliveryand lighter engagement for a broader range of ergonomic preferences18mm pistons for best-in-class powerEasily tuneable across Gravity, E-MTB, Enduro and Trail bikesStiff 4-piston caliper with best heat managementStealth lever architecture for a sleeker, more modern rideMineral Oil for low maintenance and performanceDesigned for use with Maxima Mineral Brake Oil onlyBold black anodized finish with black hardware for stealth buildsA new lightweight forged lever blade with machined cut-outsDB-MVN-SLV-B1$265 per brakeMaven Bronze (OE Only)Maven is the benchmark of power for modern riders, providing them with the boundless power of confidence and commitment. With extreme power for elevated speed and control on ever-more demanding terrain, Maven gives riders the power to push boundaries everywhere they ride. Maximum control begins at the lever, where Maven Bronze features a SwingLink architecture tuned for smooth power delivery, enhancing modulation and reducing hand fatigue. The stiff 4-bolt caliper manages an incredible amount of heat which keeps the power consistent, so the last corner feels like the first corner. And with so much baseline power on hand, there is more range than ever before to tune the ride qualities exactly how you want with different pad materials, and rotor sizes. Maven Bronze features a black anodized finish, and for ease of customization includes tool-free Reach Adjust.Re-designed SwingLink architecture for more predictable power delivery and lighter engagement for a broader range of ergonomic preferences18mm pistons for best-in-class powerEasily tuneable across Gravity, E-MTB, Enduro and Trail bikesStiff 4-piston caliper with best heat managementStealth lever architecture for a sleeker, more modern rideMineral Oil for low maintenance and performanceDesigned for use with Maxima Mineral Brake Oil onlySleek black anodized finish fits any buildNew lightweight forged lever bladeTool-free Reach and Contact Point AdjustDB-MVN-BRZ-B1SRAM.comThe post SRAM Maven B1 Brakes Get Way Better Modulation w/ Same Power + Backwards Compatible Tuning Kits appeared first on Bikerumor.

Mondraker has introduced its new Summum DH bike, available only in aluminium construction and mullet (mixed wheel size) configuration. All models will have reach adjustment via interchangeable headset cups, angle adjustment using a flip chip on the shock mount and adjustable chainstay length. The top-spec build will include SRAMs new wireless electronic seven-speed DH groupset, XX DH AXS Transmission, also released today. The Mondraker Summum has a strong lineage, with the first prototype including Mondraker's Zero Suspension System appearing in 2009 when Fabien Barel rode a prototype Summum to win the Maribor DH World Cup. Zero Suspension System The new Summum still uses the Zero Suspension System but in a refined format. Mondraker The Summum still uses Mondraker's proprietary virtual-pivot style suspension system, seen on all of Mondrakers full-suspension bikes. The Zero Suspension System connects front and rear triangles with two short, co-rotating links. The shock angle has increased compared to previous generations of the Summum, showing the shock actuation has been refined. Mondraker Although team riders were seen using a Summum with an idler wheel in 2024, the new Summum retains a more traditional low-pivot suspension setup delivering 200mm of rear-wheel travel. The shocks angle is more horizontal, showing that the way its actuated has been refined compared to the previous-generation bike. The suspension is adjustable via a flip chip in the shock mount. Mondraker says the adjustment is primarily for geometry changes, but that it also changes leverage ratio at the beginning of the travel and increases progression by 1.5 per cent. Mondraker suggests this can be used to adapt the bike to different rider preferences, terrain and shocks. Geometry Medium, large and extra large sizes are available. Mondraker There are three sizes on offer: medium, large and extra large, with 450mm, 480mm and 510mm reach respectively. Mondraker has built a range of adjustment into the Summum for different riders bodies and riding styles. Swapping the removable headset cups on the Summum changes the reach by +/- 5mm. A flip chip in the lower shock mount enables the suspension progression, BB height and head angle to be changed. Mondraker The flip chip alters the bottom bracket height by +/- 5mm and the head tube and seat tube angles by +/- 0.35 degrees. Removable dropout inserts on the Summum can shorten or lengthen the chainstay by +/- 5mm to fine tune how the bike rides. These adjustments add up to 27 possible geometry configurations. All Summums (including the frame-only option) include the dropout kit and reach adjustment headset cups as standard, so no extra purchase is needed to access the full range of geometry customisation. Lineage Rnn Dunne used a Summum prototype during 2025 to refine the bike before production. Mondraker The Summum is the only bike ever to score a clean sweep at a downhill World Championship, with a 1, 2, 3 for Danny Hart, Laurie Greenland and Flo Payet at Val Di Sole in 2016. In 2017, Markus Stckl took a standard Mondraker Summum to 167.6Km/h down a Chilean mountain, making it the fastest production mountain bike in the world. This latest version of the Summum has been refined by the Mondraker DH team, including two-time Hardline and World Cup winner Rnn Dunne. During the 2025 season, the prototype had bolt-on stiffening plates in the rear triangle. These enabled the stiffness to be tuned for optimum traction and Mondraker to decide on the balance of stiffness and compliance in the final production frame. 2026 Mondraker Summum build options The Summum RR includes the new SRAM XX AXS seven-speed DH Transmission. Mondraker There are two bike builds and a frame-only option to choose from: The Summum RR is the top-spec bike with a RockShox Boxxer Ultimate 29in fork, RockShox Vivid Coil Ultimate shock, DT Swiss EX1700 Classic wheels, SRAM Maven Ultimate brakes and the new electronic SRAM XX DH AXS T-Type seven-speed drivetrain. The Summum R build comes with Fox Performance suspension and cable-actuated SRAM DH groupset. Mondraker The Summum R is the more budget-conscious of the two builds, featuring a Fox 40 Performance fork and Fox DHX2 Performance shock, e*thirteen Grappler Flux wheels, SRAM Maven Base brakes and SRAM GX DH seven-speed drivetrain. The Summum R is available in a Fog Grey / Superblack / Solar Flare colourway. Pricing and availability SRAM's XX AXS DH-specific seven-speed Transmission and adjustable dropouts are clearly visible on the Summum RR. Mondraker Mondraker says bikes and frames will be available in a few weeks. Summum RR: 7,999 | $9,499 | 8,499 Summum R: 4,999 | $6,499 | 5,999 Summum RR frameset: 2,799 | $3,699 | 2,999

There are plenty of ways you can increase your speed and comfort all at once. You'll need a few pennies, but not too many of them if you take our budget tips on board

CyclistIsland hopping: The 800km GranGuanche Gravel audaxFrom the black lava fields of Lanzarote to the emerald green slopes of El Hierro, GranGuanche Gravel is an adventure shaped by contrasts. Five islands, four ferries and a single continuous route stitch together desert, rainforest, volcanic plateau and the Atlantic coastline into one long, ever shifting journey.The first gravel climb of GranGuanche Gravel sets the tone.Gavin Kaps/Osprey ImageryNow in its fifth year, GranGuanche Gravel is one of three GranGuanche audax events the other two being Road and Trail all of which share the same premise: ride self-supported across the Canary Islands in the space of a week. As such, progress is shaped as much by ferry timetables as by gradients and terrain, with the rhythm of boats connecting the islands dictating the pace of the ride.Abandoned buildings dot the more remote areas of Fuerteventura.Gavin Kaps/Osprey ImageryBeing an audax, GranGuanche Gravel follows the familiar principles of ultra-distance cycling but with a distinctly collective spirit. Riders are allowed to draft and ride together, there are no prizes or podiums, and the emphasis is on each participants race against the clock, with much of the challenge lying in timing the ride to catch the right ferries.Friends Adrien Troesch and Samuel Roth on the spectacular coastal section on the most westerly point of El Hierro, before looping back to the finish line.Gavin Kaps/Osprey ImageryThe route itself is predominantly a mix of fast gravel and secondary roads, broken up by sandy tracks, rocky paths and occasional hike-a-bike. Low gearing and wide tyres are recommended, though no setup can fully prepare riders for the variety of conditions on offer. Sea-level warmth gives way to near-freezing summit temperatures, trade winds shape radically different climates on each island, and north-facing forests can feel worlds apart from the sun-baked southern slopes just a few kilometres away.Cyclist spoke to four riders who participated in last years GranGuanche Gravel to hear their stories and get the inside line on this unique journey across the Canaries.Gavin Kaps/Osprey ImageryThe detailsWhat GranGuanche GravelWhere Canary IslandsHow far Approx 800km (total ascent 17,000m+)Lanzarote 100km/1,650mFuerteventura 150km/2,100mGran Canaria 240km/5,700mTenerife 170km/4,450mEl Hierro 100km/3,300m(plus four ferries totalling 6h 20min)Cutoff Seven daysSurface 50/50 paved/unpavedNext event 22nd March 2026More info outerdetours.com Related Posts La Marmotte sportive: The big one Mallorca 312 sportive: Storming the island Paris-Brest-Paris: The audaxers audax Gavin Kaps/Osprey ImageryZuzanna Boguka35, Pozna, PolandI was drawn to GranGuanche by the images I saw online and by the idea of linking five islands by bike. At first I didnt think it was for me; Id only raced ultras of around 500km in Poland. I thought I wasnt strong enough, but after a couple of weeks of hesitating I decided to bite the bullet.Two moments really defined the experience for me. The first came on Gran Canaria. I climbed into the mountains late in the afternoon with no clear plan for the night, carrying only an emergency bivi bag. Its always worth making last-minute checks to ensure your bike is in full working order theres a long way to go.Gavin Kaps/Osprey ImageryWhen I reached a small village there was nothing there, no hotel, nobody around. Eventually some of the other riders and I found someone who invited us into his apartment. He apologised for the mess, brought us food and a fresh towel, and refused anything in return. We just needed a roof; he gave us everything.The second was quite emotional for me. I arrived knowing no one and riding alone, but before long I was riding with other participants and something shifted. I went from feeling alone to feeling part of a community.Gavin Kaps/Osprey ImageryThe second half of Gran Canaria was the most challenging terrain in my opinion, with steep climbs and exposed descents through deep canyons. In Tenerife a freak storm forced route changes. I chose to stop for two nights, waiting for the weather to clear rather than take an alternative route. Riding above the clouds the next day, in full sunshine, made that decision feel completely right.Riders gather on the start line at Orzola, Lanzarote.Gavin Kaps/Osprey ImageryI wasnt racing for a result. I wanted a holiday so I slept at night and rode during the day. Six hours of sleep was enough. What surprised me most was how different each island felt, and even how different the north and south sides were. Its really unique. Now I keep wondering where I could find something like this again.Gavin Kaps/Osprey ImageryJens Van Roost39, Antwerp, BelgiumIve ridden GranGuanche a few times now. I love beach holidays and I love riding bikes so for me its the perfect combination, especially as an escape from the Belgian winter. Compared to most long-distance events it strikes a really good balance between big days on the bike and enough rest to actually enjoy where you are.Gavin Kaps/Osprey ImageryWhat makes it different is the ferry schedule. You cant just keep pushing endlessly; eventually you have to stop. That means you can ride hard without completely destroying yourself. Theres a built-in chill factor because no matter what, youll be resting at the end of each island.Its also a really social event. On most ultras I end up riding alone for more than 95% of the time. Here drafting is allowed and the ferries bring people together. I met another Belgian on the way to Lanzarote and we ended up riding together a lot.Having to catch ferries together makes for a very social atmosphere.Gavin Kaps/Osprey ImageryI was also struck by how different each island feels. Lanzarote is raw and volcanic, Fuerteventura dry and open, while Gran Canaria and Tenerife change completely with altitude. On Tenerife especially, you climb through misty forest on one side and descend into dry, almost desert-like terrain.My biggest heartbreak came right at the end when I arrived in Timijiraque [on El Hierro] and discovered that the little restaurant there was temporarily closed. Id been there before and had been thinking about it for days. It genuinely felt tragic.The first descent on Lanzarote takes riders to the beach pictured on the opening pages.Gavin Kaps/Osprey ImageryMy tactic was that I crossed each island in one go, then slept on the beach waiting for the next ferry. On the ferries Id charge everything, eat as much as possible and sleep again. My most valuable piece of kit was a pair of clipless sandals theyre comfortable and they remind me not to take things too seriously.Gavin Kaps/Osprey ImagerySophie de Boer35, Drachten, NetherlandsId done several ultra events before but never completely on my own. GranGuanche felt like the right one to try solo friendlier and more accessible than many other similar events. I have good memories of Gran Canaria from my time as a pro [De Boer rode for the Parkhotel Valkenburg Continental team until 2020] so it felt like the right place.One rider gets some much-needed rest on the ferry to Gran Canaria.Gavin Kaps/Osprey ImageryThe race didnt start smoothly. My most important bag didnt arrive shoes, navigation, batteries, everything and I caught a stomach flu. A Belgian rider called Werner helped me enormously by lending me essential gear, without which I wouldnt have been able to start.The first night was my hardest moment. I was determined to ride through the night to catch a ferry but I underestimated how ill and tired I was. Eventually I had to stop in the middle of the night with no sleeping gear. I was exhausted; completely spent. I can laugh about it now.Gavin Kaps/Osprey ImageryGran Canaria turned things around. I started to feel better and rode almost all day alone through one of the most beautiful routes Ive ever experienced. Tenerife brought storms, freezing conditions on Teide and mechanical issues. I had dead batteries and broken lights but also experienced incredible generosity. Everyone struggled and riders shared equipment and pushed together through the weather to reach the ferry.A volcanic section on the first evening after crossing onto Fuerteventura, the oldest island in the Canary archipelago.Gavin Kaps/Osprey ImageryWhen I arrived soaked at the port before El Hierro [the smallest of the Canary Islands] I bought a grandma sweater complete with sewn-in pearls just to get warm. I still laugh about that moment. El Hierro itself was steep, slow and wild, with almost nowhere to resupply. But the finish made it all worthwhile. Organisers, riders and volunteers waiting together, creating a real sense of celebration.Gavin Kaps/Osprey ImageryAdam Palin26, Bristol, United KingdomId already ridden the Trail version of GranGuanche twice and wanted to experience the islands in a different way, on a different route and at a different time of year. The Gravel event felt like a fresh perspective on places I thought I already knew.One of my standout moments was on Tenerife, chasing the ferry down into the port at Los Cristianos. You come off fast gravel and then drop onto the road, with long switchbacks all the way down to the coast. Its a real buzz, especially when youre racing the clock.Troesch and Roth, who rode together throughout, take on calories to get them to the finish after riding through a spectacular sunset on El Hierro.Gavin Kaps/Osprey ImageryTenerife was also my hardest day. My body wasnt responding to fuelling properly and I had to dig much deeper than I wanted to in order to make the ferry. Accommodation added another layer of difficulty. Theres less availability on the Gravel event, and youre not allowed to book ahead of the start, so logistics become part of the challenge.The landscape is incredible, especially at night. Riding through volcanic terrain in the dark feels almost moon-like. As you climb higher, everything changes. You go above the clouds and into pine forests and suddenly the temperature drops.Temperate pine forests on Tenerife on the way up to El Teide.Gavin Kaps/Osprey ImageryThe altitude changes really stood out. It all feels far more remote than youd ever expect from islands best known for their beaches.Gran Canaria was my favourite of the islands by far. Riding through the high mountains there feels incredibly remote.Nearly there! A rider celebrates after passing through one of the most scenic sections of the route on El Hierro.Gavin Kaps/Osprey ImageryMentally, my plan was to just keep moving. Its usually good in the end. GranGuanche is a bit like a stage race; you know youll get rest between islands, which makes the effort expended more manageable ride easy until you need to ride hard. And dont forget to bring warm layers for sleeping before ferries.The post Island hopping: The 800km GranGuanche Gravel audax appeared first on Cyclist.

As part of todays massive product launch from Teravail, they added two fresh flat bars to their bikepacking component lineup. Check out the new Swale and Lytho bars here...The post The Swale and Lytho are new Teravail Handlebars appeared first on BIKEPACKING.com.

Specialized has an all-new Levo R thats easy to mistake for its bigger Levo 4 sibling at first. Its carbon frame looks almost identical. It has the same two powerful Specialized & S-Works motor options, and the same multiple battery size options. Yet a closer look reveals a lighter build and 2cm less travel front & rear. But, this is less about scaling back to make a shorter and slightly lighter ebike. And its also not just about making a full 29er eMTB, either. Instead, the new Levo R is more about building a machine for riders looking for more playful speed and maxed-out maneuverability! Specialized calls it The Rally Car of e-MTBs, as a bit of segmentation takes over eMTB to make sure more riders get on the optimal travel for the type of trails they actually ride.2026 Specialized Turbo Levo R 130/140mm trail eMTB(Photo/Cory Benson)I would call it an ideal mix of shorter travel, shred-ready geometry, and max motor power for riders looking to put as much into an ebike as its pedal assist is going to put out. This is an eMTB for riders who still want to feel the trail, just with extra power to help get you back to the top of the mountain for more back-to-back laps.(All other photos/Specialized)With the same great SuperNatural motors, with the extra power like the all-mountain Levo 4s that just got boosted to a max of 850W last week, and just 20mm less travel front and rear, itd be simple to write this off as just a less aggressive trail ebike. But, this combination of max power, mid-travel & lighter weight combined with a still highly-capable geometry makes for an incredibly fun ebike for riders looking to push it hard. Specialized says the R stands for Rally, but its hard to not equate it with a more racy on the bike feel. Its the same Levo 4 generation 3.1 motors as the longer 150/160mm model, so you arent really going to get faster up the hills or make up more time going down either. But with an overall lighter weight platform, lighter builds as low as 18.8kg, and slightly reduced travel, youll feel a bit faster rallying down the same trails with the Levo Rs more connected ride.Whats new?(Photo/Cory Benson)Whats new is almost all focused around shorter travel. But that also allowed Specialized to build the new Levo R frames lighter, with a new FACT 11M carbon layup and carbon upper link that sheds a whopping 530g off the Levo 4. It also gets a full 29er wheel setup to improve rollover and speed with the shorter trail travel (only a mullet in the smallest size to ensure uncompromised fit.) (Photo/Cory Benson)Suspension-wise, the Levo R opts for a simpler Genie air shock without a piggyback. But its still a Genie, so you get two separate air chambers inside that combine through the travel to give a more linear feel through the early to mid travel for plenty of predictable support. Then, Genie delivers a progressive curve at the end to make bottom outs almost impossible no matter how big a hit you take, as long as you get sag right to start.From a complete ebike perspective, the shorter travel Levo R family also means lighter complete builds. Dialed back for travel means a shift from 38mm to 36mm fork platforms, plus lighter wheels & cockpits, too. In the end, the lightest Levo R is now a full 2.4kg lighter than the complete Levo 4.Rally eMTB geometryAll that lighter weight and shorter travel also gets a lower center of gravity for its rally ride-tuned eMTB geometry, as well.The new Levo R is just 0.5 steeper at the head tube to get down the hills, while it has the same steep 77 seat post for efficient climbing. Fit is pretty similar too, with just 5mm shorter Reach, 8mm lower Stack, and an 11mm lower bottom bracket height balancing with the reduced travel. But even though its a bit steeper up front, it gets 12mm longer chainstays to fit the bigger rear wheel, bringing back some high-speed stability.Just like the Levo 4, the Levo R is highly adjustable for those who love to tinker, and set the ebike up for how they ride trails. That means, the same three-position +/-1 headset tube, two-position +5mm hi/low bottom bracket flip-chip, and two-position -6mm short/long chainstay flip-chip adjustability (+ or indicating change from standard geometry).Tech detailsall the same smooth, quiet & precise power delivery of the latest Levo 3.1 motor familymax 850W power & 111Nm of torque for the S-Works motormax 810W power & 105Nm of torque for the standard motornew remapped Dynamic Micro Tune mode for equal rider:motor power matching in 0/100 settingDiamond Like Carbon coating to the internal motor gears for metal durability, but plastic quietnessdecoupled bearing from the drive side to the left side to isolate motor vibration from its mount, keeping everything quietsame lifetime replacement bearings (once a year)built-in Apple Find My trackinghigh-output 58V system840Wh standard, or optional 600Wh internal battery options, plus optional 280Wh range extender external batteryWattage Cottage internal frame storage above the batterySWAT multi-tool integrated into the headset top cap max 12A fast-charging capability (fast charger included with S-Works models)standard Eco 2A charging is more battery friendly2026 Specialized Turbo Levo R Pricing, options & availabilityJust three complete builds are now available of the new Specialized Levo R eMTB all sharing the same FACT 11m carbon frame.The two lower specs share the slightly lower-powered 105Nm/810W peak motor, starting at $9200 / 8000 for the Levo R Comp Carbon with non-series SRAM S1000 AXS Transmission, Fox 36 SL/Float Genie Performance suspension, and alloy Specialized wheels (22.34kg claimed). Or $10,800 / 10,000 for the Levo R Expert with GX AXS Transmission, Fox Performance Elite suspension, and Roval Traverse SL II carbon wheels with Industry 9 1/1 hubs (21.76kg claimed).Or, you can get the top-spec S-Works Levo R complete with the 111Nm/850W motor for a whopping $15,650 / 14,000, including a SRAM XX AXS Transmission, Fox Factory suspension setup, Roval Traverse SL II carbon wheels with Industry 9 Hydra 2 hubs, and an all-new 1-piece carbon Roval Control SL cockpit (21.16kg claimed).Get yours from your local Specialized dealer now.Specialized.comThe post All-new Specialized Turbo Levo R eMTB Dials Back to Lighter, Just-Right Trail Travel appeared first on Bikerumor.

SRAM's new XX DH AXS Transmission is aimed squarely at downhill racers and riders, and is claimed to offer time savings over traditional, cabled gearing. With the ability to shift under load, SRAM claims riders can accelerate faster over the first 15 metres of track, saving a claimed 1/20th of a second (0.05 secs), which could make a massive difference to race results. SRAM says thats because theres no need to lift off the power while punching through wireless gears. On top of that, the DH-specific, direct-mount derailleur is said to be SRAM's toughest yet, and its quietest, too. SRAM has also made a new alloy crankset in a move away from carbon for DH-specific use. So, how is SRAM saving racers time? And what does it feel like on the trail? I flew to New Zealand for the launch of XX DH AXS Transmission to find out. Read more: SRAMs powerful Maven brakes have been given a key update after rider feedback Start-gate gains According to SRAM, being able to shift under load when leaving the start gate could save chunks of time during the early parts of a run. Callum Wood / SRAM SRAM says the new XX DH AXS Transmission drivetrain enables you to shift under load. This means racers dont need to ease off as they hammer the shifter pod as the wireless derailleur transitions from cog to cog when they sprint from the start hut. As a result, SRAM says riders were able to cover the first 15 metres of track 0.05 seconds faster using the new gear system compared to the traditional cable-operated X01 DH drivetrain it replaces (assuming the power output is the same). SRAM claims when racers hit that 15-metre mark, theyre travelling 2.7kph faster. SRAMs Transmission drivetrains are known for the ability to shift under heavy load, which is why they work so well on eMTBs, which can be brutally unforgiving when it comes to gear changes. Thanks to the X-Sync tooth profile used across the seven cogs, shift ramps and the shift lanes these create across the seven-speed cassette (10-24t), when you hit the shifter pod to change gear, the chain will only move from one cog to the next when its safe to do so. Thats because the cassette profiling, combined with the clever firmware cassette mapping tech found in the derailleur, means the shift ramps and derailleurs shift sequence need to sync perfectly before the chain will move, helping to keep it in continuous contact with the cassette, enabling you to shift gears without letting off the gas. Clever tooth profiling helps to ensure continuous chain contact with the cassette as shifts happen, enabling riders to change gear without letting off the power. Callum Wood / SRAM This controlling of shift speeds is what caused some to criticise the original Transmission, saying it was slow to change gear compared to the first-generation AXS Eagle gearing. However, a recent firmware update has helped to rectify this. According to SRAM, when using its previous DH-specific drivetrain, riders would need to ease off the power momentarily for each shift to ensure the chain moved safely onto the next sprocket. Now, this shouldnt be an issue, and riders can keep the power down while smashing through the gears. Clearance counts Thanks to the direct, hangerless mount design, the new XX DH Transmission derailleur sits further in-board than many standard derailleurs. Callum Wood / SRAM Ill admit, I was a little sceptical about the shift to a wireless rear derailleur. That's not only because of the weight implications, but also because of their size. If youve seen an Eagle AXS Transmission derailleur, youll know its considerably chunkier than cable-operated equivalents, and even bulkier than the Eagle AXS unit it replaced. Having destroyed and replaced countless derailleurs in downhill racing, its an issue Im well aware of. Thankfully, the new XX DH Transmission derailleur sits more inboard than those that mount to derailleur hangers. Thats down partly to the direct-mount interface (it employs SRAMs Full-Mount system, so doesnt use a traditional hanger) of this new bit of kit, bolting it straight onto the frame. SRAM says that makes it incredibly robust, although I didn't see any of the staff standing on it during the launch, as they did when Transmission first launched. If you end up belting your derailleur into a rock, its good to know the outer-parallelogram link, thread-on cage assembly and skid plates are all replaceable. With clearance in mind, SRAM has designed XX DH Transmission around 148mm axle spacing rather than 150mm or 157mm. It will work with these, youll just need to be mindful when it comes to the bottom bracket and cranks something many bike brands are embracing for DH. The move to wider rear axles was in order to help create stiffer rear wheels, so shifting to a narrower back end may sound counterintuitive. To balance things out, SRAM developed a new XD SLIM Driver body. The new XD SLIM Driver and corresponding cassette enable brands to use hubs with broader flange spacing to help build stronger wheels. SRAM This is shorter than the standard XD Driver and, according to SRAM, enables hubs with wider flanges to be used, creating a symmetrical spoke bracing angle (not dished), which should be strong but also quicker for mechanics to build up a concern for World Cup teams. Alloy only New, dedicated DH cranks come in a wide variety of lengths and are all made from alloy. Callum Wood / SRAM Theres no longer a carbon crankset option for DH, with all XX DH Transmission crank arms made from alloy only. These purpose-built, DH-specific cranks are said to be SRAMs most robust crankset yet, and feature machined surfaces on any potentially high-wear area (whether thats on the face, where theyre likely to be rubbed by shoes, or at the ends where theyll potentially be bouncing off rocks and roots). This should help keep them looking fresher for longer. SRAM is offering sizes ranging from 150-165mm, jumping up in 5mm increments. Bolted to the new cranks is an updated alloy chainring, which has also been beefed up to handle the rigours of modern DH. This has been designed to work with the Ochain (the suspension-kickback taming chainring-mounted device, recently acquired by SRAM) and is eMTB-compatible, too. Sizes range from 32-36t. Sound of silence Inside the new XX DH Transmission derailleur, you'll find the same Type 4 clutch mechanism used throughout the Transmission range. SRAM Like the existing Transmission derailleurs, the new XX DH unit uses the same Type 4 roller bearing clutch damper to help keep chain slap to a minimum. SRAM says that due to the shorter cage found here, and therefore the lower leverage, the DH derailleurs clutch feels stiffer to move. The result is a very quiet ride, which I can attest to. During three days of pummelling down Queenstowns roughest DH runs, my test bike was freakishly quiet throughout. The trails in Queenstown Bike Park were really rough and ideal for trying out the new SRAM drivetrain. Callum Wood / SRAM When questioned about how the clutch impacts suspension performance, SRAM told me the impact is minimal. In fact, according to its testing, SRAM says the lack of noise and vibration from the drivetrain had the biggest impact when it came to rider experience over any suspension performance concerns. Weight concerns? Even on the roughest trails Rob could find, the drivetrain remained quiet and worked consistently well. Callum Wood / SRAM Bolting on a wireless derailleur, complete with a 50g battery, adds weight to back end of the bike, exactly where you dont want it. Youre adding to the unsprung mass of the bike, which can in turn negatively impact suspension performance. According to SRAM, although heavier than a standard derailleur, when you pair the new wireless unit with the new XX DH Transmission cassette and look at the system as a whole (cassette, XD SLIM Driver and XD SLIM cassette) the overall weight difference is around 100g. Whats it like to ride? Even on the biggest compressions, Rob never heard a peep out of the drivetrain. Callum Wood / SRAM My three days aboard a bike equipped with the new XX DH Transmission drivetrain was by no means a full test of the kit, but did highlight a couple of points. First, as promised, you can indeed shift under load. Those shifts felt responsive enough while putting the power down and getting up to speed, and never felt harsh or made any of those potential chain-breaking sounds we all fear. Whether it helped me save time when starting out is hard to say. But I could keep my effort constant as I hit the shifter. Second, its incredibly quiet. Even over washboard braking bumps that had my eyes rattling around my head, the Canyon Sender I was on didnt make a noise. There was no chain slap, no skipped gears and I experienced nothing but accurate shifting throughout. Ill keep riding the bike now Im home and get a full review done in the not too distant future, so keep an eye out for that. SRAM XX DH Transmission pricing The new XX DH Transmission drivetrain isn't cheap but does promise gains on the track. SRAM Derailluer: 660 / $700 / 765 Cassette: 485 / $500 / 545 Crankset: 440 / $450 / 490 Chainring: 100 / $120 / 112 Chain: 135 / $155 / 150 Shifter: 215 / $220 / 240

For half a century, the Tour de France has narrowly avoided the most dangerous extreme heat scenarios. But that margin is shrinking. A new international study warns that rising temperatures across Europe are steadily pushing cyclings biggest race towards its safety limits. The research, published i...

Comment & Analysis: While a far higher percentage of the original social media comments around the plan for College Green were overall positive, the haters seem to have stuck with Dublin City Councils Facebook posts, and that should not be dismissed.Its worth noting that positive reactions, such as thumbs up and heart emojis, outweigh negative comments and reactions, but those pushing negativity against the project seem more motivated to comment, which isnt a good sign.Research shows this is also often the case with public consultation, and that objectors are more motivated to keep the status quo than people are to fight for improvements. And its not hard to imagine that the failed previous attempt at a plaza and the protracted processes might water down the enthusiasm for making yet another public consultation submission.I can imagine some officials might be reading this and saying the cheek of that lad, talking about negativity, when he put out a negative article about the project.But everything in that article can be fixed if the council are motivated to actually deliver a world-class space. Theres a difference between addressing fixable issues and being totally opposed to a project.If theres no willingness to fix issues including ones which affect safety and deliver spaces that work for pedestrians and people cycling then officials are proving the naysayers right.If you want the project to go ahead with improvements, you need to make your voice heard respond to the public consultation via the form or email. And maybe also take the extra step and email your local city councillors closest to where you live or work (or just mention it the next time youre contacting them about something else).If you dont make the effort to have your voice heard, at least some of the serial complainers will make sure they do.The following are examples of some of those comments on Facebook some names will be familiar to anybody who glances at Facebook comments; these are people who (mostly unconstructively) complain nearly on a daily basis. A regular who gives out about anything that might affect cars, Marie Murphy, said: Another new post about this utopian unworkable scheme.Its amazing Dublin City Council are often criticised for notpublicising public consultation enough, but the complainers are now criticising the council for posting too much about it.Another commenter, Oliver OShea, writes: Ive noticed that DCC no longer mentions the 80 MILLION price tag. Someone has come to their senses, just a little bit. Tired of saying it but the citys public realm needs much more fundamental attention cleaning, street and road maintenance and dereliction. College Green is perhaps one of the areas in the city that actually looks fine!80 million isnt the likely price tag for the project; it includes a huge contingency of nearly 40%. It likely wouldnt go ahead if that were the base price, but theres also an unrealistic public view of how much major works should cost. Even relatively short lengths of road resurfacing can cost a lot, but that cost is strangely rarely questioned. Capital funding (new projects) and maintenance are always separate funding theres a point to make that theres too much of a detachment between the two types of funding, but thats not going to be fixed at the project level.Geraldine O Neill just said leave well alone, while Matt Mullen said More room for tents in the city, Paul Maher said: Junkies and alcos tents and homeless and not a Garda in sight just like Capel st, and Stephen Luco tried to make some kind of joke around questions the council could ask, and one of the answers he suggested was It rains about 230 days a year Stupid Paddys.Do you want these types of voices to be heard more than yours?For the record: While it might not feel like it lately, Dublin has rainfall similar to places with way more public plazas and squares. Dublin will manage with a few more. There are also more apparently well-meaning comments that are not based on the reality of the plans, such as this from Tanya Mullen: All I see is miles of concrete, which will inevitably flood, but the project has so much green space at points that its probably taking too much space from pedestrians.And there are also many understandable comments around buses. For example, Bernard Keogh said: This project will essentially cut the city in two. There are no viable alternative bus routes that can serve the population. Pedestrianise OConnell Street instead. But the bus route north-south on College Green will remain, and OConnell Street is far more vital for buses, and many of the bus priority measures have already been put in place for routes diverted from going east-west on College Green. Some comments can be constructive, even if you or I disagree with them, but dont let the naysayers and near-professional complainers derail the project or have it watered down. Improvements are needed, but people need to ask for them.