The Specialized Crux has always been a bit of a beautiful outlier. It started life as a cyclocross race bike, got dragged into gravel before gravel became the monster it is now, and somehow became the go-to machine for riders who wanted a gravel bike that didn’t feel like a gravel bike.

Light, sharp, simple, and very fast.

All-new Specialized Crux 5 aero gravel race bike

Now the all-new Specialized Crux 5 takes that idea and adds the one thing the previous Crux didn’t lean into quite as hard: aerodynamics.

But this isn’t just a “we made the tubes deeper, please clap” update. Specialized is calling the new S-Works Crux 5 the fastest gravel race bike it has ever made, not simply because it is lighter, more aero, or clears a monster tire. But because they have the data to back it up.

Time To Finish

The “fastest gravel bike we’ve ever made” claim is based on what Specialized calls “Time to Finish”. This calculation is a full-course performance model that rolls aero drag, weight, rolling resistance, surface roughness, environmental conditions, and rider power into a single number. It’s kinda nuts, but wait till you hear about how they crunch the numbers and the potential time saved.

That number? Specialized says the new Crux 5 would have saved Sofia Gomez Villafañe 9 minutes and 58 seconds on the 2025 Unbound Gravel course compared to the previous Crux 4.

How did they arrive at those numbers? Well… each Specialized off-road athlete sported race-day telemetry packs small enough to run under the saddle, used in actual competition (more on this later).

But I’m not gonna let the ‘Time to Finish’ or the ‘Equation of Speed’ steal the show, even though it’s a big part of the Crux 5 story. We’re here to talk about the all-new Crux 5.

2026 Specialized Crux 5 – What’s New?

So, if you took the top half of a Tarmac SL8 and the bottom half of a Crux 4 and put them together, you would basically have the new Crux 5. I mean, it’s much more refined than that, but basically that’s what we have here. Specialized went all in on gravel, and now the Crux lives on as a more aero-focused gravel machine built for the world’s toughest gravel events.

Frame Updates

The frame still has the bones of the Crux 4, but the tubes are clearly more sculpted. The fork is the most visually striking update. The design team traded the thinly sculpted fork of the Crux 4 for a larger, deeper sectioned design with massive mud clearance.

The round seatpost is gone, traded for the exact seatpost design from the Tarmac SL8. There is no internal frame storage or bag mounting points (except for a new toptube bento bag mount). There is no identity crisis anymore. The Crux is an all-out gravel race machine.

Despite its updated aero treatment, the Crux 5 isn’t a bloated performative aero-looking machine. The new S-Works Crux 5 gets a claimed 789g FACT 12r carbon frame, complete builds starting at 6.9kg. So it’s still a pretty light bike, and now it has clearance for up to 55mm / 2.2 in tires (that includes 5mm for mud clearance).

So how aero is it?

Specialized also claims the bike is 15.2 watts faster than the Crux 4 at 45kph when tested with its moving-leg rider mannequin in its Win Tunnel.

The company says roughly half of the aero improvement comes from the frame, fork, and seatpost. But that’s only half of it: 30% of that aero claim comes from the new Roval Terra Aero wheels, and 20% from the Terra cockpit. So, yes, this is a frame launch, but it is also very much a system launch.

Time to Finish: Specialized’s Gravel Math Problem

Instead of focusing on a single lab result, Specialized says it built the Crux 5 around the same “Equation of Speed” mindset used in the Tarmac SL8.

On the road, aero tends to dominate the conversation. On gravel, it gets more complicated. Speeds are lower, rolling resistance is higher, tire choice matters more, and the surface changes constantly. Weight still matters, but not in isolation. Aero matters, but only if it doesn’t wreck the rider, the tire clearance, handling, or comfort.

That is where the Time to Finish model comes in.

Specialized says the model uses measured data from aerodynamics, frame weight, rolling resistance, surface roughness, weather, course profile, and rider output to predict total elapsed race time over a real route. It’s wild stuff and used pretty frequently in Formula 1 and World Cup mountain bike racing, but this is the first time I’m hearing it applied to gravel bike racing.

Always Unbound

For the development of Crux 5, the brand used Unbound Gravel as the key benchmark. If you want to test a gravel race bike, Unbound is pretty much the final boss: 200 miles, high-speed pack racing, rough sectors, exposed wind, deep fatigue, and enough tire-choice anxiety to ruin a week leading up to the race.

Specialized even collected surface data from race-day telemetry packs mounted under riders’ saddles.
That small black box under Matt Beers’ saddle at the 2025 Unbound? It was collecting surface vibration data in real time using accelerometers (I totally thought it was a saddle bag last year).

That means Specialized now has telemetry data from:

• Multiple elite gravel races
• Thousands of kilometers
• Every major gravel surface type

This data feeds directly into their Time-to-Finish simulations. And as for the Sofia Gomez Villafañe data, here’s what the team runs to get the Equation of Speed compared to her previous time on the Crux 4:

• 15.2 watts less aerodynamic drag
• A 789-gram frame
• 7.1 kg system weight
• Hyper-accurate surface telemetry
• Elite rider power profiles

It all adds up to 9:58 minutes saved, according to Specialized’s calculations.

Playbook: Aero From the Tarmac & Weight From the Aethos

The previous Crux was already extremely light, but it was not shaped like a modern aero gravel bike. The Crux 5 changes that without turning into a heavy aero sled.

Specialized says development borrowed heavily from the Tarmac SL8 program (duh!). Early test mules mixed Crux and Tarmac DNA, including Crux frames with Tarmac-inspired seat tubes, rear ends, seatposts, and aero fork concepts.

The final bike is much more sculpted than the outgoing model, but Specialized was careful not to lose what made the Crux feel like a Crux. That means low weight, quick acceleration, and a ride quality that does not punish you for choosing speed over comfort. Plus, it looks like a bike that you want to ride, and I applaud Specialized for that, because, in a world of overly aero-looking bikes, it’s hard to make something that still looks visually appealing and not just fast.

Flow State Design

The 789g S-Works frame uses FACT 12r carbon and a design approach Specialized calls Flow State Design, first used on the Aethos. The basic idea is that the tube shape carries more of the load, so the frame needs less excess material to hit stiffness, strength, and ride targets.

That gives Specialized a neat trick: aero tube shapes without the usual weight penalty, and the tubes aren’t as exaggerated in appearance.

The S-Works Crux 5 complete build starts at a claimed 6.9kg, and Specialized says even the aero setup with Terra Aero CLX III wheels comes in at around 7.1kg.

Bigger Tires, No Aero Penalty?

The biggest real-world update might be tire clearance.

The new Crux 5 clears up to 55mm / 2.2in tires, which puts it right where modern gravel racing is heading. A few years ago, 40mm felt big. Then 45mm became normal. Now, top riders are looking at 50mm and larger for certain courses because bigger tires can roll faster on rough terrain, hold traction better, and stave off some fatigue.

Specialized says the Crux 5 was designed around that reality. The bike can run big tires without giving up the handling or low weight that made the Crux popular.

Even better, Specialized claims that a 50mm Tracer tire on the new Roval Terra Aero CLX wheel has the same drag as a 45mm Tracer on the previous Terra CLX II wheel. Meaning riders can upsize for traction, comfort, and rolling efficiency without incurring the usual aero penalty.

Geometry: Less Do-it-All & More Stable

The Crux has never been a couch. It is a race bike. The new one still sounds like a race bike, but Specialized has made a few updates to better match bigger tires and its formal turn away from cyclocross and into gravel forever.

The new Crux 5 gets a longer reach and is designed around shorter stems. It also gets a 0.5-degree slacker head angle, a lower bottom bracket, and a 0.5-degree steeper seat angle.

This updated geometry gives the bike more stability at speed, a more planted feel with big tires, and a more efficient seated position without completely dulling the handling.

Specialized says the goal was to make the bike feel more confident “in” the terrain, not perched on top of it. That tracks with where race gravel has gone. The fastest riders are no longer tiptoeing around chunky sections. They are rolling through it, choosing lines, trusting volume, and trying to preserve speed.

The tricky part was keeping the Crux lively. A bike can be stable and still feel dead on the road. Specialized says it matched the compliance and stiffness targets of the Crux 4 while adding the aero gains, so the new bike should still have that familiar snap.

Rider-First Layups Across the Size Range

Specialized is also carrying over its Rider-First Engineered approach. Each frame size, from 49cm to 61cm, gets its own layup schedule to keep the ride feel consistent. That means 5′ 5″ Sophia Gomez Villafañe and 6′ 5″ Matt Beers will have the same experience on the Crux 5 as folks in the sweet spot zone, like the 54-56cm crowd.

That matters more than most spec sheets make it sound. A 49cm frame and a 61cm frame should not feel like two totally different bikes wearing the same paint. With size-specific layups, Specialized is trying to keep stiffness, compliance, and handling balanced across the full range.

2026 Specialized Crux 5: Models & Pricing

Specialized will offer the Crux 5 in a full spread of race-ready builds, from the no-excuses S-Works Crux 5 AXS down to the more attainable Comp. The top-shelf S-Works model lands at $14,000 with the FACT 12r frame and fork, Roval Terra Aero CLX wheels, SRAM RED AXS XPLR, Terra cockpit, S-Works Power with Mirror saddle, and CeramicSpeed bearings.

Introducing S-Level

Like S-Works, but S-Level.

The interesting addition is the new Crux 5 S-Level AXS, which essentially takes over the slot where a Pro model would normally live in Specialized’s lineup. The S-Level build is something new from Specialized. The S-Level build gets a FACT 10r frame rather than the S-Works-only FACT 12r chassis, but the build kit is still very much halo-level.

For the S-Level build, you get SRAM RED XPLR 13-speed, a Quarq power meter, Roval Terra Aero CL wheels (not CLX), the integrated Roval Terra cockpit, Power Pro Mirror saddle, and an S-Works Tarmac SL8 carbon seatpost. Claimed frame weight is 897g, with a complete bike weight of 7.7kg in size 56.

That makes the S-Level the “nearly S-Works” option. The S-Level has the same top-tier drivetrain and much of the same premium finishing kit, just with the 10R frame and a lower price of $10,500. Color options include Deep Marine Metallic/Dolomite Metallic and Redwood Metallic/White, with sizing from 49 to 61cm.

The Crux 5 Expert AXS comes in at $7,000 with a FACT 10r frame, FACT 12r fork, Terra C III wheels, SRAM Force AXS XPLR, and a two-piece Terra bar and stem. 

The Crux 5 Comp opens the complete-bike range at $4,500.

Framesets are available too, with the S-Works Crux 5 frameset at $5,800 and the Crux 5 10r frameset at $3,500.

Crux Is Still Crux, But Committed to Gravel

The Crux story started in 2010 as a dedicated cyclocross race bike. It won world titles in the mud, found its way into gravel long before the category looked like it does now, and in 2021 became the ultralight gravel race bike that helped define the current Crux identity.

The Crux 5 feels like the next logical step, and as a cyclocrosser, I’m not mad about it. The weight is still wild. The clearance is finally massive. The aero story is much stronger. And Specialized has wrapped the whole thing in a race simulation model that feels equal parts nerdy, useful, and extremely on-brand.

What about the cyclocrossers who now face another raceable option being pulled from shelves? Well, there’s always the Crux DSW. And though it’s an alloy machine, it’s still got that snap of the Crux 3/4 with a price that’s still in 2021.

But the direction is obvious. Modern gravel race bikes are no longer just road bikes with clearance. They are becoming their own thing: aero enough to matter, light enough to climb, stable enough to handle huge tires, and efficient enough to make the last two hours of a race slightly less cruel.

The new Crux 5 is Specialized’s cleanest answer yet to that formula.

Fast, light, aero, and finally roomy enough for the tire choices gravel racers are actually making.

Specialized.com

The post Specialized Crux 5 Commits To Gravel & Goes Full Tarmac Mode appeared first on Bikerumor.

We may keep hearing about how 32″ wheels are set to take over cross-country mountain biking, but Scott’s new 32″ aero gravel bike prototype is set to shake things up. Set for an Unbound gravel racing debut this weekend, the Scott Racing Project hopes to show that big wheel rollover improvements can boost speeds for any off-road racing. And without the need for external suspension providers or complex moving parts, Scott just had to create a new carbon frame and fork themselves…

Scott 32″ Racing Concept prototype aero gravel bike

And don’t think this is just a marketing exercise (which it’s clearly also that), because 2025 Unbound winner and 2025 Lifetime Grand Prix overall winner Cameron Jones will be racing this gravel monster for the 200-mile win again this year!

“This bike makes you feel like you’re levitating over the surface. I’ll be experiencing a road race while everybody else is racing gravel! The driving traction and cornering grip is revolutionary. I’m genuinely scared how fast I’ll be able to corner once on a course with proper descents.”

– Cameron Jones

What do we know about the bike?

At first glance, it almost looked like a Dangerholm project bike with the massive, wide tires and wheels and a slammed cockpit. But no, this is certainly an all-new carbon prototype. And after we haven’t seen a new gravel race bike from Scott in a few years, it kinda looks like an all-new, more aero design.

With the taller front wheel meaning a longer fork and a steeper slope to the downtube, Scott has given their 32″ gravel prototype a short, forward-extended headtube like we’re used to seeing on their mountain bikes that also have to accommodate higher front ends (that’s also where the Dangerholm connection sparked in my brain).

The result is that this 32″ Scott gravel prototype gets a long front end, with sleekly integrated aero shaping coming off the fork crown that makes it look almost more Foil than Addict. And then out back, the longer wheelbase also makes for a lower angle to the dropped seatstays, again making this prototype look more like an aero road bike than your average graveller.

Tech details

Of course, we are dealing with a custom aero carbon frame and fork, both newly developed for 32″ gravel racing. But it does appear to stick with the D-shaped seatpost that you’d find on today’s Addict Gravel RC, as Jones is on a full D-shaped post and Gemperle is running the bump-eating Syncros version.

Individual custom Unbound race builds for Jones & Gemperle

There are also some nice custom aero 32″ wheels for Jones, too. Scott describes them simply as custom Industry Nine wheels, not sharing any more detail about what looks to be maybe a 55mm deep aero carbon rim in the new 32″ wheel diameter.

Other than that, Jones’ bike combines up a few standard components for his build, even if the mix is a bit unconventional.

• premium Shimano 1×12 Di2 groupset combining XTR derailleur, Dura-Ace shifters & brakes, and a GRX crankset
• a 4iiii Powermeter on the short 160mm GRX cranks
• 370mm wide ENVE Aero Road bars
• slammed 100mm Syncros alloy stem
• 50mm Schwalbe RX 32″ gravel tires
• XTR SPD MTB pedals

Jones isn’t the only Scott athlete set to race the 32″ gravel prototype; Robin Gemperle, winner of the 2025 Tour Divide and Silk Road Mountain Race, will also take on Unbound on his own 32″ Scott bike. His setup is a bit different, and maybe more conventional? Although Gemperle does have a different – possibly 60mm deep – aero wheelset that Scott doesn’t share any details on. We can see, though, that it features conventional flange, J-bend hubs, 24-spoke lacing, and visible 3K weave carbon reinforcing the spoke bed on the otherwise UD carbon rims.

• complete SRAM RED AXS XPLR 1x 13-speed wireless groupset, including a Red powermeter
• 360mm flared Syncros alloy handlebar
• 100mm Syncros alloy stem &
• 50mm Schwalbe RX 32″ gravel tires
• HT PK01 carbon road pedals

Both Jones & Gemperle also get subtly different custom paint jobs, with small nods to their individual personalities in the detailing. A kiwi for New Zealander Cameron Jones, and a dotwatching track for ultra-distancer Robin Gemperle.

Will 32″ Scott Addict Gravel RC bike be coming soon to a shop near you?

Scott says simply, no.

These are Emporia-only bikes, but…

“RC stands for Racing Concept, Scott’s performance standard: products designed with racing intent from day one and validated in real competition. It was critical to get Scott’s top gravel athletes on the bike as early as possible in the development process, where fast, honest feedback makes all the difference. What works in theory must prove itself in the real world.”

Officially, these 32″ Scott gravel prototype bikes that Jones & Gemperle will race are “pure prototypes and will never be released on the market“. But we’ll have to see how long Scott keeps their word on that!

Scott-sports.com

The post Scott 32″ Aero Gravel Bike Prototype Set For UNBOUND Racing Debut appeared first on Bikerumor.

Orbea also has its own all-new lightweight cross-country race bike in the works. And this prototype we spotted in Nove Mesto over the weekend looks quite familiar, just not like the Orbea Oiz that we know.

Even though it shares the same core single-pivot layout as the current 120mm Oiz, this new OO Lab prototype mountain bike repositions its rear shock, tucked inside the lower half of the toptube for a more integrated, more lightweight look. But what can we tell from our sneak peek?

2026 Orbea Oiz XC bike prototype spotted in Nove Mesto

Unlike Scott-SRAM Racing, who were pretty much openly showing off their new unreleased Spark, the Orbea Factory Team were being a little more coy with their prototype OOLab XC bike.

In fact, the Orbea mechanics had this pretty slick custom wrap to cover up what may be a version of their unreleased Oiz, already finished in the official Orbea Factory Team paint job? That would suggest that even though some of the raw carbon OOLab-labelled prototypes still looked like a ‘work in process’, this painted bike would suggest a launch very soon!

Besides that bike hidden under wraps, we still spotted a couple versions of the new prototype out in the open as it was being set up, worked on, and raced over the weekend. But most of the Orbea riders were still racing on the existing Oiz.

What do we know about the prototype?

The nice bike we got the best look at was being raced this weekend by #69 Simon Andreassen.

The all-new bike design takes Orbea’s in-line shock layout one step further, tucking the rear shock up into the lower half of the top tube. It still has a shortened link to drive a normal shock, but overall, the raw carbon prototype frame appears more slender and visually lighter than the bikes the majority of the Orbea Factory Team were racing at the Czech round of the XC World Cup.

It’s also a frame design that looks very familiar. We’ve seen several bikes align a toptube-mounted rear shock into the actual tube over the years, including the likes of Commencal, MMR, Trek, and… Yeah, this looks a lot like a Specialized Epic World Cup to me.

This Orbea Oiz prototype looks a lot like the current S-Works Epic 9 that launched just last month, but maybe it’s even closer in appearance to the 3-year-old Epic World Cup.

Even down to the way the short linkage attaches from below to the smooth-ended seatstays and the one-sided upper shock mount bolt.

Tech details we can see?

We don’t know how much travel this new bike gets. A short link only gave the Epic WC 75mm and the latest link-less Supercaliber, just 80mm. In an age of more aggressive cross-country racing, we find it hard to imagine Orbea introducing a new XC race bike with any less than 100-120mm of rear wheel travel.

That little silver link does appear to be longer, more in line with the current 120mm Epic 9, so fingers crossed. than the Epi

I’m genuinely really curious to find out more about this machine.

Until then, we’ll have to speculate beyond the simple facts that we do know. That this next-gen Orbea Oiz will keep a threaded bottom bracket, UDH dropouts, fully integrated internal cable routing through the headset, and 2 sets of bottle cage mounts inside the main triangle.

Is a new Orbea Oiz coming soon?

As for when a new Orbea Oiz XC race bike will drop? We don’t know that yet.

Some signs, like that team-painted bike being hidden from view, point to an imminent launch. This dusty unfinished, raw carbon frameset spotted waiting in the Orbea Factory Team paddock at Nove Mesto World Cup could suggest there’s still some time to wait. But it also has what looks like a more-finished black anodized short link, hinting of a more commercially-ready product than the raw machined link that Andreassen appears to still be testing.

I guess we have to be patient.

Oreba.com

The post Prototype OOLab Orbea Oiz XC Bike Raced At Nove Mesto World Cup Looks Pretty Epic! appeared first on Bikerumor.

Nino Schuter may be out of the racing game, but we’ve still spotted another all-new prototype evolution of the Scott Spark – the single pro XC we’ve featured more than any other over our years covering World Cup cross-country race tech. The new bike bears a striking resemblance to the current Spark – Scott’s first Bold-inspired XC bike design with a hidden internal rear shock that I first rode and wrote about 5 years ago.

But there are a number of significant changes that we can spot in this unreleased prototype. The first being that the rear shock isn’t quite 100% hidden inside anymore.

So why is it peeking out?

Scott Spark RC prototype World Cup XC race bike

The only semi-hidden out shock was the first thing we noticed. It looks like an opening that gives easier, quick access to the AXS battery on the Flight Attendant rear shock.

But really, a closer reveals that this is actually a completely new suspension design. And hiding the shock inside the frame is maybe the only real similarity with the current model.

There’s quite a lot more going on here…

Plus, Scott isn’t really hiding the bike at all. So, it’s likely we’ll have the full technical details in the very near future!

What new tech is coming soon?

Let’s start off with the basic suspension design.

The current Spark is a single-pivot with flex stays and a linkage that drives the internal shock. This new prototype Spark appears to effectively be a virtual 4-bar with an external short link concentric around the bottom bracket and again relying on flex in the rear stays. (Or is it a high-single-pivot(?) depending on whether rear-end flex is in the seatstays of chainstays, I guess? Do we think that distance between that upper pivot and the dropout changes are the seatstay/swingarm flexes through its travel?)

We can’t see what’s happening inside the frame. But because there is a plastic cover over the internal shock with an opening for the AXS Flight Attendant battery, we can see that the rear shock is oriented almost perfectly horizontal. That’s a big shift from the current solution, which is essentially in-line with the slope of the downtube.

Presumably, this would help lower weight in the frame for more stable handling. But importantly, it all still appears to exist quite a bit above the center of the bottom bracket, suggesting ground clearance won’t be an issue.

There’s also very clearly a second access cover behind the seattube, suggesting access to the hidden shock will be much easier on this new bike.

From the driveside, the entire suspension setup of this prototype looks even simpler and ‘cleaner’ than the current Spark. But a glance at the other side reveals a complex multi-part short link around the bottom bracket, that we can only imagine will get filled up with dirt, mud & debris, and will certainly add more maintenance complexity.

Other key tech we can see…

At least it’s nice to see a threaded bottom bracket there, though.

There’s also a new seatpost clamping mechanism. More like we’re used to seeing on road & gravel bikes, this bike looks to get an internal, wedge-style expander.

Unsurprisingly, this prototype appears to be made from Scott’s top HMX SL-spec lightweight hi-mod carbon, based on the writing all over these frames. All other text on the frame appears to be prototype marketing gibberish.

It is not 32″, but there are some new Syncros carbon wheels here!

And lastly, we can confirm that it does not fit 32″ wheels. Only room for 29″ wheels here.

But for quick detour on those 29″ wheels…

For XCC short track, the team were on existing one-piece molded carbon Syncros Silverton SL wheels, known for ultralight weight and supreme stiffness. But for the longer and more technical XCO race, they were riding a new unnamed set of Syncros wheels with conventionally laced (hidden nipples) carbon spokes and silver CNC-machined alloy hubs.

Likely, they will launch with this unreleased 29er Spark RC soon…

Now back to your regularly-scheduled 32″ rant…

Scott-SRAM MTB Racing were, in fact, one of the biggest drivers behind the push to 32″ in racing development. Rumors suggest Nino was one of those strongly pushing Maxxis to make a 32″ option in his favorite Aspen tread for several years, always looking for a technological edge in XC racing.

But the new wheelsize is clearly still being developed. And while we’ve seen working prototypes being developed & tested – and even raced – by several big bike brands, it’s only been this spring where we’ve seen major fork markers with anything close to production-ready. Scott-SRAM’s suspension supplier RockShox has been noticeably absent, so far. And that has to be a limiting factor for a large portion of pro XC racing teams at the moment.

We’re sure there’s a 32″ SID in development, but we haven’t seen it yet.

Maybe soon?

The post All-New Scott Spark XC Bike Prototype in Nove Mesto Teases a Glimpse of Its Hidden Shock appeared first on Bikerumor.

The latest example? Cannondale Factory Racing (CFR) showed up to the Nové Město World Cup with a LAB71 Scalpel sporting a set of Reserve 48|53 GR aero carbon gravel wheels. Deep-section gravel wheels. On a World Cup XC bike. At one of the fastest short-track courses on the calendar. In fact, these are deeper aero prototype wheels that aern’t even available for gravel bikes yet!

You can see all the details on the RideCannondale Instagram.

Cannondale LAB71 Scalpel with custom unreleased Reserve 48|53 GR aero gravel wheels

According to CFR, they’re the first team to race aero gravel wheels in short track, possibly the first in top-level XC racing altogether.

In fact, the Reserve 48|53 GR wheelset deosn’t even exist yet. We’ve covered their shallower, ultra-wide GR 40|44 aero gravel wheels before. So, we can only assume that they are the same front 27.4mm & rear 27mm internal widths. Reserve already offers the shallower GR rims separately, and lets buyers pick from a couple of different hub options. So, it was likely no issue for the CFR team to lace them in Lefty & MTB rear-specific hubs for XCC racing.

Although, interestingly, these 48|53 GR wheels are laced with 28 spokes front & rear, unlike the 24 on the existing 40|44 GR gravel wheels. So, maybe it wasn’t as simple as you might think!

The XCC race-ready wheels in question are paired with Shimano’s new XTR Di2 drivetrain and an aggressively fast Schwalbe Thunder Burt 2.1 tire setup, which tells you pretty quickly what the goal was here: outright speed.

Prototype Deep Aero Gravel Wheels on an XC Bike?

At first glance, the Reserve 48/53 GR wheels look a little ridiculous on a mountain bike. Deep carbon rims usually belong on aero gravel bikes or road bikes built by people who know exactly how many watts their socks save (I’m that guy… and it’s 2-12 watts, sock-dependent).

But short-track cross-country XCC has changed, and it’s all about the demands of race day.

Teams can’t swap frames between events, but they can change almost everything bolted onto them. Narrower bars, shorter-travel suspension, firmer setups, and even gravel tires are becoming increasingly common. Chris Blevins won the Nove Mesto short track race last year, running a Specialized gravel tire, so the line between modern XC and gravel equipment is already getting blurry.

Today’s short-track courses are smoother, faster, and much more draft-heavy than traditional XC racing. Riders are spending long stretches above 20mph, and once speeds reach that level, aerodynamics start to matter, whether mountain bikers like it or not.

That’s what makes this setup interesting. Reserve didn’t design the 48/53 GR wheels specifically for XC, but modern gravel racing and modern short track are starting to ask for similar things:

• high sustained speeds
• quick accelerations
• smoother terrain
• tight packs
• and efficiency over outright forgiveness

XC keeps drifting toward gravel, gravel keeps drifting toward XC, and somewhere in the overlap, you get bikes like this.

The Wheel Choice Is the Story

The wheel setup itself is the headline:

• unreleased prototype Reserve 48/53 GR aero carbon wheelset
• 48mm deep front rim / 53mm deep rear rim
• ~27mm inner width
• Schwalbe Thunder Burt 29 x 2.1″ SPEED tires

That combination isn’t about surviving rough terrain. It’s built for fast laps, rapid accelerations, and carrying speed once the course opens up.

And visually? It works way better than it probably should.

The deep rims tucked into the LAB71 Scalpel make the bike look equal parts futuristic and slightly questionable – I love it. Plus – it feels pretty close to where elite XC equipment is heading anyway.

Cannondale Factory Racing Nove Mesto Build

Cannondale Factory rounded out the build with:

• Shimano XTR Di2
• Fox Float SL rear shock, with remote lockout
• Fox Transfer SL 75mm dropper
• FSA KFX carbon cockpit
• Prologo Nago 3D saddle

The slammed -12° FSA KFX stem really finishes the look for me. Combined with the deep wheels and low-profile tires, the whole bike gives off a very clear “we are absolutely not wasting watts today” vibe.

Aero Is Just Part of XC Now

The bigger takeaway probably isn’t the wheelset itself; it’s what it says about where XC racing is going.

For years, aerodynamics sat pretty far down the mountain bike priority list. Weight mattered, and suspension needs to be dialed, same with tire choice. Aero was mostly road-bike territory. That’s changing.

As XC speeds keep climbing and courses keep getting smoother, teams are becoming much more willing to experiment with equipment that would’ve looked completely out of place only a few seasons ago.

This won’t seem weird for very long.

Because once a factory team shows up with deep-section gravel wheels and proves they work, somebody else is going to copy it. That’s usually how these trends start. I’m guessing it’s about 3-4 weeks out from hitting your local short track series.

Oh, and also don’t forget, even the shortened Nové Město XCC track has some proper jumps on it. So these prototype gravel wheels are gonna see some serious airtime this weekend!

I bet Reserve’s gravel “Guaranteed for Life” policy is at least a little nervous…

Update: Does riding like Cannondale Factory Racing void your Reserve GR carbon gravel wheel lifetime warranty?

The post Cannondale Factory Racing in Nove Mesto on Prototype Deep Aero Reserve Gravel Wheels appeared first on Bikerumor.

With specs like carbon spokes, nearly 50mm mid-depth and super-wide aero carbon rims, class-leading wind tunnel performance numbers, and a total wheelset weight of just 1156g – the new Hunt 4AM Limitless Ti UD Carbon Spoke wheels look pretty amazing.

When Hunt launched their 5AM Limitless ultralight aero wheels with carbon spokes just back in April, we were already surprised at how well they balanced leading aerodynamic performance with an ultralight weight of just 1212g. (And we learned that they were referring to rim depths being Aero Maximised, not ante meridiem, or getting up super early in the morning to ride road bikes.)

And now Hunt are back here again with another, more versatile set of slightly shallower aero carbon wheels, and they’re even lighter still!

Plus, those 5AMs and these new 4AMs also add more affordable and still aero versions with bladed steel spokes, too.

Hunt 4AM Limitless ultralight aero wheels with carbon spokes

Hunt describes these new 4AM wheels as optimized for “ultralight responsiveness and category-leading aero efficiency for high alpine racing environments“. But it’s hard for us to just get past the simple fact that they are super aero and ultra-lightweight. Hunt says they are “wind tunnel tested to provide a 1.4-Watt aero advantage over the Tour de France-winning ENVE SES 4.5 Pro, while offering a 139-gram weight savings“, which is pretty wild.

And while these new Hunt 4AM wheels are some of the most expensive the brand has ever sold, they’re still 15% cheaper than Pogi’s wheels.

Key Limitless Aero Maximised Tech

You still get front- & rear-specific 23mm internal hooked carbon rims like the 5AMs, designed to go fastest with modern 28-30mm wide tires. Wider outside and deeper up front, where the wind is cleaner, and where it’s more important to keep airflow attached at higher yaw angles for controllable handling & stability, even in variable winds.

Then, lighter, narrower, and incrementally shallower out back, where there’s less aero effect. And you still only need 15 of the aerofoil bladed Vonoa carbon spokes up front, and 18 in the rear, all with recessed nipples for smooth airflow.

Hunt describes their Limitless aero wheel design as a “more holistic approach”, a 5-stage process that includes initial CFD design, wind tunnel testing with wheel-only, in-bike, and then with a real rider, followed by real-world outdoor testing with AeroSensor drag sensors. That’s how their wheels go from aero design to ‘Aero Maximised’.

What’s new, then for 4AM?

Now for the new 4AM, the front rim is 49.5mm deep by 34.2mm outside, again with Hunt’s low-density polymer Limitless Width Aero Tech filler inside that keeps rim weight low. Out back, the rim is 47mm deep x 30mm wide external. Sure, they’re almost 50mm deep, but not quite, hence the 4 in their name. But still about 8mm shorter than the 5AM.

How fast are the new wheels?

Hunt says the new 4AM Limitless Ti_UD Carbon Spoke wheels outperform the best mid-depth 40-50mm deep aero wheels on the market. And they do it at both lighter weight and a more accessible (if not quite affordable) pricepoint. Hunt also says the 4AMs are pretty much as fast as some top wheels in the next deeper category, too.

“In wind tunnel testing performed at Silverstone Sports Engineering Hub (both wheels on bike), mounted with 30mm tyres at 45 km/h, the 4AM Limitless Ti_UD wheelset (1156g) tests 1.4 watts faster than the ENVE 4.5 Pro while being 139 grams lighter. Compared to the significantly deeper and heavier DT Swiss 55 ARC Dicut BD (1479g) and Reserve 57/64 Turbulent Aero (1554g) wheels, the 4AM Limitless Ti_UD performs within 0.1 watt.

Read more if you want to nerd out in their full in-depth whitepaper on the 4AM & 5AM wheelsets, here.

Tech details

• aerodynamic carbon rims made from a mix of T700, T800 & T1000 UD carbon fiber
• plus low-density high-mod Mitsubishi Pyrofil HR 40 12M fiber filler in the front rim
• 49.5mm deep x 34.2mm wide front wheel
• 47mm deep x 30mm wide rear wheel
• 23mm internal hooked tubeless carbon rims, front & rear
• high-gloss finish for easy cleaning
• 15 front &18 rear Ti_UD Vonoa aero bladed carbon spokes with 6AL-4V titanium hardware
• CNC-machined 7075-T6 Hunt Chase SLC centerlock disc brake hubs
• 48T, 7.5° engagement H_Ratchet DBL freehub
• sealed stainless steel or hybrid (ceramic balls + stainless races) CeramicSpeed bearings
• optimized aerodynamics for 28mm-30mm tires
• ETRTO compatible with 28-50mm tires, tubeless or clincher
• from 1156g wheelset weight (claimed)
• UCI approved

Hunt 4AM Limitless aero wheel – Pricing & options

Hunt’s new ultralight aero carbon 4AM Limitless wheels are offered in three versions.

The fastest and lightest are the Hunt 4AM Limitless Ti_UD Carbon Spoke wheels with hybrid CeramicSpeed bearings, selling for £2449 / $3159 / 2859€, or fifty buckaroos less than the 5AMs. Next up are the 4AM Limitless Ti_UD Carbon Spoke wheels with stainless steel bearings at a slightly more approachable £1959 / $2559 / 2299€, again a bit cheaper than the same 5AMs.

New for the 4AM family are wheels with more conventional triple-butted, aero bladed Pillar SuperWing 20 spokes, too. With 20 front & 24 rear, and still with recessed nipples. Sticking with stainless bearings and otherwise everything else the same, the 4AM Limitless Steel Spoke Wheels weigh 1283g, still are 1.13W faster than those ENVE SES 4.5 Pro wheels, but are quite a bit more affordable at £1659 / $2359 / 1959€.

Hunt 5AM Limitless wheels with steel spokes, too!

And now in addition to the 3 4AM’s there are now 3 5AM options too. The newly added 5AM Limitless Steel Spoke Wheels weigh 1339g, with 20 front/24 rear Pillar SuperWing 20 spokes, and sell for £1699 / $2399 / 1999€.

New Hunt 4AM & 5AM Limitless wheel real availability…

All of the new 4AM and 5AM Limitless wheels are available to pre-order starting today. But the different wheels will start showing up in your mailbox at different times.

The standard 5AM Limitless with steel spokes will actually be first, shipping from Hunt’s UK, US & EU distribution centers already next week.

But for all of the new 4AM wheels – carbon spoke + Ceramic Speed, carbon spoke with regular bearings, and steel spokes & bearings – they’ll start shipping in one month’s time, starting in late June 2026.

HuntBikeWheels.com

The post From Just 1156g at 47-49.5mm Deep, Hunt’s 4AM Wheels Are Both Super Light AND Aero! appeared first on Bikerumor.

We got a stealth-mode look at Sage Titanium’s upcoming Project FAF at Sea Otter Classic. What David and the Sage Team have cooking is one of the more interesting mountain bikes of the year: a fully modern, full-suspension titanium downcountry bike built in the USA with a heavy dose of 3D-printed titanium elements throughout.

Sage Project FAF titanium downcountry mountain bike

For the first time in a decade, Sage Titanium skipped the full booth routine at Sea Otter Classic. But that doesn’t mean they stayed home. I don’t think you can keep someone like Sage Founder David Rosen away.

But this time, he was incognito, or as much as you can be walking around with a shiny secret ti, yet-to-be-released bike.

Cloak & Dagger 

Instead, David showed up in stealth mode with something a whole lot more interesting than a pile of brochures and a tent full of polished display bikes. Tucked away ahead of its official launch later this year was Sage Project FAF. A new 120 mm travel full-suspension titanium mountain bike.  

On first look, it’s very Sage: a little very nerdy, highly refined, and just strange enough to be cool for the MTB racer crowd.

What is the Sage Fast As $#!@ All About?

Ok, yes, the name is temporary, but I hope it sticks. For now, FAF (Fast and Fun?) stands for whatever you want it to stand for.

Fun As… works. Fast As… also works. Fancy As… honestly, that fits too.

Whatever the final name turns out to be, the bike itself already has a pretty clear identity.

Full-Suspension Titanium: Made in the USA

Sage says Project FAF is the world’s only fully modern, Made-in-USA, full-suspension titanium mountain bike on the market today.

I know we’re gonna have some fact-checkers in the comments, so comment away if we’re right or wrong & let us know. 

But what we have here is a super cool, calculated raceable and shreddable bike that didn’t come out of a carbon mold. It’s oddly refreshing, and it sticks out like a sore thumb in the carbon crowd. 

The Sage FAF is an XC/downcountry platform built from premium US-sourced titanium tubing, blended with a bunch of 3D-printed titanium parts and CNC-machined components made in Oregon.

Pretty much what you get on most or all Sage bikes. 

Three Years In The Works

Sage says Project FAF has been in the works for three years. From the outside looking in, the bike doesn’t feel like a rushed “we need a full-suspension bike now” project. Because you generally don’t do that kind of thing with titanium, it feels like a bike someone (Dave) obsessed over for a long time, and only built it once the right version finally showed up on the drawing board. 

“Mountain biking is my first love. Building a Sage full suspension bike has been on my mind
since the company started. This is the next chapter for Sage.”

– Dave Rosen

David was completely clear during our sit-down; he wanted a bike suited to his riding style.

He’s honest about most of their bike designs, stemming from David’s own search for a better bike for the riding he’s into. Here, he was looking for something that would not be as full-on as the hardtail Optimator (above). And it needed to be more raceable than the Sage Timberline hardtail, but fun, like that one.

A full-suspension bike was the only option, but it had to be done ‘the Sage way’. 

FAF Suspension Design

The Sage FAF uses a single-pivot flex-stay suspension layout, with a linkage-drive shock. The shaped seatstays and chainstays do most of the flex work while that linkage manages the kinematics. Sage describes the suspension feel as firm at the top, plush in the middle, and again firm at the end for a more bottomless feel. 

Project FAF is not meant to be a long-travel bruiser or some mini-enduro machine in expensive metal clothing.

It is built to sit in that sweet little zone where a bike still pedals like an XC bike, still feels light, and is responsive under power. Dave hopes this kinda downcountry-style bike will give the rider enough confidence to blast through rock gardens and drops like a longer-travel machine, while still feeling fast and efficient like an XC racer

That kind of bike is hard to create, basically a short-travel trail bike for people who still like going uphill quickly.

Let’s Talk Geometry 

On paper, the numbers are pretty sensible, no “reinventing the wheel”, just stable and shreddable. The FAF opts for 120mm travel up front and 115-120mm rear travel (still in development), with the final rear travel to be sorted out soon. 

Tire clearance is stated at 29 x 2.4”. And the geometry lands in a modern, very usable place with a 66° head angle, 470mm reach, and 435mm chainstays on the Medium size demo bike we saw, but didn’t get to ride (yet).

Dave said he wanted that mix of Optimator and Powerline, but with a slight bias toward the Powerline’s more playful handling.

The new FAF looks like the bike for riders who want one machine that can handle big all-day rides – feel quick when the trail turns up, and still make descending fun rather than survivable.

How Much Does It Weigh?

The prototype shown at Sea Otter weighed 28.6 pounds, as pictured with RockShox Flight Attendant. That’s not exactly XC race weight… yet. 

Could it get lighter? Sure.

David says there is some room to save weight by using different wheels and trimming/optimizing the printed parts a bit more. But those 3D-printed ti elements are intentionally overbuilt right now, and that feels like the right call. If you are going to introduce a fully modern, full-suspension titanium platform built around a lot of printed pieces, ‘maybe we should make it a little more durable than necessary‘ is not exactly a bad instinct.

What Happens Next?

Project FAF is still officially in prototype mode, which is part of why seeing it at Sea Otter felt a little special.

Sage says they’ll continue testing and refining the bike ahead of the full public unveiling at the MADE Show in Portland this August. Expect the FAF to make its proper debut there.

But…

Sage Titanium Project FAF – Pre-order Pricing & Anticipated Availability

The Project FAF is available for pre-order already. So you can get a place in line for one of the first frames, now.

Deposit: $1,000 USD, non-refundable, transferable to any other Sage model
Estimated frameset price: $10k-15,000? Final pricing confirmed before first deliveries, shared with deposit holders first.
First deliveries: Anticipated early 2027
Production: Limited first production run. First-come, first-served.
Pre-order bonus: Free Cerakote logo finish upgrade (optional), preferred pricing on complete build components, first access to name reveal, and final pricing

But if you are the sort of rider who has always wanted a full-suspension titanium mountain bike and found the existing options either too old-school, too compromised, or too nonexistent, Project FAF might be the bike that finally makes that idea feel real.

Project FAF Tech Details

• Frame material: US-sourced titanium tubing welded together with 3D-printed titanium parts
• Construction: 100% USA made frame and parts, welded, and assembled in the USA
• Suspension layout: Single-pivot flex-stay, linkage-driven shock
• Fork travel: 120mm
• Rear travel: 115-120mm, final figure TBD
• Wheel/tire clearance: 29 x 2.4”
• Head angle: 66°
• Reach: 470mm
• Chainstay length: 435mm
• Claimed bike weight as shown: 28.6 lb
• Launch timing: Public unveil expected at the MADE Show in Portland this August 2026
• First complete bikes: Q1 2027 for the first pre-order customer deliveries

SageTitanium.com

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When DJI/Avinox launched its first eMTB drive unit, now known as the M1, two years ago, it became the most powerful motor on the market. With 850W of peak power and up to 105Nm of torque, it quickly gained popularity with many consumers equating “most powerful” with “best.” But the M1 drive system proved to be more than just powerful. It also received high praise for other elements of its performance, including low weight, tunability, and controlled power delivery.

Still, the Avinox M1 motor kicked off what we and others have been calling the eMTB “motor power wars.” It wasn’t long before Specialized came out with its 3.1 and 3.1 S-Works motors on the Levo 4. These stayed below the official US federal 750W nominal power cap, but cranked torque up to 101Nm and 111Nm, respectively. A recent over-the-air update has since turned those peak power numbers up again – to 810W for the standard 3.1 motor and 850W on the S-Works version.

Similarly, Bosch unlocked more power from its popular Performance Line CX drive units with an over-the-air update, cranking its numbers up to 750W and 100Nm of torque. A second recent Bosch CX over-the-air update has since turned the peak torque up one more time to 120Nm, while keeping peak power at 750W.

So, when Avinox announced the new, and significantly more powerful, M2S drive unit, many people, myself included, were taken aback by its power specs.

With continuous peak power up to 1300W and up to 130Nm of torque, it upped the power ante by a significant margin. And let’s not forget the short-term Boost modes topping out at a whopping 1500W and 150Nm of torque. To be clear, the M2S is still limited to 20mph in the USA and 25kph in Europe, so just because it’s more powerful doesn’t mean you can actually exceed that speed limit. Or really even ride it any faster than other eMTBs.

Now, I’ve never ridden an Avinox-powered bike. But I’ve spent plenty of time on the Specialized 3.1 and Bosch CX, both of which I find to have significantly more power than I actually use. So, I’ve often wondered who actually needs or wants a motor that powerful? Based on the twenty model avalanche of Avinox M2S-equipped bikes that launched on the same day as the motor system, it seems like MANY brands in the industry are convinced that A LOT of people want a motor that powerful.

Until I ride one myself, I can’t pass too much judgment. But my colleague Cory Benson can, and has.

He’s had the chance to ride both the M1 and M2S drive units, and been quite impressed. Although, he says he rides the latest Amflow in substantially detuned Trail & Auto modes most of the time, really appreciating the ability to adjust power output to his riding style. Plus, he’s spent a lot of time on the updated S-Works 3.1 motor too, and describes its peak power output as surprisingly similar to the latest Avinox system. OK, maybe excluding the rocketship Boost button. He talks about how he doesn’t feel like the max power numbers are fairly comparable from one eMTB or one e-bike motor to the next.

What worries me, however, is the seemingly blatant disregard for e-bike motor power regulations, which, in the U.S., is set at a maximum of 750W (apparently max 750W nominal on a federal level and max 750W peak in some states, it’s frankly kinda confusing). It’s a slippery slope, particularly in the face of increasing regulations. For example, if/when California’s proposed SB 1167 bill passes, motors with power specs exceeding the 750W limit can no longer be classified or sold as “e-bikes” in the state.

So what’s the deal with Avinox creating such a powerful drive unit?

It seems a lot comes down to how unclear the power output rules and regulations really are, and whether there is a clear international testing standard for e-bike motor power – be it ‘peak’, ‘maximum’, or ‘nominal’ power, or even if it is measured directly at the motor or at the rear wheel?

Well, the Avinox press team sent out an email yesterday explaining their own power output justification. They titled it: “Avinox Pursues Power with Purpose,” and in it, they make their case for “more power in mountain biking.“

Whichever side of the argument you stand on, it’s worth a read.

As for us, for the time being, we’re going to keep testing out all the different eMTB powertrain systems that keep popping up, and sharing our own individual real-world thoughts on riding them.

From Avinox:

In mountain biking, power is often misunderstood. For some, higher motor output raises concerns about safety, trail impact, or component wear. For Avinox, power is not about excess, but about possibility. Power can help more people ride farther, climb steeper, and tackle terrain that might otherwise be out of reach.

Our approach to power is rooted in a simple principle: technology should expand access to mountain biking while preserving safety, reliability, and rider control.

Power Is About Capability, Not Speed

When people hear that an eMTB motor delivers high power, they often express concerns about danger, assuming higher power also means higher speed. In reality, these are two very different things. Speed is what ultimately determines safety risk. Power is the force that helps riders accelerate, especially at low speeds and in demanding situations such as steep climbs, technical ascents, and navigation around obstacles.

Avinox systems comply fully with all applicable speed regulations, and we strongly support the implementation and enforcement of speed limits. That means our high power output is not designed to make riders go faster than allowed. It is designed to make difficult terrain more manageable. Whether it is clearing a rocky ledge, climbing a steep incline, or helping a less experienced rider maintain momentum, more power can make mountain biking both easier and safer.

Safety Is a Function of Control

Any bicycle can gain significant speed on a descent, whether it is powered or not. This is not unique to eMTBs. The safety challenge in mountain biking is managing speed, maintaining traction, and giving riders the confidence to overcome high-resistance obstacles in complex terrain.

Avinox focuses on delivering power precisely when it is needed. Our intelligent assistance algorithms provide smooth, predictable support that helps riders maintain control in various situations. In many cases, more available power improves safety by reducing the likelihood of stalling, losing balance, or being forced to dismount in difficult terrain.

Flexible Power for Real-World Riding

Different riders face different challenges. A steep technical climb requires a different level of support than a flowing cross-country trail. A loaded cargo bike climbing a hill has different needs than a lightweight commuter.

Avinox addresses this with customizable riding modes and user-adjustable settings, allowing riders to tailor assistance – including maximum output – to match the terrain and their personal preferences. This flexibility provides support when it matters most while maintaining efficiency and control.

Democratizing Mountain Biking

Mountain biking should be accessible to more people, regardless of fitness level, body type, age, or physical limitations. High-powered systems help make that vision a reality. With greater assistance, riders can:

• Conquer steeper climbs
• Ride longer distances
• Explore more challenging trails
• Recover more easily from technical mistakes
• Build confidence faster

For heavier riders, riders with disabilities, and those hauling cargo, higher power can be considered essential, rather than a luxury. A rigid, one-size-fits-all power limit risks excluding riders who benefit most from additional assistance.

Designed to Protect the Bike

Power only matters if the system remains reliable. Avinox carefully balances performance with durability, avoiding the trap of increasing output solely to claim bigger numbers. Advanced sensors and software continuously monitor riding conditions and adjust torque delivery to protect key components.

For example, the system automatically reduces power during gear shifts, minimizing drivetrain stress and extending the life of chains, cassettes, and derailleurs. Smooth, precisely controlled power delivery also reduces wear on tires, brakes, and wheelsets.

System-Level Optimization

A high-performance motor cannot be developed in isolation. Avinox takes a complete system approach, optimizing the entire bicycle platform to handle elevated power output, including:

• Tires
• Brakes
• Wheels
• Frame design
• Battery architecture
• Charging systems
• Software controls

This integrated engineering ensures that riders benefit from maximum capability without compromising safety or reliability.

Higher Power Does Not Threaten the Industry

Some argue that offering more powerful motors could invite regulatory scrutiny or harm the industry. We believe that view oversimplifies a much more nuanced issue. Avinox supports responsible regulation and strict compliance with all applicable laws. At the same time, we believe innovation should not be constrained by arbitrary power limits that lack a clearly explained basis.

The industry benefits when manufacturers focus on solving real rider challenges and respecting the diverse needs of users. Progress should be guided by safety, performance, and accessibility, not by assumptions that more power is inherently problematic.

Beyond Power: The Full Avinox Advantage

Power is only one part of what makes Avinox different. Our commitment to innovation is reflected in every aspect of the system, including:

• Compact and lightweight motor design
• Outstanding power-to-weight ratio
• Seamless hardware and software integration
• Intelligent assistance algorithms
• Lightweight, high-capacity batteries
• Fast charging capabilities
• Sophisticated system controls

Together, these technologies create a riding experience that feels intuitive, natural, and remarkably capable.

The Future of eMTB Performance

At Avinox, maximum power is not about pushing limits for the sake of headlines. It is about empowering more riders to experience mountain biking in ways that are safer, more enjoyable, and more inclusive. By combining high power with intelligent control, system-level engineering, and rider-focused innovation, Avinox is redefining what an eBike motor can do. Because when technology is thoughtfully designed, more power means more opportunity.

The post The Avinox Press Team Aims to Justify its Super Powerful New M2S Motor appeared first on Bikerumor.

Built off the success of last summer’s carbon Grizl update, now Canyon has a more affordable aluminum Grizl AL, as well. With much the same adventure-ready versatility, the new Canyon Grizl AL costs just a fraction of what the carbon model sells for.

And that fraction is almost 1/2!

Starting at just 1300€ with a proper Shimano 1x drivetrain and tubeless-ready setup, this could vie for the title of best gravel bike value of the summer!

Canyon Grizl AL makes adventure gravel affordable in aluminum

As gravel bleeds into more unrestricted off-road adventure riding, bike makers have stepped up with bigger tire clearance and more carrying capacities. But generally speaking, most new model focus has been on carbon frames that tend to be quite expensive. Now, Canyon slashes the cost of adventure with an update to their aluminum Grizl AL.

Let the big volume tires soak up that gravel road buzz. And keep more cash in your wallet to buy gear and snacks for your next adventure trip!

What’s new?

While the previous generation of the Grizl AL was designed to look like the carbon model, Canyon simplified the new alloy gravel bike, embracing its simpler aluminum aesthetic. Instead of trying to mimic carbon, they built a new versatile alloy bike with plenty of clearance and mounting possibilities. And that also means it’s now 120g lighter than the previous version.

Slap some pannier racks on it for a classic loaded tour, a porteur & fenders for an everyday commuter, or hang bikepacking bags on it for a backcountry adventure.

The new Grizl AL now fits up to 700c x 54mm or 29 x 2.1″ tires, and all sizes stick with the same 700c wheelsize.

There are also more mounts than ever. Two sets of 3-bolt Anything-style cage mounts on the fork legs. Two standard bottle cage mounts inside the front triangle, once under the downtube, and a toptube bag mount up top. Plus, there are two more pairs of mounts under the toptube and a single bolt on the upper downtube for either direct bag mounting or more bolt-on carriers. Then, add to that fork and rear fender mounts.

Tech details

• 1845g (claimed) aluminum Grizl AL frame
• 577g (claimed) straight 1 1/8″ steerer full carbon fork with 3-pack cage mounts
• 6 sets of 2-bolt cage mounts on the frame
• full coverage fender mounts
• 54mm max tire clearance
• T47 threaded bottom bracket
• 27.2mm round seatpost
• 12mm thru-axles
• flat mount disc brakes
• conventional semi-internal routing only through the downtube
• UDH
• 7 sizes available (XXS-XXL)

2026 Canyon Grizl AL – Pricing, options & availability

The new aluminum Canyon Grizl AL is offered in three complete builds, all sharing the same alloy frame and carbon fork.

The most affordable is the 1300€ Canyon Grizl 5 with Shimano Cues 1x 11-speed wide range (11-50T) gearing, hydraulic disc brakes, a carbon seatpost, and tubeless-ready 27mm internal Alex GX24P rims with 45mm Schwalbe G-One RX Performance tires.

Step up to the $2000 / 1800€ Grizl 6, and you get a mechanical SRAM Apex Xplr 1×12 setup with an 11-44T cassette, and the same wheel, tire, cockpit combo. Compare that to the cheapest carbon Grizl at 2400€!

Or for the ultimate adventure, you can get the 2000€ Grizl 7 ESC with Canyon’s unique one-piece carbon Full Mounty cockpit with its integrated aerobar & mounting loop, plus Canyon’s bump-eating VCLS 2.0 split leaf-spring carbon seatpost.

The Grizl 7 ESC also gets an upgrade to a 12-speed Shimano GRX drivetrain with a 10-51T cassette and 24mm internal alloy DT Swiss G1800 wheels with 45mm Schwalbe G-One Overland Performance tires.

All three builds are offered in the same 7 size and three muted colors – Off Berry purple, Honeymelon orange & Milk white. The three bikes are available now in Europe and Canada (depending on size), while only the Grizl 6 is in the US for the time being. And Canyon offers a full suite of accessories like racks, bags & fenders to customize it to your needs.

Canyon.com

The post Canyon Grizl AL Aluminum Adventure Gravel Bike is Almost Half The Price of Carbon appeared first on Bikerumor.

Rumors have been circulating for the past week or so about a new Santa Cruz Tallboy. The 5th generation of the bike was released in ‘22, with around a 3-year gap between previous versions, dating back to the original Tallboy, released in 2009.

Along with those rumors came a few sneak peeks at the bike. And, boy (feeble attempt at a “Tallboy” pun), did that new bike look different. As we saw in a few leaked photos and the video Santa Cruz put out over the weekend, they’ve moved away from its VPP suspension platform, synonymous with the brand, in favor of a four-bar design.

And while the move to 4-bar suspension is clearly the most significant change, that isn’t the only thing that’s new with the latest Tallboy. Let’s take a look at all the changes.

No More VPP

“Santa Cruz” and “VPP” have long been synonymous, despite some criticism of the suspension platform. However, we have seen Santa Cruz break away from the VPP platform in recent years. The Vala and Bullit were both recently released as four-bar bikes, moving away from the VPP platform.

The caveat? Obviously, both of those are e-bikes. And while Santa Cruz had to be aware of some of the criticism the VPP platform received, the move to four-bar on these bikes was mostly motor-related. Simply put, the VPP system didn’t leave much room for squeezing in a bike and battery.

Santa Cruz also mentioned that the move to a four-bar was to make their “best handling bike” yet. So maybe some acknowledgment..?

If there was any acknowledgment, it is fulfilled in the new Tallboy. Santa Cruz’s 6th-generation Tallboy ditches VPP Suspension for a four-bar design. Why? Santa Cruz felt like they’d gotten all they could out of the VPP platform on the Tallboy. To achieve their desired performance moving forward, they need to move to something different.

Despite testing a few different suspension platforms, including flex stays, they landed on a four-bar layout. They say this allowed them to more easily achieve the kinematics they were looking for, including lower anti-squat and anti-rise, and a bit less progressivity.

But, wait, didn’t they just release a new Nomad? Why not a four-bar there? Basically, the VPP platform still allowed Santa Cruz to accomplish their goals with the new Nomad. However, for shorter-travel bikes, like the Tallboy, Santa Cruz is clearly admitting that a different suspension design has won out for that travel bracket.

Ok, Four-Bar, But What Else Is New?

A lot, actually.

First, the Tallboy’s legs grow a bit. Suspension travel has increased by 10mm on both ends. The Tallboy now sits as a trail-ready 130mm machine, paired with a 140mm fork.

Santa Cruz did this partly in response to growing XC travel numbers, noting that the Blur now sits at 120mm. While the 5010 filled the gap between XC bikes like the Blur and longer travel offerings like the Hightower, there wasn’t a full 29er option. The new Tallboy now slots in between those other models.

Despite growing in travel, Santa Cruz also shed some weight on the new Tallboy. The latest iteration dropped 300g, a result of the simpler four-bar platform. Like the new Nomad, Santa Cruz only offers the Tallboy in their premium CC carbon. This not only sheds some weight but simplifies the lineup and helps reduce lead times.

And, like the new Nomad, they kept cable ports for cable-actuated rear derailleurs.

The bike also gets a couple of accessory mounts underneath the top tube, a geo-adjust flip chip, and the updated V2 Glovebox in-frame storage. There are six frame sizes (XS-XXL), and all frames have proportional sizing and stiffness. Plus, the seat tube is uninterrupted, allowing for longer dropper posts, with the largest frames easily fitting a 240mm dropper.

Santa Cruz also tweaked the Tallboy’s geo. The major standouts are a slacker head tube angle and a steeper seat tube angle. In the HI position, the HTA now sits at 65.1°, dropping to 64.8° in LO. The flip chip also changes the bottom bracket height by 3mm. Check the chart above for the rest of the details.

Tallboy 6: Builds and Pricing

Santa Cruz is offering the Tallboy in six builds, including a top-spec limited-edition build. All bikes use RockShox suspension, with a Pike fork and Deluxe shock. These, of course, increase in performance level as you go up tiers, starting with a Pike Base and Deluxe Select+ for the entry Tallboy, and hitting Ultimate-level at the top. 

The limited-edition Tallboy features a Super Deluxe Ultimate rear shock and a Pike Ultimate fork, both equipped with Flight Attendant. All builds have claimed a weight between 29 and 31lbs.

See the rest of the build specs in the chart below:

So, how much? The Tallboy starts at $5,899 for the 90 build and tops out at $9,299 for the XO AXS RSV build. In the press materials, Santa Cruz didn’t disclose the cost of the lower Deore build, or the highest spec’d XX FA RSV build.

We’re hoping to get our hands on a test bike to see how it compares to the previous version, and we’ll certainly let you know about it if/when we do.

In the meantime, head to the Santa Cruz website to learn more about the redesigned Tallboy.

santacruzbicycles.com

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