Manitou’s 37mm-stanchion Mezzer enduro fork has long offered a unique alternative for mountain bikers looking for something a little different, with its reverse arch lowers and the unique ability to easily change travel to your riding style, plus surprisingly light weight. Now in Mezzer 2.0, Manitou has fine-tuned the fork even more, creating two separate platforms. One lighter chassis tuned for racing and one heavy-duty LT long travel chassis for riders looking to push their enduro bikes harder, and into the bikepark.

Manitou Mezzer G2 is really 2 adjustable 140-190mm forks

The real headline of the new Manitou Mezzer 2.0 fork is simply that it’s actually two different forks now.

Manitou has always stood out for the ease of adjusting the travel of their air forks – just pop open the air spring and clip spacers onto the internal shaft in 10mm increments. That makes their forks versatile for mountain bikers who might want to tinker more with their setup, or even swap the fork from one bike to the next. It is also great for bike shops that don’t have to stock a bunch of different travel options to satisfy customers. But the downside has been that building one fork with 40-50mm of travel range adjustment meant that, at the low end of the travel settings, you ended up with a relatively heavy fork. And at the long end, a fork that probably wasn’t as stiff as the competition.

But Manitou had faith in their wide-ranging 37mm stanchion Mezzer. Their reverse arch design makes it as stiff but lighter than 38mm competitors, with the added suppleness bonus of 5% less seal contact area because of the smaller diameter. So they created a 2nd-generation family that gives mountain bike riders the option to prioritize lighter weight and slightly reduced travel adjustability or a Longer Travel version with increased stiffness and even more travel than ever!

What’s new?

On the outside, the new Manitou Mezzer 2.0 looks almost exactly like the previous model. Sure, the top Pro spec forks now get the same polished silver crowns, like we’ve seen on the latest Mattoc, Mastodon & R8. There was even a limited edition all-silver version of the Mezzer a couple of years after it first launched with a silver tease seven years ago.

But really, Manitou is super low-key with their fork designs – even to the point that the model name is only written on a small shield logo on the side of the fork legs, just above the axle.

What’s new, really, is happening inside.

Active Spring Piston

You still get the great Dorado Air spring that makes for easy tuning with a separate air chamber and Infinite Rate Tune (IRT) chamber that lets you effectively change air spring volume with a shock pump instead of internal volume spacers. But now, on top of (or actually below) the Dorado Air is a new Active Spring Piston (ASP) that adds a small light coil spring to overcome seal stiction, reducing breakaway force in those critical first millimeters of travel. Think of it like RockShox Buttercups, or better yet, like DT Swiss’ Coilpair, since they are the ones that actually developed and patented this technology.

It’s a really effective tech that greatly improves small-bump compliance, so it’s great to see it added to Manitou forks here.

MC² Pro-X & TPC², plus HBO and an ABB

Gotta love a bunch of silly acronyms, right?

Basically, this just means that the Mezzer’s top-tier damper cartridge in its right leg is better than ever. It has a wider damping adjustment range, and it now adds independent external high-speed and low-speed rebound damping (HSR & LSR) controls. Plus, there’s new hydraulic bottom-out protection.

And the forks get a new “air-backed bladder system (ABB) to maintain oil pressure and eliminate cavitation” as opposed to a conventional IFP (internal floating piston) for faster damping, more consistency, increased sensitivity, and less internal friction.

More precise manufacturing and an MBA

OK, the acronyms are out of hand. The MBA here is a new Micromanager Bushing Alignment solution. Smooth functioning of bushings is critical inside long-travel forks. So first, Manitou increased bushing overlap on the Mezzer G2 to increase smooth action. But them, they also introduced more precise quality control of their machined lowers castings to make sure everything stays aligned perfectly.

And to make sure the stanchions, lowers & bushings stay aligned, Manitou added a small new red insert at the dropout of the Pro- & Expert-level forks, so when you tighten down the axle, you don’t pull the legs out of alignment. It’s a small but often overlooked topic that small dropout misalignment can introduce friction into your fork and increase wear. It’s the reason why many longer-travel forks use a floating axle design – where you have to first attach the thru-axle, then separately tighten a pinch bolt to secure it, even leaving what seems like play between the hub endcaps & dropout faces to ensure fork alignment and smooth action.

So, Manitou selects the perfect MBA inserts, measured precisely to fit during their fork assembly, so your hub gets tightened into place with the Hexlock thru-axle, without pulling the legs out of perfect alignment.

New Tech Details

• more travel adjustment ranges: 140-170mm for Pro & Expert, 150-190mm for LT Pro & 140-190 for LT Comp
  (internal travel adjust spacers included with all forks)
• same 37mm butted 7000-series alloy stanchions
• Dorado Air Active Spring Piston with IRT
• MC² Pro-X with HBO sealed cartridge compression damping
• sealed cartridge TPC² rebound damping
• more adjustability: air spring pressure, IRT pressure, new air-backed bladder, HSR & LSR rebound damping, HSC & LSC compression damping

• new polished silver crown for Pro models
• new forged & CNC-machined deep hollow bore crown for all lightweight chassis models
• Hexlock SL2 15x110mm Boost thru-axle now on lightweight chassis models, and Hexlock SL for LT models
• now 29er-only, with just one 44mm offset available
• same 2.7″ max tire width (69mm)
• lightweight chassis now rated ASTM Category 5 (Bikepark & DH) for combined rider+bike weights up to 136kg/300lb, or Cat 4 (~enduro) up to 150kg/350lb. LT forks all rated Cat 5 up to 150kg/350lb.

First Plush Rides

Altogether, there’s a lot of smart new tech in these two new Mezzer 2.0 fork families, promising overall suspension improvements that we look forward to digging deeper into over the next few months.

We’ve just now received a Mezzer Pro gen2 fork to test (actual weight 2058g, uncut steerer with 10mm spacer added to reduce travel to 160mm). And the first couple of rides can be described as incredibly plush.

Now it’s time to dig a bit more into fine-tuning the IRT for the optimal mid-stroke support. And then to test out the wider range of external damping controls.

And after that, to pop it back up to 170mm of travel on a bigger bike and get to some enduro racing on a lighter fork!

2026 Manitou Mezzer 2.0 forks – Pricing, options & availability

The new gen 2 do-it-all trail to enduro to gravity fork is available in four models – two each of the lighter or longer-travel versions.

The simply named Manitou Mezzer (not listed as G2, even though it is) with 140-170mm travel adjustability comes in a top-spec Pro version for $1200 / 1200€ at a claimed 2030g, or a more affordable $900 / 900€ Expert spec that’s just 20g heavier.

The longer travel Mezzer LT G2 comes in the 150-190mm travel $1200 /1200€ Pro model at a claimed 2220g, and in an even more travel adjustable 140-190mm Comp fork for just $600 / 600€ at a claimed 2330g.

There is no entry-level Comp fork in the lighter chassis, or a mid-spec version of the longer travel chassis. Manitou seems to have rightly surmised that those seeing the lightest weight would go for the more premium builds, and those looking for maximum value would be happy with more money in their wallets at the cost of just a hundred grams.

All 4 versions of the 2nd-generation Manitou Mezzer fork are available now in the USA & Europe from your local dealer shop, or directly from the Hayes group, now.

Manitou.HayesBicycle.com

The post Manitou Mezzer 2.0 MTB Forks Ride Trail to Gravity on Light & Adjustable Long Travel appeared first on Bikerumor.

There was a stretch where every aero helmet launch felt like an arms race. Every manufacturer’s was “the best“. The most space-age, the most vents shaped by CFD, the most wind tunnel data. Proposed Space Balls – The Helmet designs reminiscent of “Darth Helmet” pummel from the PowerPoint pitch. Because, “It doesn’t matter what you look like, as long as it’s fast, right?

Well, yes and no.

For most cyclists, the trade-offs start to lean towards the comfort side, the hotter the race is. For me, not looking like a total space cadet is a mega-bonus. Given that the bulk of the cycling season takes place in hot weather, heat management and head cooling are big deals for many of us riders. All the aero advantages start to fade away when your head’s too hot to process incoming race stimuli.

That’s where Specialized landed with its all-new Evade 4. It’s nearly the same silhouette, slightly heavier (v3 at 272g vs. v4 at 329g, in size Medium), but with some additional vents that make it a claimed 2.6% cooler overall. 

Most racers would trade those 57g for better airflow any day. And after spending a lot of time in the new Evade 4, I’m 100% fine with it, too.

Specialized S-Works Evade 4: a cooler aero helmet

To me, “the new Evade 4 looks more like a Specialized helmet than the very recognizable Evade 3.”

Why? The forehead ‘MouthPort’ vents. It’s something I’ve come to associate with Specialized since the early days of the Prevail. And it’s stuck with me. 

But the Evade 4 feels different. Not because it’s radically reshaped or dramatically faster. But because Specialized seems more interested in refining the experience than in just chasing another microscopic aero gain. It’s much like what we’re seeing on the road bike engineering side. Bikes aren’t radically changing. They are getting incrementally better and more comfortable. Less wasted ‘fast looking‘ aerofoil material and performative aero gains – more comfort.

The headline update this time around is improved cooling, better fit, and overall comfort. Yeah, it keeps the same swoopy fast silhouette that’s made the Evade one of the more recognizable helmets in the peloton for the better part of a decade. But it’s making that helmet (one that I’ve worn for years) slightly more tolerable on the days you want the aero benefit but hate the heat penalty. Essentially, making the Evade a much better all-rounder. 

If It Ain’t Broke

Since its launch back in 2013, the Evade has become one of those helmets that quietly became the default choice for a huge chunk of fast riders (and riders looking to be fast). WorldTour sprinters, local crit kings & queens, gravel pros, and even mountain bike racers. I see Evades everywhere. They’ve historically managed to strike a pretty rare balance between aerodynamics, ventilation, and actually looking fairly normal on a human head.

If you go too far with aero shaping, the helmet becomes hot, awkward, or visually ridiculous.

Open up the ventilation too much, and you lose the speed advantage people are buying it for in the first place.

So instead of blowing the whole thing up, Specialized simply refined the Evade 4.

More Airflow

The biggest focus for the Evade 4 is airflow.

Specialized says the new helmet runs cooler than the previous version, largely thanks to revised vent shaping, a more open rear exhaust area, and the return of the front “MouthPort” vent that Specialized helmet riders will recognize immediately.

The shell shape also looks a bit more compact than the Evade 3’s. Slightly shorter overall, and closer to the head, and designed to sit more naturally on the head instead of towering over it like some aero lids. 

More importantly, Specialized also widened the internal shape.

That matters because the Evade 3 (while really fast) could feel pretty cramped around the temples for certain riders. Our Editor-in-Chief Zach had a very hard time getting the Evade 3 to work for his head shape, as did many other riders. 

The new fit appears noticeably more forgiving without losing the close, race-oriented feel that makes the Evade what it is.

In other words: still aero, just less likely to make your forehead feel like it’s in a vise halfway through a July climb.

Evade 4 Aero Gains?

What’s interesting about the Evade 4 is what Specialized isn’t saying.

There’s no dramatic “fastest helmet ever made” messaging (they love that phrase, btw). No huge watt savings claim. No revolutionary new shape. It was already a solid design. 

But Yes, Cooling Gains!

That’s probably because modern aero helmets are reaching the same point aero road bikes hit a few years ago: the easy gains are gone, now it’s making the system more comfortable while supplying those same free Watts. 

Especially with updated UCI regulations limiting some of the more extreme helmet designs, manufacturers are increasingly working within smaller margins. Once you have a genuinely fast helmet, there’s only so much left to squeeze out before usability starts to suffer.

So, that’s why Specialized was able to put so much focus on keeping racers’ heads cooler.

BOA, MIPS, and the Little Stuff

The Evade 4 also gets a handful of quieter updates that collectively make the helmet feel more polished.

Specialized moved to Boa’s FS2 fit system, which gives the rear retention setup a slightly cleaner and lower-profile feel. Inside, the updated MIPS Air Node Pro system is designed to improve airflow and reduce hot spots while still keeping the helmet light and compact, and still safe in a non-linear crash.

None of those changes is individually groundbreaking. But together they point toward something pretty clear:

The goal here was making the helmet disappear once it’s on your head.

More on that in the ride impressions. 

Slightly Heavier, Probably Doesn’t Matter

The Evade 4 does gain quite a bit of weight compared to the outgoing version, though not enough for most riders to notice outside a spec sheet. And realistically, nobody buys an Evade because it’s the lightest helmet on the wall.

They buy it because it’s one of the few aero helmets that works well across almost every kind of riding. Fast road rides, racing, gravel events, long summer training days, the Evade has always been versatile in a category that often isn’t.

The new one looks like it continues that trend.

Review: Fit & Ride Impressions

The biggest thing I noticed immediately with the Evade 4 wasn’t aero, it was comfort. Specialized clearly opened this helmet up compared to the Evade 3, and the difference is noticeable the second you get moving. 

The addition of the MouthPort really works. You can feel air being pulled through the helmet once speeds pick up, especially on longer road climbs or hot gravel sections, where aero helmets usually start to feel a little stuffy.

Overall, ventilation feels significantly improved without losing that “fast helmet” sensation the Evade has always had.

It still feels sleek and efficient in the wind, but less claustrophobic than previous versions. The styling also stays pretty subdued, which I appreciate. The colorways offered don’t go too overboard branding-wise. Specialized didn’t try to make it look futuristic or overly aggressive. It still looks like an Evade, just cleaned up and slightly more refined.

The new MIPS Air Node pads are a nice addition, too. Honestly, the fit of the helmet itself is dialed enough that I didn’t notice them much while riding, which is probably the point. Nothing moved around, nothing created pressure points. And after a while, the helmet just sort of disappeared on my head.

Additionally, the sunglasses retention actually works. This seemingly trivial piece of convenience seems to have been designed out of most aero helmets. Recently, it’s making a resurgence, and I love to see it.

Evade 4 – In The Races

I’ve raced the Evade 4 across pretty much everything at this point: road, gravel, and mountain bike.

(Ed.’s note: That’s not Jordan, above.)

The same goes for the Specialized road and off-road teams.

You can see riders in the Giro d’Italia sporting them. The same goes for the Specialized Factory Off-Road team at Nove Mesto for the MTB World Cup over the weekend. Plus, I’m gonna bet Keegan and crew will be wearing them at Unbound in another week.

My own experience has stayed surprisingly consistent regardless of discipline.

Yeah, when it gets super rainy (especially if you’re on gravel), the top vent can be an “insert gravel here” port. But, in the end, it’s not that bad; you just might have to itch some gravel out of your mop after the ride. 

But all in all, the Evade 4 offers excellent cooling performance, a comfortable fit, and that unmistakable “fast” feel that aero helmets tend to deliver once speeds rise.

Overall, the Specialized Evade 4 helmet feels like an excellent successor to the Evade 3. It’s more comfortable, cooler, and a little easier to live with day-to-day without losing what made the Evade popular in the first place.

The only real downside is the slight price bump, which feels a bit annoying given how expensive premium helmets already are.

Refinement Over Reinvention

That might actually be the bigger story here.

For the second generation in a row, Specialized isn’t trying to reinvent what an aero road helmet is supposed to be. Instead, they’re refining an already successful design and focusing on the parts riders actually notice after many hours in the saddle.

At this point, most riders probably benefit more from a helmet that stays cool, fits properly, and disappears on long rides than one that claims another fractional watt advantage in perfect wind tunnel conditions.

Specialized S-Works Evade 4 – Pricing & Availability

• Price: $350 / €330 /£275
• Weight: 329g Medium (actual)

That’s almost a 15% bump over the outgoing $299 Evade 3 (which is actually on sale for $229 right now, too), creating an interesting situation where the older helmet remains a very strong option, especially once sale pricing kicks in.

Still, for riders wanting the latest version of one of the defining aero helmets of the modern era, the new Specialized S-Works Evade 4 looks less like a reinvention, and more like a very polished evolution of an already proven formula.

Specialized.com

The post Review: Specialized’s New Evade 4 is Heavier But Much Cooler & Still Fast appeared first on Bikerumor.

There are a lot of sexy wheel options out there, and the trends of wider and more aero quickly drown out anything not pushing the boundaries of size or weight. And yet, Fulcrum sits back, nods, and makes some darn fine gravel wheels for regular riders who just want something that’s easy to setup, spins like glass on ice, and handles superbly.

If that sounds like you’re kind of wheel, read on…

When I agreed to test these wheels, it was in part because I wanted something lighter for a Campagnolo Ekar-equipped bike. Fulcrum, which is the sister brand for Campy, made sense. And, when you compare specs, Fulcrum wheels often have most of the design features and technology of Campagnolo wheels, but cost a lot less, so it was intriguing.

The TL;DR is this: these things spin like there’s no tomorrow, set up tubeless super easy, and handle great. They’re also reasonably light.

Actual Weights, Measures & Tech Details

Claimed weight is 1490g, without accessories. Actual weights are:

• Front wheel: 682g
• Rear wheel: 793g
• Valve stems: 8g
• Rotor lock rings: 23g

Combined, the wheels are 1475g with a Campy N3W freehub body. They offer HG, XDR, N3W, and Micro Spline options.

Total weight, ready to roll with included accessories, is 1,506g. That’s without tubeless tape, and that’s because these need NO rim tape to set them up tubeless. Here’s why:

Save for the valve stem hole, their rim bed is undrilled, yielding a continuous surface with no holes to cover with tape. This is convenient during setup, sure, but there’s an even more important reason why this is awesome. Ever plugged a tire and pushed the poker all the way in and through the rim tape? I have, and it sucks, and then you have to put a tube in. Can’t happen with these rims, and that’s awesome.

Spoke nipples are inserted through the valve stem opening, then they use magnets to pull the spoke nipples through the rim cavity. It’s called Mo-Mag, and the solid rim bed is their 2-Way Fit, meaning, you can fit tubeless or tube-type tires.

The rims are also ultra smooth. They call this the C-Lux Finish. It’s supposed to make tire installation easier, and along with the recessed center channel, it seems to work.

They’re hooked, with small lips on the bead seat, too. Combined, these help hold the tire’s beads in place even with low pressures. In addition to the more robust Schwalbe G-One Bites shown in the pics here, I’ve been running some super-supple, lightweight Challenge TLR 40mm tires on them and both fit and perform great at reasonably low pressures.

Claimed dimensions are 25mm internal and 30.5mm external, with a 30mm depth. I measured them at 24.68mm internal and 30.88mm external.

Fulcrum says they’re compatible with 29mm to 76mm tires. I’d say the sweet spot is 40 to 45 for gravel, but they’ll work with a wider range, making them great for all-road days with 32’s, too.

It’s worth noting that they make no claims about aerodynamics, but these have a basic oblong profile with an S-shaped asymmetry (see next photo).

Nowadays, it seems the aero focus is on tire+rim optimizations, hence the explosion of ultra-wide, deeper rims, but not everyone needs that. Most of my rides are at a more casual pace, exploring random backroads and trails. For that type of riding, shallower wheels are typically more compliant, and these balance ride quality with weight and price in a way that just…works.

The rims have an asymmetric profile, with a bit of a groove on one side. Fulcrum adds a raised platform for the valve stem so that it seats flat and stays straight. It’s a nice touch.

Photo above shows the groove more clearly. It’s not subtle, but also not obnoxious. If visual symmetry is your thing, you may not like that the groove is on the drive side in the rear (offsetting against the cassette) and non-drive in the front (offsetting against the brake rotor). Honestly, I hadn’t even noticed this until I checked it while writing this review…it’s never bothered me.

Other details you should know:

• Stainless steel double-butted, straight-pull spokes
• 24 spokes front and rear
• Alloy nipples
• Aluminum hub shells
• Adjustable cup-and-cone bearings
• Center Lock brake mounts
• 3-Pawl / 40 teeth / 9º engagement
• 100% hand built
• Weight-balanced to offset valve stem

The low-gloss black ano on the hub is further muted with laser etched graphics. Typically, I’m not a fan of a lot of graphics, but these are subtle and add a little something without standing out. I like it, and I’m glad there’s no bright right Fulcrum logo on them. Same goes for the rims…their decals are dark gray for a clean apparence no matter what color bike you put them on.

The wheels come with this little pouch, valve stems, tire levers, and valve core removal bits.

Fulcrum Racing Red Carbon Ride Review

Most of my gravel riding happens at Uwharrie National Forest, on and around the OHV trails. Why? Because Greensboro has a severe lack of dirt roads, so we travel for gravel. Which means the rides are day killers, typically with 3-5 hours of riding on everything from packed gray gravel to orange Carolina clay.

Also plenty of rocks. From small to chunky to slabs, there’s plenty to smack a tire on. While I don’t recall any particularly hard impacts during my testing, I can also say there’s not a scratch on the rims. Just dust. And dirt. But no scratches. Which is saying something, because I’ve had these wheels for a long time now…they came out in 2021 and I received them shortly after that.

By the numbers, a 9º hub engagement sounds slow. And it is…for mountain bikes. For road and gravel it’s fine, and this is another area where I hadn’t even noticed until I counted the teeth inside the hub to calculate the number (Fulcrum doesn’t publish this spec).

The upside is that they’re really quiet when coasting. Not silent, but not even half way to obnoxious. So, you have the satisfying sound of a freewheel coasting, but you can still hear nature and your buddy’s dad jokes.

Overall, I’ve enjoyed these wheels and continue to do so. They’re all around great performers, but there is one thing that stands out about them – they spin so gosh darn smooth.

This is a hard thing to put into words, but once you’ve held a wheel like this and spin the axle between your fingers, you’ll know. Some hubs just spin more smoothly than others, and when you get one this sublime, you remember it. It’s just a delicious feeling and you wanna keep spinning it. It’s like a complete absence of… anything. No vibration, friction, drag…anything. Which is everything.

The only downside? They’re still not cheap. MSRP ranges from €1,582 to €1,596 depending on freehub body. That’s about $1,856 as of May 2026. In a world where you can get pretty good wheels for $1,200 to $1,500, it’s a question of whether flawless tubeless performance and ultra-smooth hubs are worth a premium to you. If you’re on the fence, just go spin them in your hand and you’ll be sold.

FulcrumWheels.com

The post Fulcrum Rapid Red Carbon Gravel Wheels Review appeared first on Bikerumor.

Last summer at Crankworx Whistler, Leatt was showing off a new line of cycling eyewear, including the RideViz Pro sunglasses. I got my hands on a pair for testing, which featured an optional photochromic lens. With a full-frame design and a large-coverage lens, these shades are made for mountain biking, but can easily work for any genre of cycling.

I rode with the Leatt RideViz Pro sunglasses from mid-summer to early winter, then again this spring. Between the fantastic performance from the photochromic lens, their excellent resistance to condensation, and their comfortable and secure fit, I’ve found the RideViz Pro to be a top-notch pair of sunglasses that perform well in any conditions. I was particularly happy to find the lens lived up to its claims, offering a wide visible light transmission (VLT) range with reasonably fast transitions.

Leatt RideViz Pro

Check Price at Backcountry

Specifications

• MSRP: $153 – 186 (depending on the lens)
• Frame Style: Full frame
• Lens Dimensions (W x H): Small: 135 x 60mm, Large: 145 x 60mm
• Lens Tested: Clear Photochromic (25 – 90% VLT)
• Lenses Included: 2 (photochromic only comes with 1)
• Weight: 34 grams

Pros

• Stable fit
• Good ventilation
• Large coverage
• Photochromic lens works very well
• Available in two frame sizes

Cons

• Minor conflict with some but not all helmets used for testing
• The tiniest bit of distortion at extreme top and bottom of lens

Steve Fisher

RideViz Pro Sunglasses – Construction Features

The RideViz Pro frames are built with a Biopolymer material with soft anti-slip rubber temple inserts and adjustable nose pieces. The frame of these lightweight sunglasses is essentially built around their lens. The upper frame, lower frame, and arms are all separate pieces that clip onto the lens.

The RideViz Pro features a cylindrical lens, which is designed to minimize visual distortion. Cylindrical lenses are flatter (vs. the dual-curved Toric lenses found on other Leatt sunglasses), so they don’t sit quite as close to your face and allow for plenty of airflow.

The RideViz Pro’s lenses are 60mm tall. They offer an expansive vertical field of view, which is meant to work well for aggressive riding positions, with a pronounced wraparound shape that helps ensure good peripheral visibility.

Two sizes of the RideViz Pro sunglasses are available. Small frames, intended for small or medium faces, measure 135mm wide with a 20mm bridge width and 130mm temple length. For medium and large faces, the large RideViz Pro frames and lenses are 145mm wide, with the same bridge width and temple length as the small size.

The two sizes even get unique lenses with different curvatures. The large size uses a Base 6 lens, while the small has a Base 7 curvature.

The small RideViz Pro sunglasses weighed in at 34g on my scale. Interestingly, Jeremy has a pair in size large, and they weigh 34 grams, too.

Lenses

All available lenses for the RideViz Pro sunglasses are interchangeable, polycarbonate lenses. Following Leatt’s ethos of keeping riders as safe as possible, the lenses are impact-tested to ANSI Z87.1 standards. There are four lens options offered with the RideViz Pros:

• Iriz lenses feature a mirror coating to reduce glare and protect your eyes from bright light.
• Cryztal lenses enhance contrast to sharpen details and separate colors.
• Cryztal Iriz lenses offer both contrast enhancement and an anti-glare mirrored coating.
• Photochromic lenses automatically tint according to light conditions. Leatt’s lens offers an impressive range of 25% to 90% VLT (90% achieves nearly clear status — Leatt’s clear lens is listed at 91% VLT). These photochromic lenses also respond very quickly to changing light conditions.

All RideViz Pro sunglasses come with your choice of lens and a spare Cryztal Rose lens (except the photochromic models). Leatt says their timeline for availability of spare lenses is TBD, so buyers will have to choose from the stock frame/lens combos for now.

The RideViz Pro sunglasses come in seven frame color options: Clear, Black, Grey, White, Neon Yellow, White/Black, and Satin Black. Prices range from $153 to $186, depending on lens choice, and each pair comes with a soft bag.  

Ride Impressions – Fit and Helmet Compatibility

I have a smaller head, so I am wearing the small RideViz Pro sunglasses. The width of the small is perfect for me; the arms are snug but comfortable, and the frames aren’t excessively wide, which can be a problem with many of today’s large coverage riding shades.  

The RideViz Pros’ field of view is very good all around. The tall lenses do offer excellent top and bottom visibility, and the glasses’ wraparound shape puts the sides of the frames almost completely out of view. Even pushed right up my nose, the RideViz Pros’ frames don’t sit too close to my cheeks or forehead, leaving room for airflow all around.

The RideViz Pros fit with some of my open-faced MTB helmets, but not all. I have a shallow head, and while the top of the frame is only slightly curved on these glasses, it sits high enough on my forehead to interfere with my deeper-fitting helmets.

My Oakley DRT5, Abus MoDrop, and new POC Cularis Pure helmets all fit fine with these sunglasses. My POC Tectal and Kortal lids were both too deep at the forehead, and my Endura MT500 fits too narrow at the sides for the sunglasses’ arms. Helmet interference will vary from person to person and helmet to helmet. Jeremy says he has worn these sunglasses with all of his half-shell helmets (six different models) without issue.

Photochromic Lens

The RideViz Pros I have been testing came with Leatt’s photochromic lens, which I would be my recommendation. The lens meets Leatt’s claims of offering a vast transmission range and transitioning quickly from clear to fully tinted and back again.

When there’s no sunlight, the photochromic lens stays totally clear. Riding these sunglasses in rainy, dim conditions, there’s no noticeable difference between the photochromic lens and any other clear lens. It doesn’t take much light to activate the tint, though. As conditions get brighter, they automatically get darker in response.

Even in full sunshine, I found the darkest tint of the photochromic lens to be adequate. With the photochromic lens, I’d say the RideViz Pro sunglasses could work for any ride, regardless of light or weather conditions. These glasses were always the appropriate tint, and while the lens does transition relatively quickly for photochromic, 20-30 seconds, it’s not noticeable or distracting.

I noticed a hint of visual distortion when looking through the very top and bottom sections of the cylindrical lens. Thankfully, this was never a problem while riding, as the fairly flat mid-section of the lens (where you’re mostly looking) does not produce any obvious effect.  

Condensation

In addition to the lens’s photochromic performance, I was very happy with the RideViz Pros’ ability to resist condensation. During many rides in damp fall conditions, plus warmer rides in the spring, the RideViz Pros have reliably kept their lenses clear.

I wore these glasses throughout many climbs, and the only fogging I ever experienced was a bit at the top of the lens — but only when I stopped moving. Even on a rainy climb that left me soaked with sweat, the lenses stayed perfectly clear until I took a break. As soon as I started moving (even at climbing speeds), the lenses cleared up within seconds, and they always stayed clear during descents.

Comfort and Protection

From the first ride, I never had any comfort-related issues with the RideViz Pro sunglasses. The rubber nose piece and padded arms always remained perfectly comfortable throughout my rides. Even better, these sunglasses stay put. I never managed to make them budge out of position on my face or slide down my nose at all, despite several wet and sweaty rides and countless rough descents.

Finally, the tall, wraparound lenses do offer good eye protection. While some wind can be noticeable from the sides, the lenses block the breeze from the front very effectively. I never once found my eyes watering on descents, and in sloppy conditions, the RideViz Pros kept all the water and mud splatter safely away from my eyes.  

Needless to say, I’m a big fan of the fit, stability, coverage, and lens performance of these shades. Check out Leatt’s website for all the details on the RideViz Pro sunglasses.

leatt.com

The post Leatt’s RideViz Pro Sunglasses Offer Great Stability and Excellent Photochromic Lenses: Review appeared first on Bikerumor.

For those of you who read my stuff, it’ll come as no surprise that Bend, Oregon’s Spurcycle is one of my favorite brands in the biz. They make the best bar-mounted bell on the market, in my opinion. And today, continuing to redefine the humble, often forgotten about bike parts, they’ve just launched their new Pro Mirror.

And, it’s really nice.

Spurcycle Pro Mirror drop-bar bicycle mirror

Spurcycle’s new Pro Mirror is a drop-bar bicycle mirror designed specifically for gravel and road riding. The mirror comes in two sizes: R35 (35mm diameter) and R50 (50mm diameter). I received the R50 for my tester. Both mirrors mount to drop handlebars without requiring any tools for installation or adjustment.

The company developed the product with input from cyclists who ride in fast-paced environments where quick awareness of surrounding traffic and riders is essential.

Don’t Turn Your Head

The Pro Mirror addresses situations where turning your head to check behind may not be practical or safe. This can be the case during high-speed riding or in heavy traffic. The Pro Mirror would work awesomely alongside rear-facing radar systems by providing some visual context to complement the beeps and flashy lights of radar’s detection.

For your Saturday group rides, the Pro Mirror helps riders track the positioning and movements of other cyclists without disrupting their focus on the road or the wheel ahead. The continuous rearview eliminates the brief blind moments that occur during traditional over-the-shoulder checks.

One of the best parts of the new Pro Mirror is its all-aluminum construction. The mirror housing is machined from 6061-T6 aluminum. It uses a classy minimal design. So it fits perfectly into modern bike cockpits, like my Wilde Rambler SL, without looking out of place.

My Install & First Impressions

I received the R50 mirror just a few weeks ago. And I was actually excited to give it a try. Motorists seem to be getting a lot worse out there lately, so I was very open to trying a handsome rearview like the Pro Mirror.

I immediately installed it on my Wilde Rambler SL gravel bike. It literally took seconds to install and required zero tools to get the job done. The tool-free twist-to-install setup, combined with the stout double-axis pivot, makes adjusting the mirror on the fly an absurdly easy process.

You simply mount it and adjust the angle as needed. The way the Pro Mirror is designed minimizes vibration a lot.

I mean, I didn’t notice vibrations that were enough to disrupt my rear view. And the Pro Mirror kept the reflected image stable, whether I rode on smooth pavement or rough gravel surfaces. So, the reflection was always clear as a bell.

I don’t have a road bike anymore, so the mirror will stay on my gravel bike for the near future and beyond. But, that being said, the easy-to-install Pro Mirror would work well for cyclists who travel with their bikes or want to swap the mirror between steeds.

I Really Like My Spurcycle Pro Mirror

I didn’t think I was going to care for a mirror mounted on my gravel bike. I’ve never really liked the aesthetics of a rear-view mirror on a bike, not even on a commuter bike. I mean, I know installing a mirror on any bike adds safety. But man, I never liked the way they looked. And most of the mirrors I’ve seen in the past were cheap, plastic versions, with mounting options that were “meh” at best.

Not Spurcycle’s Pro Mirror!

Nope, this mirror stays true to the Spurcycle way of doing things; it is designed, machined, and made very well. It sits in my bars and doesn’t look out of place to me. Just looks like it belongs there.

Look, I know that mirrors have always been one of the last things cyclists think of when it comes to spec’ing out their cockpit. But maybe it shouldn’t be. Maybe the Spurcycle Pro Mirror will be the mirror that tips popular opinion towards being both safe and stylish. Time will tell. But, I’m on board.

Pro Mirror – Retail & Detail

Retail: $69 for the R50 (tested), or the R35
Colors: Silver (tested), Black

• Premium Construction: Machined from 6061-T6 aluminum for a streamlined aesthetic.
• Optical Clarity: Tempered glass mirror provides an optimized field of view and superior, vibration-free clarity on all road surfaces.
• Tool-Free Installation: Engineered for tool-free installation and adjustment, mounting in less than 60 seconds, and is quickly removable.
• Universal Drop Bar Fit: Compatible with handlebars featuring an internal diameter (ID) of 14-20mm.
• Two Mirror Sizes:
  • R35 (35mm): A compact option for maximum utility in streamlined, minimalist form.
  • R50 (50mm): A larger format that prioritizes ease of use and a wider field of view.
• Guaranteed Durability: Fully rebuildable with a lifetime warranty.

Parting Thoughts, Looking Forward (and Backwards!)

The Spurcycle Pro Mirror, like all of their products, is extremely well thought out, with the end result being a very high-quality product. For me, being able to see what’s happening behind me in an instant is proving to be very useful. I mean, without effort, and without turning my head, I just dart my eyes down to the left, and I get a quick glimpse of the happenings behind me.

So, thank you to Spurcycle for sending me a mirror to try out. And, thanks for making it the perfect mirror to help banish the negative stigma that a bicycle mirror can sometimes bring. The Spurcycle Pro Mirror is fully rebuildable and carries a Lifetime Warranty, so give it a try; you have nothing to lose.

Spurcycle.com

The post Staying Safe Isn’t Dorky Review: Spurcycle Pro Mirror for Your Fave Dropbar Bike appeared first on Bikerumor.

I’m not a fan of riding with bare knees, but thanks to Chromag, I now happily ride with bear knees, get it? In late January, Chromag Bikes announced the new Shift knee and elbow pads. The Shift knee pads are made for trail riding, offering Level 2 protection, and are designed to remain comfortable enough to wear all day long. The Shift elbow pads provide Level 1 protection, and they feature a slightly simplified design compared to the knee pads.

I’ve been riding the Shift knee pads since late February, and they quickly became a new favorite. They are one of the best sets of pads I’ve ever tried in terms of comfort; they stay in place reliably on my legs while providing a high level of protection. To top it off, their slim profile means they fit under riding pants easily.

Chromag Shift Knee Pads

Providing protection for the Shift kneepads is a 3D-shaped, energy-absorbing super polymer RHEON insert. RHEON’s padding stiffens up upon impact but remains soft and flexible otherwise. The RHEON pads are very flexible and lightweight, with an open structure to facilitate airflow.

The RHEON insert’s contoured shape wraps around the knee. The pad itself is about 5-6mm thick in the middle, and tapers off at the outer edges. With this insert, the Shift knee pads exceed Level 2 impact protection standards.

Despite their Level 2 protection rating, the Shift knee pads are surprisingly slim and low-profile. In that regard, they look more like lighter-duty pads that offer Level 1 protection. The sleeve is made from a breathable, durable, stretchy fabric. Like most knee pads, they also feature an abrasion-resistant outer material covering the pad-insert, which, of course, includes those eye-catching Chromag bear logos.

Chromag included a few features to ensure the Shift pads stay securely in position. Inside the pads is an internal bracing layer, and on the backsides, there’s a calf wrap to help them stay put. Most notably, the pads’ upper cuff is a broad elastic band with lots of vertical lines of silicone printed all around the inside. These segmented silicone lines still allow the cuff to stretch freely, whereas continuous silicone bands can constrict at a point. The vertical lines also allow sweat to move downwards through the pads.

The Shift knee (and elbow) pads are machine-washable, with the RHEON insert in them, but they should not go in your dryer! They are unisex and come in sizes XS-XL, in black only. MSRP is $140 USD.

Shift Elbow Pads

Chromag also makes Shift elbow pads, but unfortunately, I realized I can’t test them. Not long ago, I was diagnosed with Type 1 diabetes, and now I wear a glucose monitor on my arm. The pad’s upper cuff would sit right on top of my monitor, which could cause faulty blood sugar readings. Seems like elbow pads are no longer an option for me.

The Shift elbow pads’ construction is very similar to the knee pads. They use the same materials and basic design as the knees, but the elbow pads don’t include an outer wrap or an internal bracing layer. However, the wide upper cuff features the same silicone print as the knee pads to keep them in place while riding.

The other notable difference is that the Shift elbows offer Level 1 protection. Chromag opted for the lower protection level in favor of comfort and mobility. So, as you might guess, the RHEON insert in the elbow pads is thinner than the one in the knee pads.

The unisex Shift elbow pads are available in XS-XL sizes, in black only. They retail for $110 USD.

Shift Knee Pad Ride Impressions: FIT

I have a slim build, and I’ve been riding in the size medium Shift knee pads. I’ve found them to be a perfect fit. They’re not overly tight, but they are snug on my legs. I also tried on a pair in size small, which were very tight. I’m happy to report that the more comfortable medium pads have stayed in place.

The Shift knee pads cover a decent amount of the leg, but I wouldn’t call them excessively long on the top or bottom. I thought the pads’ lower cuff might conflict with longer socks, but as you can see in the photo above, even my long socks weren’t an issue. That said, one of the things I appreciate about these pads is that the protection extends well below the kneecap. On my leg, about 5” of my upper shin is covered by the RHEON insert. It’s worth noting that the Shift pads do not feature any additional padding on the inside or outside of the knees, but the insert wraps around a good bit on both sides.

While the RHEON inserts are symmetrical in shape, they feel like they’re left and right specific when they’re in the pads. After several rides, I pulled one insert out, and it had clearly molded itself into the shape of my right leg. The flexible RHEON padding does a fine job of conforming to your legs, and it seems to maintain some memory.

Comfort and Security

In my experience, the wide upper cuff does its job very well. After two months of riding up to three-hour loops, the cuff has never slipped down more than about half an inch, where it settles in place and stays put. With the bending of the knees, the sleeve fabric gets slightly bunchy just above the RHEON insert, but never enough to create a comfort issue on the trail.

Despite having no silicone or grippy material in them, the lower cuff on these pads has also never budged at all. The Shift knee pads definitely earn top marks for reliably staying in place on my legs.

On my first ride, the backing fabric inside the knee was somewhat noticeable at first, but not a comfort issue. As I wore them more, it appeared the backing fabric was stretching out a bit, and I hoped it wouldn’t start bunching up behind my knees. Thankfully, the fabric hasn’t stretched out much, and so far it hasn’t become uncomfortable or chafed my skin.

The light and flexible RHEON insert allows for comfortable, non-restrictive pedaling. I’ve never even thought about sliding these knee pads down on my shins for the climbs. I just keep them up all the time and have been wearing them for every pedal stroke of every ride so far. The insert is soft enough that it doesn’t have any harsh edges to irritate your leg in any position. Throughout all my testing, I have had zero issues with uncomfortable seams, stitching, or friction from the Shift knee pads.

My last ride before finishing my review was a hot one, so I hit the trails with the Shift knee pads’ ventilation and breathability in mind. This ride confirmed these pads are reasonably cool on your legs. While you won’t feel air blowing through them at low speeds, I did notice wind cutting through both the insert and the sleeve material just above it when riding at higher speeds. They seem to breathe pretty well and dry quickly, too, as my legs were only a bit sweaty after that two-hour ride.   

Fit With Pants

I was very pleased to find how well the Shift knee pads work with riding pants. Level 2 knee pads are often a bit bulky, which can conflict with some of the slimmer-fitting riding pants that I typically wear. Not an issue with the slim, low-profile Chromag Shifts. As the above photo shows, they fit under my 7mesh Flightpath and Patagonia Dirt Craft pants with ease. I had no issues with the pads fitting too tightly or hanging up on the leg fabric with either pair of pants.

Wear and Tear

After a couple of months of use, my Shift knee pads appear to be holding up very well. I haven’t dragged them across any rocks, but there’s no notable damage to report or signs of unwarranted wear and tear. I noticed some fuzzy loose ends coming off a few seams on the backs of the pads, but all of the stitching is still intact. As mentioned above, I noticed a little stretching on the back of the sleeves, but so far it has remained perfectly comfortable. Assuming that doesn’t get notably worse, I expect to be wearing these knee pads happily and comfortably for quite a while.

As a final note, I’m a big fan of the subtle Chromag bear logos on the Shift pads. I think they look awesome on your knees or elbows.

chromagbikes.com

The post Review: Chromag’s Shift Knee Pads Are Comfortable, Secure, Protective, and Low-Profile appeared first on Bikerumor.

Do you like the Ares 2 road shoe? Do you wish they made an off-road version? Well, I have some news for you. The new Specialized S-Works Recon EVO takes the Ares 2 tech, fit, and Body Geometry Natural last and scales them to the demands of off-road. 

What is it? Specialized S-Works Recon EVO 

The Specialized S-Works Recon EVO is the new top dog in Specialized’s off-road footwear lineup. But for those worried about the S-Works Recon, don’t worry – it’s sticking around (much like the Torch is for the Specialized roadside). The Recon EVO is an option for those who want a locked-and-loaded fit with massive foot retention and a slightly roomier fit.

We could end this whole story with “it’s the Ares 2…but for dirt” and boom, done and dusted. But there’s more to say than that, especially on the fit. Sometimes what works well on the road might not translate one-to-one to the off-road world.  

Give Me A PowerHug

The new Recon EVO borrows heavily from the Ares 2 playbook; it basically copied it. The new Recon EVO used the Specialized PowerHug closure system and structure. The unique retention system uses wraparound hold through the midfoot and heel. For those unfamiliar with this tech, Specialized created it to keep the foot planted, reduce wasted movement, and make every hard effort feel a little more direct.

How is the Recon EVO different from the S-Works Recon? 

The Specialized S-Works Recon EVO and the S-Works Recon have carbon-fiber soles at first glance, but the new EVO uses the Body Geometry Natural last. It’s the same as what you’ll see on the S-Works Ares 2 and the S-Works Remco shoes.

Instead of a boxy cone-ish shape, the new last fades away as the toes descend from the largest to the pinky. Most, if not all, of the updates come applied from the midsole forward. The result is a roomier toe box with less pressure on any digits (we’ll go over it in detail below). The S-Works Recon uses the previous last, still roomier than the years before, but narrower than the updated version.

They both use the same pontoon-style adjustable tread and the same rubber. But the main difference is that the new S-Works Recon EVO uses the Ares 2-style wrap-around fit and the roomier Body Geometry Natural last.

The updated fit construction changes the shoe’s personality (and price) slightly but keeps the overall experience the same. It’s an XC, marathon, or gravel race shoe, no questions about it. 

It’s About The Shape 

Specialized announced a new last called the “Body Geometry Natural Last”, with the launch of the Ares 2. Specialized claims the updated last reduces forefoot pressure by 44 percent while maintaining alignment benefits. That includes the Specialized Varus Wedge, Longitudinal Arch Support, and Metatarsal Button setup. All these bits are meant to keep the foot better aligned, reduce hot spots, and avoid that numb-foot feeling that likes to show up right when a ride starts getting good.

That’s the sort of feature set Specialized has made a real identity out of over the years. For plenty of riders, it’s the difference between a shoe that feels fast for 40 minutes and one that still feels good deep into a race or all-day gravel ride. 

Specialized says the adaptive fit zones in the Recon EVO are also there to soften the ride and reduce pressure across the upper, which should help the shoe feel more usable in off-road unique conditions.

Off-Road Touches 

The Recon EVO features all the same sole experience as the S-Works Recon. That includes three rubber toe knobs and heel lugs for traction and protection. It comes with the same carbon sole construction and adjustable TPU pontoons to improve pedal stability. 

These pontoons are interchangeable, which gives riders a little more ability to tune how the shoe interfaces with the pedal and cleat setup. I’m a big fan, and believe more shoes will be snagging this feature in future models. Plus, the S-Works Recon EVO gets the Dual-Dial BOA Li2 setup.

Wins Already 

Specialized is also backing the launch with a pretty stacked roster of riders, which is not exactly shocking for an S-Works product.

Matt Beers won the 2026 Cape Epic in the Recon EVO, while Victor Koretzky, Chris Blevins, Haley Batten, and Sofia Villafañe all helped shape the shoe through feedback. That list tells you exactly where Specialized sees this shoe landing: right at the intersection of modern XC, marathon, and fast gravel racing.

That’s also probably the right call. Shoes like this are no longer designed for a single discipline. The overlap between XC race fit, gravel race efficiency, and long-haul comfort is big enough now that the best off-road shoes need to handle all of it, even if that means walking.

S-Works Recon EVO – Price and Availability

The new S-Works Recon EVO is priced at $550. Yes, that is serious-money shoe territory. But that is also exactly where the top-end S-Works stuff lives, and Specialized is clearly positioning the Recon EVO as the off-road equivalent of a no-compromise race weapon.

First Impressions – How Do They Ride? 

I’ve been riding/racing the S-Works EVOs since mid-April. I didn’t exactly go kicking and screaming, but I had a pair of off-road shoes that were dialed for my feet. However, on the road, I ride the Ares 2, so I figured these should translate nicely. 

Plus, while in Morgan Hill, I opted for some custom Specialized insoles. These are insoles that are heat-molded to your foot shape, and a service that Specialized shops offer, depending on the shop’s Retul Fit level. 

Custom Insoles

Side Bar: I don’t want the insoles to steal the show, but I have a high arch, had a few broken ankles (skateboarding rules), and a rod in my femur, so off-the-shelf doesn’t always work. 

Previously, I used SoleStar insoles successfully, but they can be heavy and expensive, and they can significantly raise the stack height.

The process for the MasterFit insole was simple and non-invasive. Place your foot in a customized “bath” of glass beads covered by a thin plastic layer. The fitter will build up a platform and ensure a proper sole transfer. Then the machine vacuums out the remaining air, and you’re left with a rock-solid impression of your foot.

Then the fitter takes the heated insole from the heating unit (like a tortilla warmer), you place your foot on it, and the magic happens. After a bit of slight massaging to get everything in place, the soles are placed in an ice bath to firm up. All that’s left is to cut to the shoe spec and ride. Side Bar over.

First Rides

My first rides on the S-Works Recon EVOs were my road/gravel commute to the Sea Otter Classic show. I wanted a short ride, just in case things went hot and spotty, but nothing of the sort transpired. 

The fit is nearly Identical to the Ares 2; the custom insole only makes that fit better. The wraparound fit, when paired with an off-road shoe, is excellent for heel retention and ride feel. I did most of my testing on my gravel bike paired with the Look X-One-G gravel pedals. The two made a killer pair for racing and pedal feel. I didn’t have to adjust the pontoons for the Look interface, but there was a slight bit of extra sturdiness when I clipped in, like a mix of road and MTB shoe feeling – right on for gravel. 

Race Impressions 

I wore my Recon EVOs to a local gravel race a few weeks ago, and the conditions were perfect for gear testing: hours of rain and mud. I spent 100km at the Coal County Roubaix, racing in the muddy gravel roads and logging paths with the EVOs, and had no issues. The fit was dialed, the power transfer is excellent, and retention on the foot is tight without being overbearing. Another bonus, they wash up pretty well, and don’t have one of those fabrics that dirt clings to. I don’t exactly know how many miles I have on them, but I’ve ridden them nearly every day since the Sea Otter Classic (check my Strava if you wanna see the small notes).

One thing I didn’t expect (or feel during race efforts) was a slight scrape on the crankarm from the plastic BOA wire cradle. After washing my trusty steed, I noticed the cuts in the crank arm. It was kind of a perfect storm with the gravel acting as sandpaper on the carbon finish, but I wasn’t stoked. 

The fit is supportive but allows the foot to move naturally while retaining it through the Powerhug. Letting some of the shoe expand slightly under effort when you’re really cracking on. This is a good thing, as the shoe doesn’t limit you, but the plastic cradle can cause some damage if you’re not careful.  

Weight-wise, the shoes are fairly light (290g per shoe, size 42.5), but there are always some lighter ones. The main selling point here is the fit. Since touch points are among the most important factors in bike comfort, I’d say they’re super important. But that leads me to my next point: would you put a price on that? If so, how much? 

S-Works Price

Specialized S-Works Recon EVO comes in at $550. Oddly enough, that’s not the most expensive shoe in the Speicalized line up. The Remco is $700, and the S-Works Ares 2 is $600. That said, these are the race shoes, the top-of-the-line kit; those pieces are usually priced for performance.

But I feel like Specialized has another (expensive) winner on its hands. These shoes feel like they are already broken in when you put them on, and the wider fit is excellent. However, the jury is out on whether the material will stand up to the demands of cross-country and gravel. The Recon had some issues with the outer being supple and less cut-resistant than most would like. But only time will tell. 

Look for a long-term review after a full summer of racing and training.

Specialized.com

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Hollywood Racks has been around for years and is known for its range of relatively affordable hitch bike racks, including several made for use with RVs and electric bikes. Generally speaking, however, Hollywood hasn’t been one of the first brands that comes to mind when considering a rack for high-performance bicycles. 

Which is why it was noteworthy when the brand launched the CrossTrack in late 2024. This tray-style model uses dual wheel arms to hold bikes, making contact with the tires only. In fact, I believe the CrossTrack is the only rack in the Hollywood lineup that doesn’t make any contact with your bike frame — or even your rims. 

With the CrossTrack, Hollywood Racks finally made it on my radar, and I tested the original version when it came out. I was pleasantly surprised by its performance and felt it made the brand a viable option for performance-minded users who had previously avoided their frame-contact racks. Now, the updated CrossTrack addresses one of my main complaints about the original. A new tilt-release handle position opens the door for add-ons to expand capacity, while maintaining the same user-friendliness, stability, and versatile bike fit.

Hollywood Racks CrossTrack 2-Bike

Check Price at Hollywood Racks

Specifications

• MSRP: $750
• Number of Bikes: 2 (up to 3 with add-on)
• Receiver Sizes: 1.25" and 2"
• Rack Weight: 60 lbs.
• Per Bike Weight Capacity: 2": 66 lbs.
• Max. Wheelbase: 52" or 1,320 mm
• Max. Tire Width: 4"
• Wheel Size Compatibility: 20 to 29"
• Security: Locking hitch pin and keyed cable lock (wheel locks sold secparately)

Pros

• Hold bikes with no frame contact
• More affordable than similar options from other brands
• Compatible with 1-bike add-on and LED light kit
• Relatively sleek looks
• Versatile bike fit
• Relatively high weight limit

Cons

• Lacks some refinement compared to higher-end competitors
• Opening wheel arms requires 2 hands

Jeremy Benson

Hollywood Racks CrossTrack Details

The CrossTrack is a tray-style or platform hitch bike rack. The bikes rest on horizontal trays and are secured with opposing arms that sandwich the bike between the front and rear wheels. This style of rack has been around for years and was popularized by 1Up-USA and has since been employed by other brands, including Kuat, Saris, Rocky Mounts, and others. 

The wheel arms only make contact with the bike’s tires, so there is nothing to scuff your frame’s paint or even your rims. The arms use a release button that needs to be held down when opening, and they ratchet closed when securing a bike or folding them down all the way. 

Hollywood Racks states that the CrossTrack is compatible with 20” to 29” wheels and tires up to 4” wide.  A 5-position adjustable spindle on the wheel arms accounts for changes in wheel size. Moving the wheel size spindle requires tools, but it is a fairly quick and easy process. If you need to change wheel sizes frequently, Hollywood Racks sells a knob version for $15, which makes it a tool-free affair. It’s worth noting here that the wheel arm design is not compatible with bikes with fenders.

Each tray also includes a wheel chock that is intended to add stability to the front wheel. These can be shifted on the tray (with tools and a few minutes), with two pre-drilled positions.

The CrossTrack comes in 1-bike and 2-bike versions and in 1.25” and 2” receiver sizes. It has a per-bike weight limit of 66 pounds, which should work for the majority of bikes out there, including full-power eMTBs. The 1-bike rack retails for $400, and the 2-bike version sells for $750, which is very competitive for racks of this style.

The 2” version has an anti-wobble cam, which eliminates play and stabilizes the rack in the hitch receiver. It’s easy to tighten with a threaded handle at the end of the receiver arm. The 1.25” version does not include the anti-wobble cam. The CrossTrack is approved for use on Class B motorhomes.

CrossTrack Specs

• 1-bike or 2-bike versions
• Rack weight: 1-bike: 37.5 lbs., 2-bike: 60 lbs.
• Hitch sizes: 1.25” and 2”
• Per bike weight limit: 66 lbs.
• Fit tires up to 4” wide
• Works with wheel sizes 20” to 29”
• Max wheelbase: 52” (1,320mm)
• ”No wobble” hitch system (2” only)

Security

The CrossTrack comes with a locking hitch pin with a fairly beefy metal lock pod as well as an 8-foot-long cable lock that’s keyed alike. In the middle of the rack, a welded lock loop makes an easy spot to lock through, whether you’re using the included lock or an aftermarket option. Hollywood also sells sets of wheel locks ($40), which can be keyed alike if ordered with the rack. 

Other Accessories

Additional aftermarket accessories include a CrossTrack Loading ramp ($100) to roll heavy bikes into place on the trays. They also offer an LED light bar ($150) that functions as a brake light, turn signals, and emergency flashers. It connects directly to a 4-pin flat plug, but comes with an adapter to 7-pin round, too.

Add-Ons

When Hollywood updated the CrossTrack, they changed the tilt-release handle design and location, making it possible to add on to the rack. They now sell a 1-bike add-on kit that’s compatible with the 1-bike and 2-bike versions of the rack. The 1-bike add-on sells for $350. 

When used to add a 2nd bike tray to the 1-bike rack, the add-on has a weight limit of 66 pounds. When adding a 3rd tray to the 2-bike rack, the add-on’s weight limit goes down to 50 lbs — the 1st and 2nd positions stay at 66 pounds.

Assembly

The CrossTrack comes in a fairly large box that weighs around 70 pounds. Inside, the rack is in a total of five pieces: the main hitch assembly/support arm, and each of the trays in two pieces. You can scan a QR code to watch an assembly video, and it comes with detailed printed instructions and all of the tools you need to complete the assembly. I found it to be relatively easy, and it took me just over 30 minutes to put the CrossTrack together.

Assembling the rack is easiest wth the hitch assembly in your vehicle’s receiver. Then, you simply join the two halves of the trays with the junction brackets and bolt them on. The supplied tools work just fine, but I used my own socket wrench to expedite the process. The instructions are thorough, and I think most people should be able to put the rack together themselves with little difficulty.

Right out the gate, I noticed the support arm had a little side-to-side play at the main pivot. This wasn’t really an issue in use, but I still took a few minutes and tightened the large bolt at the pivot until the play was gone. Now it doesn’t wobble at all, and the pivot still moves smoothly.

I used the Cross Track in its 2-bike configuration for a few days, then installed the 1-bike add-on. This process took all of 15 minutes. All you need to do is remove the rack’s end cap, then bolt the rack extension in its place. After that, you join the halves of the add-on tray and bolt it onto the rack.

I also got the LED Light Bar accessory, which I installed just recently. Again, this was super easy. It required removing the rack’s end cap, then bolting the LED bar in its place. The hardest part was routing the cable from the light to the 4-pin plug on my truck. Thankfully, Hollywood provides several stick-on clips for routing, plus a strap to contain any excess cord. I appreciated the inclusion of a 4-pin to 7-pin round adapter, which was needed for my setup.

Installation

Like most hitch racks, the hardest part of installing the CrossTrack is picking it up and carrying it to your vehicle. It weighs 60 pounds in its 2-bike configuration, so it isn’t super heavy, but it can be a bit awkward to carry given its shape. I haven’t weighed it with the add-on installed, but I’m guessing it added ~15 pounds to the total.

Regardless, all you need to do is insert the receiver arm into the receiver until the pin holes line up. Then, insert the hitch pin, and lock the rack onto the receiver. Turn the threaded knob on the end of the receiver arm to tighten the anti-wobble cam, and give a few shakes to ensure that all the play has been removed from the system. 

Using the CrossTrack

The CrossTrack folds flat up against the rear of the vehicle when it’s not in use, and it has a fairly slim profile and generally tidy appearance. Pulling up on the tilt release handle allows it to pivot to three other positions: 45 degrees for access to the rear of the vehicle, flat for use, or tilted down for vehicle access with bikes loaded. This handle is easy to reach, making it a one-handed operation to raise and lower the rack when it’s empty. 

Opening the wheel arms requires the use of both hands, which is my biggest complaint about the CrossTrack. You need to press and hold the red release button with one hand and use the other to open the arm. I quickly learned that this can get a little awkward if balancing a bike in one hand, and adapted my loading approach accordingly. I just started opening the arms before even wheeling the bike(s) out of the garage, or leaning the bike on the truck instead of trying to pull off some balancing act.  

Comparatively, the piston-actuated arms on the Kuat Piston Pro X are very user-friendly, but that rack sells for over $1,500. Likewise, the latest racks from 1Up-USA have a one-hand-operable tab on the wheel arms that’s easy to use and helps you avoid awkward balance games. 1Up’s racks (with the one-handed tabs) are a bit more expensive than the CrossTrack, but they are also known for their legendary durability.

With the wheel arms open, lift the bike into place on the rack with the front wheel against the wheel chock. Push the front and rear wheel arms tight against the wheels, and you’re good to go. Racks like this can be a little prone to front wheel wobble, and the wheel chock reduces this significantly. 

The 66-pound per-bike weight limit is more than enough for my needs. I’ve been using it to transport a Levo 4 Alloy (54 pounds) and a Levo 4 Evo (52 pounds) at the same time, and that hasn’t been an issue at all. Even with that much weight, it has been super stable at all times, and the bikes have remained super secure. Likewise, it handles my 30-pound trail bike and 25-pound Mach 4 SL cross-country bikes with absolute ease.

Bike-on-bike conflict hasn’t really been an issue for me while carrying the same types of bikes all the time. With three mountain bikes loaded at once, I was able to easily mitigate any possible handlebar interference by slightly offsetting the outermost bike (see photo below) so the tire wasn’t resting on the wheel chock. If you were to run into any significant handlebar conflict, potentially a greater issue with drop bars, you can shift the position of the wheel chocks, although this requires the use of tools. 

With the add-on, I’ve appreciated having the option to carry a third bike when needed. It adds a bit of heft to the rack, so tilting up and down is a little bit more cumbersome, plus the release lever isn’t quite as convenient. Still, I haven’t found it to be problematic. The add-on is bolted on, so I’m inclined to leave it on all the time. That said, I think it would probably only take about 15 minutes to install and remove it once it’s assembled. 

The LED light bar seems to work quite well. It’s fairly bright and appears to be of decent quality. It also has a spring-loaded pivoting design, so you can shift its angle along with the orientation of the rack. All you have to do is pull a little handle, and you can rotate it 90 degrees so that it’s always facing straight back.

In terms of security, the metal lock pod on the hitch pin seems pretty solid. The included cable lock is long enough to fit through 3 bike frames and the welded lock loop. I think it’s a nice inclusion and great to have as a theft deterrent for low-risk situations, but it could easily be cut by even simple tools — like most cable locks.

The wheel locks aren’t infallible either, but they add another couple of layers of security if you lock up both wheels. Seems like a bolt cutter could make quick work of them, but they’ll definitely deter an opportunistic thief. Long story short, don’t leave your bikes unattended on any rack if you can help it.

Final Thoughts

The updated Hollywood Racks CrossTrack builds on the solid foundation of the original version, which, in my opinion, already elevated the brand into a new performance category. While it may not be the most refined example of this style of rack, it is reasonably priced, and it doesn’t have any compromises that would keep me from using it on a daily basis. 

My biggest complaint — needing two hands to open the wheel arms — is fairly minor and something that’s actually pretty easy to get used to. Otherwise, the CrossTrack carries any bike in my garage with ease, it’s stable and secure in transit, and it doesn’t look half bad, either. It’s also the least expensive rack of this type that I’m aware of. The 2-bike version is half the price of the Kuat Piston Pro X, and slightly less than the comparable 1Up-USA Heavy Duty, too. 

In my experience, the CrossTrack is an easy rack to live with and gets the job done while leaving little to complain about. Now, updated with add-on capability, you can build a 3-bike, no-frame-contact (or rim) rack for $1,100, which is very competitive. If you’re searching for a new bike rack, I think the CrossTrack is another solid option that’s worthy of consideration.

hollywoodracks.com

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Bluegrass, the MTB protection side of MET, unveils three new lightweight chest & back protectors, and one is my new all-around favorite. First, there are two new Arto protector baselayers – the 3/4 sleeve Arto Armour with chest, back, shoulder & elbow coverage; and the Arto Vest with simpler chest & back coverage. But the all-new mesh Venture Vest is the one that’s my new go-to for all-mountain, enduro, and even casual bikepark protection.

3 new Bluegrass chest and back protectors for trail riding to downhill racing

Each of the three new Bluegrass protectors looks like a solid option for mountain bikers seeking top-level chest & back protection, while maintaining a comfortable fit and unrestricted movement. All three feature flexible, viscoelastic (hardens when impacted) SAS-TEC protection inserts, with perforated face fabrics for adequate airflow and separate trefoil padding facing your body that allows for unrestricted movement. They all feature Level 2 Type B back protectors and Level 1 Type B chest protection.

Arto Armour & Arto Vest MTB chest and back protectors

The new Arto Armour & Vest are essentially refined versions of their baselayer protectors, offering two extents of protection depending on how hard you ride. Both are close-fitting, so wear them under a jersey. They each get an asymmetric off-center zip to make them easy to get on and off, an adjustable wrap-around chest strap with a quick-release buckle to keep the protectors in place as you pedal, and a small rear zip pocket outside of the protector for essentials storage.

The simpler 230€ Arto Vest is just a simple mesh vest, with chest & back protectors that can be removed for washing. Pick this for all-day pedaling rides – trail to enduro or eMTBing.

The more complex 300€ Arto Armour has the same body, chest & back protectors, but adds flexible protection at the shoulders and elbows in stretchy mesh 3/4-length sleeves. This one is better suited for long days in the bikepark, DH racing, or back-to-back shuttle runs.

Both are available now from MET/Bluegrass in 4 unisex sizes (S-XL).

Bluegrass Venture Vest chest and back protector with snack & hydration storage

This one is all-new, but also quite simple in concept. Much like the Art Vest, it’s just a combined chest and back protector in a sleeveless mesh vest. But Bluegrass designed this one to go over your jersey (or over or under a shell) and combines everyday ride storage, too. Essentially, Bluegrass saw how many riders were wearing separate back protectors and backpacks – or baselayer protectors and gravel/running hydration vests together. So they decided to combine the two into one.

The result is a well-vented, adjustable hydration vest with high-level certified protection inside, and lots of smart storage outside of the protectors so they won’t interfere when you crash.

The 250€ Bluegrass Venture Vest is available now in 3 sizes (S-L). It features elastic cord side adjustment that adapts well to many body shapes and sizes, or even to varying layers of clothing underneath.

There are two deep mesh chest pockets (like many hydration vests) with a single secure zippered chest pocket to keep a wallet or keys safe. Out back, there’s a bigger thin zipped mesh pocket at the base of the protector, and a big pass-through stuff pocket where you can push a jacket in, open to both sides. Lastly, there’s a loop to hang a max 1.5L hydration bladder (not included) inside the pouch that holds the back protector, and routing over either shoulder for your hydration hose.

Review: Bluegrass Venture Vest protection for every ride

I don’t want to shortchange the Arto protectors, because they seem pretty great for anyone looking to add all-day protection in a next-to-skin baselayer type solution. But, that’s generally not my vibe. I run hot, sweat tons, and prefer the ability to pop a back protector off – or at least loosen it for more airflow on the uphills. So, strapping on a vest sounded like a much better for me personally. And it turns out, I was right.

The Bluegrass Venture Vest is excellent. It is secure, comfortable, and offers adjustable levels of protection and hauling capacity that I can adapt for every ride. It’s essentially a lightweight hydration vest – like those Jeremy & I surveyed, mostly for gravel riding – but here, Bluegrass adds top-tier flexible chest & back protectors on top of the snack, hydration & spare clothes storage.

Did I mention that it’s my favorite back protector now?

Riding protected, with snacks & cool water

Of course, I like that it fits well, carries snacks, doesn’t move around while riding, and protects me for sure. But what really sold it for me was how it easily kept my hydration bladder secure on the outside of my back protector.

I pretty much had abandoned the Camelbak-style backpack about a decade ago, because I got fed up with a bunch of hot water sitting against my back, blocking any hope at airflow or evaporation, on a day I was already super hot and sweaty. And sucking down tepid water at the same elevated temperature as my overheated body simply wasn’t very refreshing.

But since the articulated Bluegrass SAS-TEC protector against my back allows for a bit of airflow, some heat can escape out the back & sides. And the protector itself acts as an insulator, so my body heat does not significantly heat up the water in the hydration bladder. So far, on warm spring and early summer rides, I can actually refresh myself by drinking cool water off my back. A proper game-changer for this hot & sweaty guy!

Low-profile over your jersey, and under or over a shell

It is still quite low-profile when you are just carrying the essentials, so I have no problem wearing it under a jacket or rain suit for super wet or muddy riding. But I can still pop it over a rain shell, too, thanks to the easy elastic cord adjustment.

When I pack 1.5L of water, all day’s worth of snacks, a mini electric inflator, and a rain/wind shell it does get a bit bulkier. But since it’s easy to adjust the fit, I just throw it over a jacket if the vest is super loaded down.

The only real downside is that the waterproof-style side zips are a little tough to manage. But frankly, that also means the zips don’t move unexpectedly, and are easy enough to operate with practice. Plus in the end, I only detach one to take the vest on & off, so it’s really a non-issue in practice.

Light, breathable, and adaptable – from trail to enduro

My size L Bluegrass Venture Vest weighs 855g with both protector inserts inside. But I’ve also seen that for really hot weather on less demanding trail riding, I can drop that down to just 640g by removing the 215g chest protector for extra ventilation without sacrificing back protection or vest stability.

Overall, the Venture Vest does a good job of not overheating me too much, while offering a lot of protection. And the fact that I can strap 1.5L of cool water on the back easily offsets the extra sweating that comes from wearing any back protector. I used to only wear any chest & back protection when I was heading to the bikepark, racing enduro, or when I planned to ride out gnarliest all-mountain trails.

But that last bit is pretty subjective. I had an unexpected crash last summer on a trail ride that wasn’t so extreme, but ended up breaking my helmet and give me a few scrapes. I wasn’t wearing any chest/back protection then. But when I ride those same rocky trails now, it’s a no-brainer to wear this Bluegrass Venture Vest, and get to carry more snacks and cool water, too.

BluegrassEagle.com

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During my yearly pilgrimage to the Sea Otter Classic, I was asked to take a detour before the bulk of the event to check out a new off-road bike from Specialized. I wondered what this new bike would be, certainly not an Epic… the Epic 8 just came out two years ago, and its kinda the bike for most racers. So I set my heart for a new Epic HT, and thought “this is what’s coming”, some magic gravel middle super hardtail…. Boy, was I wrong. 

Meet The New Specialized Epic 9 

I found myself face-to-face with an all-new Epic design, one that looked different from the Epic 8 but had the same calling cards. I wandered over to the bike, with no real information given just yet, and, as most riders do… lifted it up. Truthfully, I was kinda shocked and very excited to see what Specialized couldn’t wait another two years to launch. 

How did we get here? The Specialized Epic is a bike that is easy to spot and easy to understand. If you were a mountain biker from the 90s, frozen in time (ENCINO MAN style), and brought back to the current… you’d see the Epic 9 and say, “Well…that must be the top of the line Specialized full suspension race bike” – amongst other hilarious 90’s weezing the juice style one liners (hopefully).

The reason is that Specialized kept the Epic name (and trademark) synonymous with racing and performance. They never ventured off the path, bounced around new names, or deviated from the plan. So when the design team thinks they can improve it, they push out a new one as quickly as possible.  

The thing that works about the Epic being the same but fluid is that it’s always changing toward what XC/marathon riders are looking for. Nearly every iteration forecasts the trends and nails it. I can say that about nearly every Epic (Epic WC really wasn’t my jam, though). The S-Works Epic 9 follows all the lines laid before it, but makes some of its own. 

S-Works Epic 9 Recap 

If you missed the tech and news piece, you can check out all the details here – as I’m gonna mention the hits to get to the ride impressions faster. 

Specialized has taken the current Epic formula, shaved off a meaningful amount of weight, and made the suspension calmer and more active. They kept the handling modern without turning it into some confused downcountry detour, but also kept the platform open enough for a 130mm fork – allowing for a “make your own EVO design”.

Impressions: S-Works Epic 9 

My bike for the two days of mixed XC riding was the S-Works Epic 9. This is the same model the Specialized Factory Team will be racing all season, and the same one they helped to develop. It sits right at the sharp end of the new lineup, and unlike the even lighter LTD UL build, this one feels like the more complete expression of what the bike is meant to do.

The LTD UL is lighter (and slightly less expensive) but has less travel and no RockShox Flight Attendant. The S-Works Epic 9 has everything that you’d need to be the fastest: S-Works FACT 12m carbon frame, RockShox SID Ultimate Flight Attendant fork, RockShox SIDLuxe Ultimate Flight Attendant shock, SRAM XX SL Eagle Transmission, Quarq power meter, Super light Roval Control World Cup wheels, SRAM Motive Ultimate brakes, and a RockShox Reverb AXS dropper. The whole package weighs 21.29 lbs without pedals – bonkers. 

The S-Works Spec

If you’re looking for more in a spec, you don’t need it. That is, unless you’re looking for Shimano shifting or Fox suspension. The Epic 9 comes with all the top kit from SRAM on the mountain side. I love seeing the high-power Motive Ultimate brakes on a cross-country build, and I believe this will be the standard moving forward. 

As for wheels, you can’t find many (production-wise that I know) lighter than the Roval World Cup wheels (the 993g NOBL Ethos 180SL is one such example, though it’s not clear if that includes tape and valves like the 998g Roval World Cups). They are under 1000g, and you can beat the heck out of them. 

As for touch points, the S-Works Epic 9 arrives with the newly minted S-Works EVO Mirror saddle and some very new (launched with the Epic 9) Roval Control SL MTB bars. If you’re a fan of the older version of the Control SL bars, you’ll like this one more, I promise. 

New Bars – Who Dis

The new Roval Control SL integrated cockpit looks like Specialized took the old one-piece bar/stem and gave it a little less World Cup chiropractor energy. The big shift is the stem angle, which moves from a very aggressive -12° on the previous setup to a more livable -6° on the new Epic 9. 

The upsweep bumps from 1° to 2°, backsweep stays at 8°, and stock width remains 760mm, so the overall feel is plenty racy, just not quite as slammed and severe at the hands. The new bar keeps the sharp XC intent, but with a slightly more neutral wrist position. This creates a front end that will be easier to get along with for more riders over longer days. 

S-Works Epic 9 – Ride Impressions 

Sometimes, at press events and other rides, it’s hard to separate the location from the bike or gear you’re riding. For this launch, we were in Monterey, near the Sea Otter Classic XC course, and as an East Coaster, I was more than excited to get out of the cold. 

However, riding in new locations and unfamiliar terrain takes you out of your comfort zone. It lets you see what the gear can do, because you might not know exactly what’s coming, and that’s what happened to me on most of the riding. 

My Bike

First, throwing a leg over the Epic 9 (after getting my fit numbers in) felt like I was riding my own bike after a tune-up. A very comfortable feeling – one that I’m used to. As I mentioned, I know the Epic well, and this feels like the Epic 8 from the saddle. Once the ride kicked off, I needed that familiarity, as Matt Beers was a ride guest and everyone wanted to see just how fast he was. After a long morning flight, I was biting the stem to keep my spot. 

I quickly learned that the new Epic 9 is an all-out race machine, but allows the rider to roll with the punches (and I felt like I took a few). The very first thing I noticed was the weight. It’s not all the wheels, but they play a central part in the equation. Paired with the stiff lockout of the Flight Attendant and the one-piece bar, the 998g wheels sing uphill. 

Then you notice that extra bit of confidence in the way the bike’s geometry and vibe. It’s hard to describe; it’s like a good cup of coffee. You feel like, “yeah, I’ll gap that” and put a bit more intention into the trail features. This sensation is a mix of the slightly tweaked geometry and suspension feel. The updated suspension design is a huge part of what makes the Epic 9 a threat in the tech. 

Welcome to the Magic Middle

The Specialized design team says this new Epic has 11% less stiction than the Epic 8 suspension. You can feel it in the slightest bits. The suspension is active but buttery-smooth, so you really don’t notice it. It adds to the climbing, the traction, and more importantly, the way the bike feels on most of the riding you’ll encounter. 

Oh @#$! Mode

As for the fully open mode, it comes on when you least expect it, and when you need it. I never bottomed out the travel, but the sensation on the trail makes you feel like you might. When ripping down hill over the roots and rocks of the Santa Cruz trail systems, it was point and shoot. On the gnarlier bits you crawl, the suspension is active, constantly adapting with Flight Attendant input. 

I noticed the fully open mode, especially when I brake-checked some unfamiliar features. These were drops and gaps that were new to me. I didn’t bail, but I could have had more speed if you know what I mean, and the lines I took would make most cringe. But the Epic 9 ate it up; it enabled me to pull myself out of a tailspin without pogoing me off the front end or making me feel like I was jumping on a blown-out mattress. I was greeted with positive suspension feedback and, to my surprise, no bottom-out knock. 

As for the fully locked mode, there’s not much to say. It’s there when you need it, like at the start of a race, hitting the pavement on climbs, long open sections, and a sprint for the line. The one thing I noticed is that the combo of the bar/stem, lightweight wheels, and lighter overall package puts an exclamation point on the lockout’s efficiency. 

There are more ride notes to take, and we hope to include more than “it’s faster” in the full review. In every way except one, the new Epic 9 feels like an excellent successor to the short-lived Epic 8 series. That one glaring detail is the price. 

The $15,250 Elephant in the Room 

If there’s one thing that can change the tune of a great product, it’s the price. Now, that doesn’t mean the product isn’t worth the asking price; it’s that the pricing itself might be out of control. In this instance, $15,250 for a cross-country race bike feels like it’s too much. Just like the $25,000 Factor Bugatti and the new Colnago C72 – especially with how much we have going on in the world currently. But again, this is the race bike, the halo build, the factory team spec. 

The Pricing Trend

But looking at the trend in Epic pricing from the past five years, the trend is pretty clear: Specialized’s top-end XC race bike has gotten a whole lot pricier, and they set the standard. 

The 2021 S-Works Epic landed at $12,000 (this was a big pill to swallow at the time), the 2024 S-Works Epic 8 jumped to $14,500, and the new 2026 S-Works Epic 9 now sits at $15,250. 

• 2022 S-Works Epic — $12,000.
• 2024 S-Works Epic 8 — $14,499.99.
• 2026 S-Works Epic 9 — $15,249.99.

The big picture doesn’t need much help: in just a few seasons, the halo Epic has gone from “painfully expensive” to “yeah… that is a used-car conversation,” with the new Epic 9 now about $3,250 higher than the 2022 S-Works Epic, or roughly a 27% jump. 

I understand that the Roval World Cup wheels are $3,000 compared to the previous SL model’s $2,000, but it’s still hard. The same goes for the inclusion of Rock Shox Flight Attendant suspension, I know, that’s another added layer of cost. 

The lower-spec models are not much of a price break; the Epic 9 Pro lands at $12,000, and the Epic 9 Expert at $7,500 (no Flight Attendant). 

For Who Then?

I guess the larger discussion is, are we still willing to pay for bikes this expensive? For the “XC racer at all costs” crowd and the Triple A Jr Squads with team buses, yeah, I’m sure they have them with a few to spare in the trailer. But for the working racer, this lineup is hard to navigate and justify. The prices are too much for anything else in the race budget. 

But Specialized knows this bike has a buyer, and eliminating the Evo and World Cup versions will undoubtedly push them towards one of these models. 

More to come in a long-term review.

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