When I rolled into Nové Město na Moravě last week ahead of the XC World Cup, I expected to see several mountain bike pros racing, or at least training on, prototype 32″ cross-country bikes.

What I didn’t expect was that the only 32″ wheels I would spot over the weekend would be on a gravel bike and a trail bike (besides the mullet trail bike I brought to play with… more on that soon.)

And it was DT Swiss – who just a couple of months ago assured us that they were taking 32″ things slowly – that would be behind both of extra-big-wheeled gravel and trail setups…

32″ DT Swiss XR 1700 Spline aluminum cross-country wheels

First up, a set of pre-production aluminum cross-country wheels on a gravel bike, but this time with an actual product name. We’ve seen a lot of smaller wheel makers debut 32″ wheels and 32″ prototypes. And even some DT prototypes that were just marked as ‘DT Swiss’ on the rims. But never a model name.

So marking these as XR 1700 Spline wheels is a pretty big milestone for one of the biggest wheel makers out there, and a behemoth in the OEM wheel market.

Interestingly, XR classifies these as a mid-tier wheelset for DT Swiss, and their highest spec level with an aluminum rim. (X 1900 would be their entry-level alloy, and from XRC 1700 and up they’re all on carbon rims.)

Caveat emptor

*Editor’s note: Now, you may be asking yourself if your eyes are going blurry from staring at your screen too long, because you can’t definitely read the model name on these prototype wheels anymore? Don’t worry, you are not going blind from too much Bikerumor browsing, today. Yes, the logos did get blurrier.

Because unofficially, DT has since confirmed that the naming of these wheels may not be accurate. Even though these labels align with DT’s product naming strategy, these are prototype wheels, very much still in development. It seems they were probably sent with labels to Superior, both to test their bike and to mock-up what Superior’s gravel prototype would look like when it goes into production in 2027. We’ve been assured that the wheel naming and precise specification are still subject to change before 32″ DT wheels eventually make it to market. Maybe there will be an XR 1700 Spline wheelset like this in the future, maybe not.

A closer look at the production-labeled aluminum rim, and we get quite a bit more useful information.

The 686 bead seat diameter confirms that these XR 1700 wheels are 32″ – as it we couldn’t tell how giant they were. They are 28mm internal. And the feature Tubeless Crotchet rim bead, aka, hooked and tubeless-ready – like all DT alloy rims.

Take a look at the hubs and we see that they are built up with 350-series straight-pull centerlock disc brake hubs. Plus, there’s a small text note next to the XR 1700 marking on the rim, confirming the obvious that these 32″ wheels are named ‘XR 1700 Spline’.

32″ XC wheels, but on a gravel bike

So, production-level 32″ DT Swiss XR 1700 Spline cross-country mountain bike wheels on a… gravel bike.

I guess that supports the Boost MTB standard idea for all 32″ bikes at the moment – excluding Dirty Sixer’s adamant insistence that bigger, heavier riders will need something significantly stronger than current Boost hubs.

The gravel bike fitted with these new wheels is a prototype 32″ Superior XR GR, a model the Czech bike maker say they expect to make available to consumers from the start of 2027. We’ve only really covered their latest carbon XR GR. But the entry-level of that gravel bike already includes an aluminum-framed version that looks pretty much just like this bike with conventional 700c wheels.

All-new prototype DT Swiss 32″ XC/Trail suspension fork

Then, across the race venue, we spied what looks like a mid-travel prototype DT Swiss fork on one of the CNC’d I-Train 32 trail bikes that Actofive built for DT as test mules at the end of last year. The prototype fork looks to include features adapted from both of DT’s current top-tier ONE-level forks – in an all-new fork design with slimmer dropouts than we’ve seen on a production DT fork in years.

What’s new in the fork department?

There’s the more angular but smooth fork brace and some reinforcing edges extending down the front of the legs of the casting, akin to the F535 One.

But the reinforcing ridges in the crown shaping are thinner. And there appears to already be some weight-saving, machined-out sections on the lowers, like seen on the F232 One fork.

Clearly, though, it’s all-new. DT likely could have developed a prototype for testing that shared the same crown of those existing forks. But this appears to be a ground-up redesign. Although it does appear that this might have borrowed the same ‘In Control’ 3-position lockout and external compression damping knob from the F535, hinting that it could share the same or similar PlusPort damper inside the right leg.

Behind the back of the arch, it’s more of a mystery.

There are the traditional carved out stiffening webs in the cast arch, with a single set of threads, presumably for a bolt-on fender that wasn’t installed. There are also 2-bolt brackets on the upper inside of the legs. These could easily be used to mount the fender as well. But the design looks more complex, perhaps hiding some other functionality like bleed ports for the lowers?

DT’s main fork seals also always look strangely low profile, pressed deep into the lowers, with no visible retention spring. These look even lower profile than most of their wipers, but that’s nothing entirely new for them.

So, what do we know?

As for any real concrete details, DT Swiss wasn’t sharing anything at the moment, other than the fact that this is very much “still a prototype fork in development”.

What we can probably sus out from seeing it in person, though – it looks like it probably features 34mm or 35mm stanchions. And based on how high it sits, this looks like120-130mm of fork travel. That fits with the frame itself, which features 120mm of adjustable rear wheel travel. Actofive did design the I-Train 32 for 120-140mm travel forks, and describes it not as an XC bike, but as a Trail bike due to the enhanced rollover capabilities that come with the larger diameter wheels and their larger tire air volume.

Now we just have to be patient as 32″ development soldiers on, and most likely these core components will be available later in the year.

DTSwiss.com

The post Spotted: 32″ DT Swiss Suspension Fork & Wheels At Nove Mesto World Cup, But… appeared first on Bikerumor.

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.

To answer a reader’s question on the CFR XC prototype aero Reserve gravel wheels story… Yes, that is a new prototype inverted Cannondale Lefty fork, that we’re going to call the Lefty Nueve. Details are officially non-existent at this point. But the Cannondale Factory team clearly has a new suspension fork at their disposal. And everyone is racing on it, suggesting this isn’t just some one-off R&D prototype.

So what makes it better than the Lefty Ocho?

Cannondale’s prototype Lefty Nueve one-legged XC fork

The 8th-generation Lefty Ocho has been around for a long time – officially since 2018, so we’re not too surprised that it was bound for an update. And based on Cannondale’s previous Spanish naming scheme, we’re going to dub this one Lefty Nueve because I simply like how that sounds.

The Lefty has always been divisive, but love it or hate it from a design (or servicing) perspective, this one-legged fork has delivered top-tier lightweight cross-country performance for decades. Just look at the Ocho. What other XC suspension fork has been raced at the World Cup level for 8 years, effectively unchanged?

But it was time for an update. And it looks like Cannondale design engineers have found some tweaks.

What’s new?

Overall, Cannondale’s prototype Lefty Nueve looks a lot like the inverted Ocho fork. But there are plenty of subtle differences that hint at improvements.

First up, they’ve slimmed down the new upper. It is noticeably thinner just above the bulge for the lower bushing & seal. And then it features a smoother tapered transition up to its widest point at the top of the fork leg.

There, it also transitions more smoothly through its one-sided crown up to the headtube. Before, there was about a ~2cm thick step where the steerer heads up into the frame, whereas now the crown looks to be as thin as ~5mm on the right side under the headset. There is also a new hole under the steerer tube. Maybe that could allow a high fender mount, or a light thru-bolt to tension the headset?

New Chamber Damper controls

The top of the leg also reveals some damper control updates. A new simplified top cap still allows for a cable-actuated remote lockout – which the CFR team used to combine with some variation of a 2- or 3-cable Fox Twin Stick lockout that also operated a dropper post. But now it looks like several racers have opted for different setups to control fork & shock lockout, and CFR’s mechanical Fox Transfer dropper posts.

What has really changed here, though, is that compression damping adjustment is no longer tool-free on top of the fork. Now, there’s a new rubber cover on the front of the fork leg, suggesting internal damping adjustment. Maybe you’ll get both HSC & LSC controls?

More open stanchion guard & new StopLock brake mount

Then, the upper brake line guide is slightly tweaked, with a continuous tube for the race team down to the brake line guide on the updated orange lower stanchion guard – with a bigger window that the team straps its race transponder to. The new guard also appears to now be mounted only to the front & inside of the fork, not the outside of the fork leg.

Cannondale also redesigned the Lefty’s StopLock brake mount with a new quick-release. Although it’s hard to know for sure what all has changed or why at this point. We can see they moved the mounting point for the adjustable brake caliper adapter, a bit back from the dropout, while the arm supporting the caliper moves up and closer to the stanchion. The redesign may make it easier to mount different rotor sizes, or it might just simplify disconnecting the caliper to remove the front wheel.

Besides all that, the lower red rebound knob on the Cannondale team’s Lefty prototypes is also a new smoother round shape vs. the existing ridged knob. That doesn’t necessarily confirm any change, but maybe suggests more fine adjustment or greater rebound damping control?

Coming soon?

Does this Cannondale Lefty prototype suggest a new Lefty Nueve XC fork is just around the corner? Cannondale Factory Racing seem to have settled in on the new fork. And these forks look like production finishes, not working development prototypes. We wouldn’t be surprised to see a new Lefty Nueve very soon.

Cannondale.com

The post Yes, That’s A New Lefty Nueve. Cannondale Factory Racing is Racing Prototype MTB Fork. appeared first on Bikerumor.

Hidden in the fog of Sea Otter product launches was the key integration of the Hammerhead Karoo cycling computer and RockShox’s Flight Attendant automated suspension control system. In retrospect, it feels like this is a feature that I would have assumed was probably already there. But trying it out for the first time last week, it legitimately changed how much I appreciated Flight Attendant, literally opening my eyes to what was really happening as I rode.

Hammerhead Karoo + RockShox Flight Attendant integration

Since we first rode it, the Hammerhead Karoo has delivered great usability, a nice screen, and solid integration. Its latest third generation, after it was bought by SRAM several years back, stepped it up with great AXS connectivity too – like button customization and live battery status. Now connected to RockShox Flight Attendant suspension controls, the integration is next-level. All you need to do is an over-the-air firmware update to connect your mountain bike’s suspension.

But this is more than just showing suspension positions on your cycling computer, the new integration makes it easier than ever to change Flight Attendant settings, and to dial-in automated suspension performance to how you want your bike to ride!

“Take full control of your RockShox Flight Attendant suspension system and experience a level of integration unlike anything else – only Karoo can do this!

Riders can seamlessly control, visualize, and customize all their essential Flight Attendant data directly on Karoo. They can add Flight Attendant data fields to any profile, adjust compression settings through the Control Center, switch the suspension’s LEDs to dark mode, review detailed suspension performance on the Hammerhead Dashboard after each ride, and much more.”

New Flight Attendant data fields:

• Fork Position (Numeric/Visual Data fields)
• Rear Shock Position (Numeric/Visual Data fields)
• Fork and Rear Shock Position Count
• Flight Attendant Mode
• Flight Attendant Battery (Visual/Numeric Data Field options)
• Flight Attendant Effort Zone (Numeric/Color Data field options)
• Flight Attendant Bias
• Fork Low Speed Compression (LSC)
• Rear Shock Low Speed Compression (LSC)

Flight Attendant controls, accessible directly on the Hammerhead Karoo:

• new Dark Mode: switch off Flight Attendant LEDs to dark mode with the tap of a button
• new Bias: change the Bias of your Flight Attendant system to lock out earlier or later
• new Fork and Rear Shock LSC: change the Low-Speed Compression of your fork and/or rear shock
• Auto Mode: change which modes each fork and shock will cycle through
• Adaptive Ride Dynamics: adjust how the Flight Attendant system reacts to your power input
• Override Mode: configure a manual lockout override setting

Review: Why Flight Attendant is better when connected to Hammerhead!

First off, anyone who has hopped onto a bike with Flight Attendant can attest, those LEDs on top of the right fork leg like to go crazy. They flash to show you everything is working, but also to show when something is awry. But you need a pretty complex chart to decipher what all the different flashes and colors actually mean. Sure, once you study it a bit, there is logic to it all. And you’ll probably remember what they mean.

But frankly, a lot of the time I have ridden bikes with Flight Attendant, those LEDs are hidden behind the bar as I ride. Having to crane my neck to see what the automated suspension was doing seemed odd. And also, the occasional flashes as my line of sight changed, meant the flashes out of the corner of my eye were a little distracting – which can now be turned off in a new dark mode!

Now with Hammerhead integration, all the Flight Attendant information that I want to see is readily visible.

Plus, it is all customizable. This is my first setting – just 1.8km into the ride, and I’ve already changed the view to swap FA mode & heartrate for easier visibility while training.

Live updated as I rode, this integration showed me what I only really heard before as a series of electronic actuators popping on and off. Yes, Flight Attendant was really doing something no thumb-actuated remote could ever do – keeping both front & rear suspension on my bike always in the optimal mode – actually hundreds of times per hour. And after the fact, I could see exactly what it was doing. (You can display live position counts too, but I preferred to keep it simple on the bike.)

After you upload your ride, the Hammerhead app lets you nerd out on the data collected.

These two screengrabs show two similar rides (<25km, 90-100min, 700-725m of climbing) with two different setups, including some of the same sections of trails. On the left was a more XC-leaning stiffer setup with both fork and rear shock free to move through all 3 modes for maximum efficiency. On the right, a softer more Trail-like setup let Flight Attendant determine the 3 rear shock modes, but I limited fork control to just Open or Pedal for a more cushy ride. (I quickly changed Flight Attendant modes on the Karoo in under a minute.)

Both setups saw Flight Attendant change suspension modes automatically more than 3x per minute for the shock, and 1.5-3.7x per minute for the fork, depending on the control I gave it. And both help illustrate how often Flight Attendant would have the fork & shock in different modes depending on how I was riding, something virtually impossible to achieve with any mechanical remotes.

Ultimately, what Karoo + Flight Attendant integration did for me was to show me how well automated suspension controls could actually function. But also, it gave me a sense of control over a system that I frankly wasn’t very interested in a couple of weeks ago.

By putting control of RockShox’s Flight Attendant suspension automation at my fingertips, now I realize how easy it can be to tweak the way it rides. First, that was letting me tell it to exclude fork lockouts when I wanted a more plush trail riding feel. But I also used the Bias Adjustment so I can shift how Flight Attendant decides to open and close my suspension, to get a more active ride that delays a bit how quickly Flight Attendant thinks it should lock everything out.

Instead of everything happening inside a black box, with only some flashing LEDs to hint at what’s happening, now Hammerhead Karoo + RockShox Flight Attendant integration lets me visualize how automated suspension control can actually boost performance and efficiency. Unlike wireless electronic shifting and dropper remotes that don’t actually add any new operation, Flight Attendant delivers a new suspension function that simply couldn’t be done with mechanical remotes. As a geeky retro-grouch at heart, it’s crazy that these two systems talking together is all it took to show me the virtues of automated system control.

SRAM.com/Flight-Attendant & Hammerhead.io

The post Hammerhead + Flight Attendant = A Boosted Automatic Suspension Experience: First Rides appeared first on Bikerumor.

When great people get together, they do great things. That’s what’s happening at Shredline. The new company is a supergroup of folks from the mountain-bike (and broader cycling) world who are hell-bent on making something awesome. Oh, and they have a pretty convincing bike to help convey the new company. Let us introduce you to Shredline Bicycle Co. 

The Shredline brand is the long-simmering return of David Meredith’s old One Ghost Industries vision. The new brand comes with a fresh team and a revived suspension concept. Plus, a very clear sense that the bike world could use a few more weirdos making cool stuff in garages again, and we agree. 

What is Shredline?

At its core, Shredline is the next chapter of a story that never really got its ending.

Long before Shredline, there was One Ghost Industries, Meredith’s boutique bike brand that ran from 2006 to 2014. The brand quietly built a loyal following around its distinctive design and an original floating-suspension concept.

When the recession finally caught up with the business, One Ghost got shelved, but not forgotten. Meredith kept sketching, revising kinematics, and kicking around ideas for what the brand could have become if it had another shot.

That shot is now called Shredline.

The new company brings Meredith together with Mo Ory, Kenni DeNile, and Ryan Burney. The crew has backgrounds spanning wheels, BMX, industrial design, motorsport engineering, marketing, and music. It’s a wild crew, and that mix shows up everywhere in the style. Shredline isn’t trying to come off as slick or corporate. It’s trying to feel human, obsessive, and a little bit dangerous in the way only a small bike brand can.

We met up with the crew at the Sea Otter Classic, and they were decked out in the finest kit to match their newest offering to the world. Launching Shredline as a vibe and concept. 

Old Ghost Evolved

The brand’s mechanical center is Ghost Link. Now, a revised version of Meredith’s old MotoGP floating-suspension layout from the One Ghost days.

The Ghost Link is a short-link floating four-bar that uses the floating rear shock as the fourth bar. The system is designed to deliver a smooth, progressive leverage curve while keeping the suspension active under braking. This design reduces system stiction. It spreads impact forces more evenly through the frame rather than hammering on a single obvious point.

The riding version is simpler: Ghost Link is supposed to keep the bike planted, supportive, and calm when things get rough, while cutting down some of the usual ugly stuff that can creep into high-pivot-ish, long-travel layouts.

According to the company’s kinematic notes, the Eden platform has a progressive leverage rate of 21 to 26 percent. The anti-squat rises through the travel to keep the bike from wallowing under power, and the anti-rise drops through the stroke to help keep the rear end active under braking. The really interesting number, though, is pedal kickback, no special hubset or wheel needed.

Shredline says the idler-equipped layout reduces kickback from around 25 degrees in the original non-idler version to roughly 3-5 degrees at full bottom-out, depending on travel configuration.

One platform | Multiple Travel Options

The other notable part of the Ghost Link story is adjustability.

Shredline says the Eden platform is designed to support multiple travel configurations while keeping the same basic suspension character intact. In the 250mm eye-to-eye shock setup, rear travel ranges from 182mm to 199mm. In the 230mm eye-to-eye setup, using a 20mm yoke, travel ranges from 158mm to 176mm.

That means Shredline is not just chasing one frame, one travel number, one fixed personality. The idea is that riders can tune the platform for different builds and intentions without sacrificing the core ride feel each time they adjust the travel target.

Garage Bonded – USA assembled – Proudly Small

Shredline is also leaning hard into how the bikes will be made. This is not another “designed in one place, inspired by another, assembled somewhere else entirely” story.

The plan is for full-suspension frames to use CNC-machined lugs from Minnesota and carbon tubes from Eastern Europe. Finally, everything is hand-bonded in garages in Vermont, Austin, and Tacoma. That is either wonderfully romantic, slightly insane, or probably both.

This is a small brand on purpose. No giant production flex. No fake-scale startup energy. Just a group of people building bikes the way they want to build them, using the tools and resources they have now. They are aiming toward a future that includes more in-house production and a stronger sustainability loop.

Shredline says that the long-term goal is full-circle responsibility, building products only after asking whether the world actually needs them. 

More Than Just Bikes

There’s a strong thread of music running through everything here. This crew clearly sees bikes and music as part of the same language, rhythm, movement, energy, and culture. That whole side of the brand feels more lived-in than marketed, which is probably why it works.

Then there’s the dog side of it. Shredline says every bike or product will be named after one of the crew’s dogs. The company’s nonprofit arm, the Ghost Dog Foundation, is being established to support injured trail and working dogs and partner with rescues. To help dogs in need. A percentage of each sale is supposed to go toward that work.

It’s personal, a little off-center, and exactly the kind of detail that keeps a small brand from feeling generic.

So what’s actually launching? For now, Shredline is launching the brand, the philosophy, and the platform, more than a full showroom floor of bikes.

The company says four models are already in development, all built around the revived Ghost Link system. Each is designed to work with modern geometry, big wheels, adjustable travel, Pinion gearboxes, and e-bike motors. The Eden platform is the clearest early look at the brand’s full-suspension direction and looks great.

The post Meet Shredline Bicycle Co. Rising From One Ghosts Ashes appeared first on Bikerumor.

Just yesterday, we reported on the unveiling of Fox’s 32” fork prototype. Well, it appears that SR Suntour is past the prototype stage with its 32” Raidon 34 fork. I dropped into the SR Suntour booth earlier today, and they were happy to show me the new fork, which, they say, is slated to retail for just $350. 

SR Suntour had the new Raidon 34 installed on a Quarry 32” hardtail frame. The biggest story here, however, is that this fork is in production and will soon be ready for anyone who is interested in building up a 32” wheeled bike. It has 34mm stanchions, 120mm of travel, and it uses the brand’s 2CR damper with an adjustable compression dial. 

The Raidon line is SR Suntour’s budget-friendly line of suspension forks, and that’s definitely reflected in the $350 pricepoint. The folks in the booth said they started lower in their fork range to get the molds finished and get the fork’s performance figured out. Now, they say it’ll be easy to move up or down the range to bring it to higher and lower price and performance tiers.  

Regardless, it should be a low-cost way to experiment with 32” wheels if you’re interested in the new wheel size.

The post SR Suntour Joins the 32” Chat with the Affordable 32” Raidon 34 Fork appeared first on Bikerumor.

We spotted it at Sea Otter last year. Cane Creek had a few inverted forks, but one stood out from the rest. Clearly upside-down, clearly long-travel, and clearly different from the brand’s mountain bike fork options.

In fact, longer travel options were fairly limited in Cane Creek’s lineup. Really, for mountain bikes, there was only the Helm, which extended up to 160mm. This left quite a bit to be desired for enduro racers, bike park riders, and eMTB enthusiasts looking for more squish.

Well, it is Sea Otter time again, and, fortunately, Cane Creek has officially bridged that gap with its new Invert Enduro fork. Taking inspiration from the moto world, the little suspension manufacturer created a fork that is stiffer, longer, and significantly less expensive than similar forks from the suspension giants.

Cane Creek Invert Enduro

Okay, so let’s first take a big picture look at what Cane Creek has created. As the name implies, it is an inverted fork. And, as the second part of the name implies, it is a long-travel bike, geared more toward enduro riding.

The Invert Enduro features 38mm stanchions and 160-180mm of travel. While a comparison to the Fox Podium was not the intention of this article, that is obviously the most similar fork. And, for comparison’s sake, the Invert Enduro has 10mm more travel.

Cane Creek also offers the option of a standard 15mm axle or the larger DH 20mm axle. The Podium is only offered with a 20mm axle, meaning many will need to get a larger hub on their front wheel. Fox used the larger front axle to achieve the stiffness they are looking for in the Podium.

Despite the option to use a 15mm axle, Cane Creek claims a stiffer ride than the Podium. With a 15mm axle, the Invert Enduro is 17% tortionally stiffer than the Podium, and 40% more with the 20mm axle. The extra stiffness is achieved with their SquareLoc axle, which is, well, squared off where the axle meets the dropouts. The axle is keyed into the dropouts and secured with four pinch bolts.

Cane Creek also says that SquareLoc lets riders tune the amount of flex they want in the Invert Enduro. For example, with the extra weight of an e-bike, some might choose to make the fork as stiff as possible. On a trail or enduro bike, a little flex is perhaps okay. 

Oh, yeah, with 45mm upper tubes and 38mm stanchions, the Invert Enduro is e-bike approved. Full power, full torque.

Lastly, looking at the big picture, Cane Creek’s Invert Enduro is significantly less expensive than the competition. In a chat I had with Will Hart, the Product Marketing Manager at Cane Creek, he told me that when they began developing the Invert Enduro, they were unaware of the Podium. The fork they wanted to contend with was the Fox 38. 

A Fox 38 Factory retails for nearly $1,400. The Invert Enduro is $1,600, about 30% less than the $2,100+ Fox Podium.

Inside the Invert Enduro

One of the ways Cane Creek was able to keep costs down was by carrying over the damper. They use the same damper in the Invert Enduro that has lived in the Helm MKII for the last several years. This is a closed-cartridge monotube damper with a bladder. It features HSC, LSC, and rebound with enough damping range to meet the demands of the new fork.

Perhaps best of all is its reliability. Cane Creek claims a warranty rate of less than 1% for this damper.

Moving to the air side, Cane Creek is making things a touch easier and, they think, better. Helm forks currently require manual positive and negative equalization. For the Invert Enduro, they’ve moved to a charge-port air spring, which self-equalizes. Moving to this design makes setup easier, but, more importantly, guarantees a more sensitive spring. 

It also meant moving away from the Helm’s travel adjustment. However, Cane Creek wanted to focus on the most supple and smooth experience possible. You can still change the travel of the Invert Enduro. However, it will be more like the process of other forks, where purchasing a longer/shorter air spring is necessary.

Cane Creek will still use their onboard volume adjustment system with the new Invert Enduro. This allows you to tune progression without opening the fork and adding volume spacers.

And they have a fork tuner app to help you get everything dialed in.

Invert Enduro Quick Details

• 160, 170, 180mm of travel
• 2,770g (to be fair, a touch heavier than the Podium)
• 44mm offset
• 15mm SquareLoc axle (adapter included). 20mm axle sold separately
• 200mm rotor mount
• HSC, LSC, LSR
• Air pressure & volume bleed screws 
• Cartridge-style air spring w/ self-equalizing charge port
• Fork Tuner app
• Price: $1,599.99

canecreek.com

The post Cane Creek Invert Enduro Suspension Fork Gets Official, and it’s Competitively Priced appeared first on Bikerumor.

Released for the longer travel ZEB forks earlier this year, the Fast Suspension DC3 compression damping insert is now also available for the Rockshox Lyrik (140-170mm) and Pike (120-140mm) forks, both using 35mm stanchions.

While Rockshox’s latest updates add some interesting features to improve smoothness, particularly on the air spring side, Fast Suspension still thinks they can do better. on the compression damping side of things (and yes, these inserts should work on the newest models with the Charger 3.2 dampers).

How? By adding a third compression damping circuit, among other things.

By now, we’ve all heard about High and Low speed compression damping. The DC3 adds Mid-speed compression, as well as their own take on high- and low-speed circuits. Rather than reword it all, here’s how Fast Suspension explains it:

• Low-speed compression manages the overall balance of the bike in normal riding conditions, preventing excessive diving under braking or when maneuvering the bike at slower speed.
• Mid-speed compression acts to control forces induced by more aggressive weight transfers, such as when cornering in berms or picking your way through a rock garden – it acts almost as a gas pedal for your bike, allowing it to generate speed as opposed to bogging down in rougher terrain.
• High-speed compression damping adds control to the harshest and most violent events, such as landing big drops or hitting square edges at speed. High-speed compression prevents harsh bottom-outs and keeps the last part of your suspension’s travel available for when it’s really needed.

They’re also made to order, custom tuned for each rider based on your preferences, riding style, weight, etc. This internal tuning sets the high- and mid-speed compression damping characteristics. But, it comes with fork oil and a valving kit if you want to fine tune those settings yourself (and you’re confident that you know what you’re doing).

There’s an external low-speed compression adjustment knob that gives you 35 (thirty five!!!) clicks of adjustment. The circuit simply drops in to replace the stock compression damping circuit, no special adapters or tools needed. It’s fully sealed with its own IFP, so it should be a pretty simple upgrade.

It’s available now for the following Rockshox models:

• ZEB SELECT A1, ZEB SELECT A2, ZEB R A1
• PIKE SELECT B3-B4 2020-2022 / PIKE SELECT C1 2023 and +
• LYRIK SELECT C2-C3 2020-2022 / LYRIK SELECT D1 2023 and +

MSRP is €279 including VAT.

Fast-Suspension.com

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Wrapping up a host of spring updates across its suspension lineup, Fox announces that the Float X2 is now available with Live Valve Neo. This is the latest version of Fox’s automatic damping adjustment technology, which has been available on the Float X and DHX since 2024. Now, Fox is bringing the same tech to the Float X2 to give gravity riders the advantages of electronic, nearly instantaneous compression damping adjustments. 

If you aren’t familiar with Live Valve Neo, we covered it in detail when it launched a while back. That article covers the ins and outs of the system and how it works, so be sure to check that out for a deeper dive. The big news here is that the tech has made its way to Fox’s gravity lineup, and it’s now available on the latest version of the Float X2, which was updated just last year. 

According to Fox, the Live Valve Neo system “reads terrain and rider inputs 400 times per second, automatically opening or firming the shock’s compression circuit in a little as 1/70th of a second.” This ensures that the shock is always optimized for the situation, firming up for efficiency, or opening up for plushness and traction. 

Fox believes that adding the Live Valve Neo system to the Float X2 will make the “definitive gravity shock” even faster and elevate its performance for enduro and downhill racing. The stated benefits are increased traction, reduced rider fatigue, and greater confidence at speed. 

Like the standard Float X2, the Live Valve version has Low-Speed Compression (11 clicks) and High- and Low-Speed Rebound adjustments. Additionally, the “Firm” mode has 7-clicks of adjustment, so riders can fine-tune it to their preferences. Beyond that, the Fox Bike App offers preset tunes and customization options to further adapt and optimize Live Valve Neo to your riding style.

Specs and Features

• Trunnion and standard eyelet options
• Wide range of sizes
• Claimed weight: 750g (210x55mm)
• 3-way adjustable — high and low-speed rebound, low-speed compression
• Tool-free rebound and compression adjustments
• 7-click Firm mode adjust, 11-click Low-Speed compression (same as LV Neo Float X/DHX)
• Uses same battery as other Neo products
• Pressure Balanced Monotube architecture for GRIP X2 for damper performance in a rear shock
• Larger ½” diameter shaft for increased strength and durability
• Updated Variable Valve Control (VVC) on high-speed rebound
• Parallel reservoir orientation available for frame clearance (on select sizes)

Pricing and Availability

A complete Float X2 Live Valve Neo system includes the shock, as well as the sensor and battery kit, which are — somewhat confusingly — sold separately. Pricing is as follows:

• Float X2 Live Valve Ne Factory Series Shocks: $1,169 USD / $1,569 CAD / €1,399 / £1,349
• Live valve Neo Sensor and Battery Kit: $419 USD / $529 CAD / €479 / £449

The Float X2 with Live Valve Neo is available now. Learn more at ridefox.com

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This new Intend Rover hybrid of coil and air shocks seems like the direct answer to questions mountain bikers have been asking the German suspension maker for several years.

When Intend recently released their Hover Monocoque air shock update, it brought back some familiar questions. And statements. “Wouldn’t the piston rod break easily?” and “Looks like the coil is missing.” This, along with others, is feedback Intend had received concerning the unconventional look of the Hover shock from day one.

Rather, the shock was intentionally designed that way. “Our track record shows zero broken piston rods in the six years since the Intend Hover launched,” they said. Despite a style that broke away from other offerings in the suspension world, adding a coil spring always seemed to be the logical next step.

But, it isn’t just styling and looks that have Intend putting a spring over the Hover to create this hybrid. Rather, the brand claims significant improvement with the addition of a spring for riders searching for a touch more sensitivity.

Introducing the Rover, a unique air/coil hybrid shock that becomes part of Intend’s Blackline.

The Intend Rover coil and air shock hybrid

Rather than creating separate air and coil shocks in either category, Intend views the Rover as more of a Hover-variant that combines the advantages of an air shock with those of a coil. On the air side, you have progressivity and adjustability. On the coil side, you get a more linear, sensitive experience and the ability to run lower pressures. And both can be adjusted, essentially independantly!

Intend kept the core principles of the Hover air shock with the Rover. An air spring system is incorporated, with self-balancing positive and negative chambers. The progresivity of an air shock helps prevent bottom-outs and is easily tunable.

Adding a coil on the other hand, changes the shock altogether.

Coil shocks are known for their supple, sensitive feel, which Intend says the Rover now delivers. This suppleness is achieved by running the shock at a much lower air pressure, effectively replacing basic spring duties with the coil. The addition of the coil lowers seal friction, increasing sensitivity, and provides a more linear experience.

In effect, Intend has replaced a significant percentage of the air spring curve with the linear characteristics of a coil.

The Rover’s hybrid nature also makes it easily adjustable. Rather than switching between different coil springs to get the right feel, the Rover is adjusted simply by adding or releasing air. 

And Intend provides a custom tune for each Rover based on the rider’s weight and frame kinematics.

But, one important note is that while the Rover ultimately looks like the Hover with a spring, it is its own unique shock. Intends says that you aren’t able to simply convert a Hover to a Rover, or vice versa.

Rover Hybrid Shock – Tech Details & Options

Intend offers two spring options for the Rover: titanium or steel. Spring rates for the coils are fixed, covering a fairly vast weight range with a relatively lightweight spring. The Rover is also offered in trunnion and standard sizes and includes additional hardware to convert between them.

Intend offers the Rover Ti in 205×65 (trunnion) and 230×65 (standard), as well as the Rover Fe (Fe is iron on the periodic table, so that’s the steel spring). They also offer the Fe in 225×75 (trunnion) and 250×75 (standard) for the big rigs. 

Pricing & Availability

While this may seem like fairly limited stroke length options, Intend expands its stroke options with stroke reduction. Shock strokes can be reduced by 2.5, 5 & 7.5mm, expanding fitment possibilities.

• Weight: 510g (Ti 205×65) / 570g (Fe 205×65)
• Adjustments: LS compression/rebound, air pressure, 3-position lockout (Open/Gravel/Road)
• Shock Price: €1200 (~$1400)
• Coil Price: €129 (~$140)

Intend-Blackline.com

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