Trek Top Fuel
Words Liam Friary
Images Cameron Mackenzie
RRP$15,499
Distributor Trek New Zealand
The lines are somewhat blurred between an XC long-travel bike and a lightweight trail bike but, regardless of categorisation, the bike is designed to be super-adjustable with a redesigned frame and a 4-position Mino Link. There’s also a ton more you can customise, like wheel size, geometry, and suspension travel, making it super appealing for everyday trail riding, or even XC racing duties.
Trek has opted for refinement rather than revision – a trend the industry is increasingly embracing. Generally, bikes are in a good place regarding geometry numbers, so there’s no need to reinvent the wheel – at least for now. While the new Top Fuel looks similar to the previous generation, it has gone on a slight diet with about a 100g savings in the carbon frame, and employing slimmed-down tubes across the entire frame. The new 4-position flip chip, used for adjusting the bike’s geometry or the amount of shock progression, is located at the lower shock mount. This flip chip offers High/Low geometry settings that modify the angles by 0.5° and change the BB height by 6mm. Additionally, you can move the suspension leverage rate forward and backward with the flip chip. The forward position offers 14% progression, while the rear position offers 19%, providing more ramp-up at the end of stroke. I rode mainly with the rear, more progressive position and found it better suited to my riding style and the terrain where testing was done.
I appreciate the ability to change out the rear and front travel if desired. The rear shock is built around a 185x50mm shock, but you can increase the stroke to 55mm and boost travel to 130mm. The frame is rated for a 120-140mm travel fork, which allows for different setup options, such as an XC whippet with 120/120mm travel or a rowdier trail bike with 140/130mm travel. I’m inclined to build the latter so, hopefully, I’ll have more on that sometime soon. If you wanted to have a mullet setup with a 27.5” rear wheel, that’s also possible with this new platform.
Returning to small refinements, the new Top Fuel is slightly more progressive than the previous generation and has a tad more anti-squat. Rear travel is kept at 120mm and comes with a 130mm travel fork up front. 29” wheels are standard on all frames except the small, which is built around 27.5” wheels. The internal storage has also been updated with larger openings and better weatherproof sealing, and cables have been kept out of the way to minimise snagging. Trek has won the applause of shop mechanics by keeping cables out of the headset and eliminating the Knock Block headset. A tried-and-true threaded BB is used, as well as bolt-on downtube armour and a rubber chainstay protector.
While there are slight changes to geometry, the 65.5° head angle remains consistent across all sizes. The effective seat tube angle ranges from 75.2-76.9°; Trek lists this angle based on a specific saddle height for each size. Another update is the size-specific rear centre lengths, which vary from 435mm (smaller frames) to 445mm (X-Large frames).
I had the pleasure of riding the new Top Fuel in Durango, Colorado, USA. Having more than a week based in Durango meant I could get very familiar with the bike, logging over fifteen hours of ride time. There’s plenty of pedalling needed in Durango, and often you’re either riding long climbs, flats and descents that have pedal sections. I thought this bike was well suited to the terrain. The first thing that struck me was the pedalling efficiency and overall zippiness of the bike. I rode twice a day locally and had two high-country long ride missions as well. On all occasions, from road to gravel to trail, I didn’t feel the need to hit the lockout lever, as it pedalled great with it wide open. The bike feels swift and light and climbs exceptionally well.
The Top Fuel’s adaptability is the new four- position Mino Link at the lower shock mount. Effectively, this set of flip chips allows riders to choose between permutations of high and low geometry, and more linear or more progressive suspension curves. Initially, for the first few days of riding around the mountain bike parks of Durango, I had the Top Fuel’s flip chip in its default ‘low, less progressive’ setting. As we headed for longer high-country rides, a simple flip of the chip meant I could steepen the head tube angle by .4° and raise the BB by 6mm. I found this setting was ideal for ramping-up. It offered adequate dampening and felt comfortable even after several hours in the saddle. The more progressive setting reigned supreme across rowdier terrain on the longer descents in Colorado’s high- country. The bike moves very swiftly, especially over long rides. I’m a big fan of the flip chip!
While the RockShox Pike fork nods to more trail-oriented riding, there’s something about the overall frame that makes it more compliant than the white paper stats indicate. This compliance was evident when we ventured into the backcountry, which made for lengthy and rowdy descents. These rides were often long – around three hours or more – so having a compliant frame was welcomed. These rowdy sections are when the bike feels burlier than presumed. Again, on descents, the Top Fuel chassis is bloody solid; with the bike’s light weight, this is a little surprising. But, when you throw that together with the progressive rear kinematics, it’s confidence inspiring. Bear in mind, when things get really real – rough and steep and you need to pick your line – apply a bit more effort to stay cantered and weight both axles. That said, the newly designed compliance of the frame and separate linkages means smoother, grippy moments when it matters most.
On the shorter, punchier rides in and around Durango’s extensive trail network, the bike was super smooth and sprightly. Heck, simply making your way to the trailhead, the Top Fuel is just as sharp – sprinting forward eagerly as soon as you put the slightest pressure on the pedals. Uphill, it’s just as powerful and lively. From more XC-oriented loops to bike park-style jumps and berms to rock slabs, with sketchy rocky descents, the rear end stays active, even under brake load. I think the key component is the four-bar suspension platform over a single- pivot flex-stay, which offers superior grip both uphill and downhill. There’s suitable snappiness, and the bike generates speed very well.
Standing is fine but, for seated climbing, the Top Fuel is a beast. It soaks up big roots and rocks without losing traction or bouncing you offline. On rockier technical climbs I would normally not make it, but it would clear them. Although it’s not technically an XC race focussed rig, the Top Fuel is a super capable climber. And, with it being so well balanced, you can pick your way through more technical sections without having to carry a lot of momentum in. Cornering aboard this rig is bloody fun too. Leaning into flatter corners and railing berms is awesome. The balanced ride pays off here – keeping an ideal amount of weight on both wheels which keeps it easy to judge traction.
The Bontrager Line Pro 30 OCLV Mountain Carbon wheels do a great job. They’re sprightly and engage swiftly. These wheels are laced with Bontrager Gunnison up front and Bontrager Montrose out back – these tyres keep in fitting with the bike’s lightweight theme. I found them super supple and quite zippy but, on gnarlier rockier sections, I had to choose my line. Whilst they didn’t give me any grief on rockier descents, choosing the best line was imperative, as I was a tad worried about snagging them. I can understand the thinking behind choosing to spec these tyres, but if the bike remained with me, I’d prefer something a little beefier – even with the weight penalty. In saying that, they did hook up well – and impressed me on faster rolling sections. I suppose it really depends on your application for this trail bike, as it’s up for wide interpretation.
Keeping with the parts and component’s theme – the RSL MTB Handlebar and Stem comes equipped on the Top Fuel. On trail, I found the RSL handlebar/stem combo to be quite comfortable. It wasn’t overly stiff nor super compliant; it sat in the middle somewhere, which was kind of great as meant I could focus on the ride. I quite liked the RSL bar’s good feel, with enough damping to keep your hands from taking too much abuse. It provided reasonable comfort and was plenty stiff when accelerating out-of-the-saddle. The sweep and rise were dialled for me, as I usually run a slightly forward roll on my bar, but it won’t suit everyone. Although I do love the super tidy aesthetics and feel of the Bontrager RSL integrated bar and stem, I do think perhaps a more traditional bar/stem combo would possibly suit more riders. As the rest of the bike has quite a lot of adjustability, it would be good to have the same within the cockpit. Such as swap a shorter stem for gravity focused days and a longer one for long ride days or racing.
SRAM’s XO Transmission does a flawless job of shifting. I did break the chain, however, and luckily we had another chain-link with us in the backcountry. But that can happen at any time, to any groupset. I have XO Transmission on my personal bike and it’s super robust, shifts flawlessly and you never have to faff with it! I think if you’re spending your hard-earned cash on a new bike, then having Transmission is definitely worth your consideration. SRAM Level Silver four- piston brakes, with 180mm HS2 rotors front and rear are on stopping duties. I did find these brakes fairly good for some of the riding, mainly around the mountain bike parks of Durango with shorter descents. However, on longer descents in the backcountry they weren’t powerful enough. Keep in mind, that was mainly on super long runs with chunder sections throughout. I have been riding SRAM Maven’s on my personal bike, so am a bit partial to a heavy hitting brake. Again, if the bike was mine, I would upgrade to a bigger front rotor and possibly swap these brakes to SRAM Codes.
This bike is bloody fun! Hands down one of the best bikes I’ve ridden this year. It’s sprightly but super capable. The balanced ride inspires a ton of confidence. It pedals everywhere super efficiently – dances uphill, generates speed across flats and shreds going down. Its more bike than you think and makes a strong case for having a shorter travel bike! Of course, there’s a few nit bits that could be addressed as I’ve mentioned but, overall, the new Top Fuel is all class. I’m very keen to build this bike as a burlier 140/130mm trail bike, so hopefully we can make that happen soon.
Down in Durango
Words Liam Friary
Images Cameron MacKenzie
URANGO, COLORADO, IS A TOWN STEEPED IN RICH HISTORY AND VIBRANT CULTURE. ORIGINALLY ESTABLISHED AS A MINING TOWN IN THE LATE 19TH CENTURY, DURANGO’S PAST IS STILL VISIBLE IN ITS WELL-PRESERVED VICTORIAN ARCHITECTURE AND THE NARROW- GAUGE RAILROAD THAT ONCE TRANSPORTED PRECIOUS METALS FROM THE MOUNTAINS. NOWADAYS, HOWEVER, THE TOWN HAS EVOLVED FAR BEYOND ITS MINING ROOTS TO BECOME A MECCA FOR OUTDOOR ENTHUSIASTS, PARTICULARLY MOUNTAIN BIKERS.
Outdoor lifestyle culture is second nature to its inhabitants. The biking culture, in particular, reached its peak in the 1990s when Durango played host to several high-profile mountain biking events. During this era, the town produced and attracted legendary riders like John Tomac, Ned Overend, and Missy Giove. These athletes not only put Durango on the map in the mountain biking world, but inspired a generation of riders and helped shape the town’s identity as a premium biking destination. These days, many mountain bike pros and outdoor athletes of all types either reside in, or come to train in, Durango.
What truly sets Durango apart is how deeply the cycling culture is embedded in the town’s day- to-day life. The hospitality extended to riders is remarkable, with the town fully embracing its reputation as a biking hub. This acceptance is visible everywhere you look — bike racks are ubiquitous, and cycling paraphernalia adorns the streets. Whether you’re grabbing a coffee, enjoying a meal, or having a drink, you’re likely to spot bike-themed decor or fellow riders pedalling down the street.
The backcountry surrounding Durango is nothing short of spectacular, offering an extensive network of trails that seem endless. The high- altitude terrain above the tree line presents both a challenge and a reward, with lung-busting climbs leading to breathtaking alpine views.
My arrival was delayed by one day due to an issue with the plane’s exit door at my departure airport (Calgary). I didn’t complain — I’d much rather have door problems on the ground than in the air! Upon arrival, the airport reminded me of a regional airport in New Zealand, instantly making me feel at home. The landscape featured high desert terrain surrounded by endless mountain vistas. During my Uber ride into town, I noticed the countryside was dotted with large ranches, big barns, and hefty pickup trucks. The historic town itself matched this character, boasting beautifully restored brick buildings from bygone eras.
I checked into The Leland House, which is a building dating back to 1927 and considered one of Durango’s historic landmarks. It has been lovingly preserved to maintain its vintage charm while offering modern amenities. This boutique hotel is in the heart of downtown Durango, with Lola’s Place just next door, which hosts a variety of food and drink vendors in a laid-back environment. This spot provided the ideal base for my stay in Colorado’s Southwest. A week in town provided ample time to get a handle on Durango and its offerings. To shake off the travel fatigue and acclimatise to the higher altitude, I opted for in-town riding. This taster also gave me an understanding of the terrain I’d encounter further afield. Durango boasts multiple MTB parks in town, including the new Durango Mesa Park, Horse Gulch, Twin Buttes, Overend, and Animas. All of these are accessible and rideable from downtown, where my accommodation was based. A few hours of riding can cover a significant number of trails in this extensive network.
Travis Brown is a legendary figure in the world of mountain biking. A professional cyclist since ‘91, Brown has left an indelible mark on the sport through his impressive competitive career and ongoing contributions to bicycle technology. He’s best known for representing the United States in the 2000 Sydney Olympics, but has also claimed multiple national championships in both cross- country and marathon disciplines. Beyond racing, he’s been instrumental in product development for Trek Bicycles, helping to innovate and refine mountain bike designs. His expertise extends to bikepacking and ultra-endurance events, further cementing his status as a versatile and respected figure in the cycling community.
I exchanged a few messages with this local legend, and we agreed on a location for a bike drop-off. I would be riding the new Trek Top Fuel for the duration of the trip, which seemed like an adequate fit for the pedal-friendly terrain. While I had previously met Travis in digital realms, this would be our first in-person encounter. He’s a good dude; our conversation flowed instantly, and he was eager to show me around his beloved hometown of Durango. Brown’s passion for the sport, and intimate knowledge of trail systems —particularly around Durango—make him an invaluable resource for both recreational riders and aspiring professionals. I wasn’t familiar with all the riding zones he mentioned, but I quickly learned about them. By the time our conversation ended, I was thrilled about the rides ahead of us.
The first local ride was a few afternoon hours in Mesa. The pedal from town was short—in fact, just three minutes—before I hit the singletrack climb. Durango town soon lay below as I climbed further into Mesa. An open meadow offered panoramic views, and I took the time to take everything in while sipping water, as the day was quite warm. Turning around, I spotted the Animas mountain range on the other side of town, encapsulating it. The bike proved to be the perfect portal for exploring a new location, allowing me to take in all my surroundings relatively quickly but still at a human pace. I pedalled up the trail and dropped into a new flow/jump line. This was the ideal opener for me to gain confidence with the bike and terrain. I lapped a few more similar trails before heading back to town for a quick shower and dinner.
At dinner I met up with Travis, his wife Mary, from Durango Trails, and Rachel Welsh from Visit Durango. The restaurant atmosphere was nice and relaxed as we talked about the riding history, culture, and development in Durango. The story behind Durango’s extensive riding networks is really about trail advocacy and passionate people, such as Mary and Travis plus countless others.
Durango Trails is a non-profit organisation dedicated to planning, building, and maintaining the extensive network of multi-use trails in Durango. Founded in 1989, this volunteer-driven group has been instrumental in creating and preserving over 500kms of sustainable trails in the area. The organisation works closely with land managers, property owners, and the local community to develop and maintain a diverse range of trails suitable for hikers, mountain bikers, equestrians, and other outdoor enthusiasts.
Durango Trails is known for its commitment to sustainable trail design, which minimises environmental impact while maximising user enjoyment. Their efforts have significantly contributed to Durango’s reputation as a world- class destination for outdoor recreation, with mountain biking at the forefront. The organisation also focuses on education, hosting workshops and events to promote responsible trail use and foster a sense of stewardship among trail users.
The following morning was filled with coffee and breakfast burritos — which became the staple for most mornings thereafter. Travis rode over and offered to show us around Twin Buttes MTB Park. Twin Buttes is located on the western edge of Durango. This trail system offers a diverse range of riding experiences, from flowy singletrack to more technical terrain, catering to riders of various skill levels. The area features approximately 30kms of purpose- built trails winding through pinon-juniper forests and open meadows, providing stunning views of the surrounding landscape.
On the way to the trailhead, we discussed our plans for the next few days, keeping things flexible due to the weather forecast. I visited in late June, which typically marks the beginning of summer in Durango. While the weather should have been more settled at this time, afternoon thunderstorms were prevailing — a pattern more characteristic of July. This meant any high-country excursions would need to be tackled early to avoid the risk of getting caught out in a storm.
Twin Buttes offered some superbly cut singletrack weaving through desert scrub, a landscape characteristic of the lower elevations and more arid regions surrounding the town. Durango’s landscape is a tapestry of ecosystems, with desert scrub painting the lower elevations in muted greens and greys. This hardy vegetation, a hallmark of the Four Corners high desert, thrives in the semi-arid climate. Sagebrush and rabbitbrush dot the terrain, their silvery leaves a stark contrast to the vibrant red soil. Prickly pear cacti add splashes of green, their pads like nature’s armour against the unforgiving sun. As the elevation rises, piñon pines and junipers emerge, their gnarled forms creating a transition zone known as piñon-juniper woodland. This vegetation not only provides important habitat for wildlife but also contributes to the unique aesthetics of Durango’s mountain biking trails, especially in areas like Twin Buttes.
The pedal up was out in the open, which was hot even in mid-morning. Once we gained elevation, we were rewarded with a better perspective of the diverse and expansive landscape we were in. The descent offered a fun, flowy, well-bermed trail, scattered with a few rocky technical sections. The elevation didn’t drop off suddenly, which made for good, fast pedalling sections between descents. I was starting to become accustomed to the Trek Top Fuel and welcomed its superb pedalling ability. Lunch was Mexican food – authentic street-style tacos. I rested in the summer sun as a big afternoon was on the horizon.
The heat was soaring and I still hadn’t really acclimatised to the altitude but, with limited time in town, the more riding the better – right?! Travis rolled over and lead the way to Overend Mountain Park, named after Ned Overend. Ned is another famous MTB local from this small biking town. The trail system consists of about 30 km of interconnected single-track trails. These trails wind through ponderosa pine forests and offer views of the surrounding landscape. The trails vary in difficulty, ranging from beginner-friendly to more challenging routes for experienced users. It leaned more towards old school MTB trails, with an XC flavour and a heap of up and down and swift sections. This soil was a little looser and didn’t offer as much grip as the other MTB parks around town. I was bloody blown as the second ride, heat and altitude got to me. I managed to nurse myself home, have a cold shower and sit on the sofa with the air-con blasting. I now had a very good lay of the land and the proximity of MTB parks that surround Durango.
The backcountry on offer is extensive and endless. I’m super energetic and wanted to cover as much high country as possible, but the reality is that I couldn’t do it all in one week. Not to mention the weather was another factor, with thunderstorms forecast. Travis was glued to weather reports and local weather guru’s and, thankfully, it looked like there would be a few days we could venture into the high country. Travis swung by in his Dodge van early the next morning. Breakfast burrito, coffees and yarns filled the hour transfer to the trail head. I opened the door of the van and could already tell the air was thinner. This was Coal Bank Pass trailhead, which sits at 3,230 metres.
Our ride would tackle the Engineer Mountain Trail located in the San Juan National Forest, about 55kms north of Durango. It’s known for its stunning views, challenging terrain, and the distinctive peak of Engineer Mountain that serves as its namesake and ultimate destination. The climb was just over 5km with an elevation gain of 600 metres, so we’d tick over 3,500 metres – which is a lot for those of us who reside at sea level! The trail takes you through diverse alpine terrain, including dense forests, open meadows filled with wildflowers, and rocky slopes as you approach the summit.
I was super excited about being in this great part of Southwest Colorado, however, my lungs weren’t feeling the same way and with every feature of the climb I would either pedal over it and run out of breath, or push over it and still run out of breath. Travis gave some words of advice – everything in slow motion, push the pedals then back off a touch at this higher altitude. This wisdom served me well and meant we could keep ascending the trail. The beauty was everywhere as we passed through forested areas and alpine meadows.
One of the most striking features of this ride is the geological formation of Engineer Mountain itself. The peak stands at 3,952 metres and is known for its unique shape — a flat-topped mountain with steep, dramatic cliffs on one side. This formation gives the mountain a distinct profile that’s visible from miles away. I was stoked I made it to this part of the ride, as it would be mostly descending from here onwards – and we could snack here and admire the view as we were above the tree line. From the top of Engineer Mountain, you are rewarded with panoramic views of the surrounding San Juan Mountains. It was a relatively clear day so we could see in every direction, taking in the rugged beauty of this part of the Colorado Rockies. The sweeping vistas from the summit made the effort all the worthwhile.
The descent was nothing short of bloody brilliant. Starting from high above the tree line the trail unfurls before you like a beautifully ribboned piece of singletrack, snaking its way down the mountainside. As you drop in, the upper section serves up some properly techy features with enough exposure for you not to peak too hard. It’s the kind of riding that demands your full attention — one wrong move and you’ll be telling the wrong kind of tales! Then comes the epic plunge into the forest. The transition is dramatic, from wide-open vistas to a green tunnel of trees. Pockets of Aspen pop up here and there, their leaves shimmering like nature’s own disco balls as you whiz past. The contrast is striking, adding another layer to the sensory overload.
The singletrack in the woods is super tight. It keeps you on your toes, or rather, on your game. The line of sight isn’t always there, so you’re riding as much on instinct as on sight. It’s a constant cycle of react, adjust, and send it. Every corner is a new surprise, every straight a chance to let it rip before the next challenge. And oh, the dirt! It was in absolutely prime condition — the recent rain had worked its magic. The grip made me push hard into every turn.
Even though the thin mountain air has you gasping like a fish out of water – altitude is no joke — I couldn’t wipe the grin off my face. It’s the kind of run that reminds you why you fell in love with mountain biking in the first place. The blend of challenge, speed and raw natural beauty creates an intoxicating cocktail of adrenaline and endorphins. As I finally rolled to a stop at the bottom, legs burning and lungs heaving, I was already scheming about how soon I could get back up there for another go. I plonked myself in the carpark whilst Travis pedalled his way back up to the van. Its fair to say this legend was a real host, showing off that good ol’ American hospitality.
We continued that theme with an after-ride stop at James Ranch for a burger, fries and soda. James Ranch is a family-owned and operated sustainable farm nestled in the beautiful Animas Valley, this 400-acre ranch has become a local icon for its commitment to regenerative agriculture and high- quality, farm-to-table food. The burger and fries tasted great as we sat amongst the picturesque setting reflecting on the day we’d just had.
As the thunderstorms rolled in, a rest day was on the cards — and after the past few days of relentless riding, it was welcomed. It also gave me a chance to check out the town, although I had been venturing out there every night for a meal — and often yarns with the friendly locals. Durango boasts a vibrant culture that blends Old West charm with a modern, outdoorsy spirit. This small mountain town is known for its diverse culinary scene, which punches well above its weight for a city of its size. Local restaurants showcase farm-to-table ethos, often sourcing ingredients from nearby farms and ranches. It has everything from upscale bistros serving innovative Rocky Mountain cuisine to laid-back brewpubs offering craft beers paired with gourmet pub grub. The town’s culinary landscape is influenced by its proximity to New Mexico, resulting in a notable Southwestern flair in many dishes. I particularly liked these dishes and it’s just not something we get a lot of in Aotearoa. Durango’s food culture is complemented by its thriving arts scene, numerous festivals, and a strong emphasis on outdoor recreation, creating a unique blend of mountain town authenticity and cosmopolitan sophistication.
Travis pinged me and said the forecast is looking good for an early morning high country ride. I was very excited to get back up there! Travis had cleared his work backlog the previous day and was pumped about this ride. This time around we’d ride a section of the Colorado Trail. This iconic long-distance hiking and mountain biking route stretching approximately 782 km from Denver to Durango. Winding through the heart of the Rocky Mountains, this epic trail traverses eight mountain ranges, six national forests, and six wilderness areas, offering breathtaking views of Colorado’s diverse landscapes. It ranges in elevation from 1,600 metres to 4,000 metres, challenging adventurers with high-altitude terrain and unpredictable mountain weather. The trail provides a quintessential Colorado experience, showcasing alpine meadows, pristine lakes, dense forests, and rugged peaks. The plan was to tackle some of the Durango end of the trail, so we took a longish drive up an access fire road to then descend (well, mostly) back into town. Again, we were back in the high country with thin air, but it wasn’t as high as Engineer Mountain and maybe I was starting to get acclimatised?!
With the van parked, bikes unloaded, jackets zipped up, bags packed and strapped on, we dropped in. The trail was lush, a touch overgrown and a bit damp — but splendid. The thin singletrack cut its way down the mountainside allowing for high-speed sections before zigzagging back on itself. The first part of the trail went by swiftly. Before we knew it, there was a river crossing and a climb on the other side of it. The gradient was relatively good in most spots so at least I could keep my gasping lungs under control. It did take a little while, but eventually we plateaued out with a nicely placed lookout. Lunch was in order — we’d grabbed a few extra supplies from the Mexican joint we hit up before heading out. I unpacked the tinfoil to Mexican heaven in the high mountains. A few riders pulled up and we exchanged yarns. The next part was fast, fun, rowdy and quite technical in places. The trail seemed to go on for ages and my hands and feet were starting to get tired. But, I couldn’t let the fatigue stop me! I was treated to sweeping vistas of the Animas River Valley, lush alpine meadows bursting with wildflowers and dense stands of aspen and conifer forests. The trail kept winding its way down from high-altitude terrain.
This was spectacular and we bombed further down the trail, glimpses of Durango town were seen below. We reached the trailhead rather swiftly after more than two hours of mainly descending. Travis was a trooper and again pedalled back up to fetch the van which was no small feat! I pedalled back into town and stopped for a cold brew en route to Lola’s House. I will be back to ride the full Colorado Trail at some point that’s for sure!
For the last few days, I hung out and rode some of the same in-town locations as earlier in the week. I was itching to get back to the high country, but the weather forecast didn’t allow for it. One last ride with Travis was around Animas Mountain, which is one local MTB park I hadn’t hit up yet. Animas High Bike Park is a relatively new addition to Durango’s impressive mountain biking scene. This purpose-built bike park offers a variety of features designed to challenge riders of different skill levels. The park includes flow trails with bermed turns and rollers, technical sections with rock gardens and drops, and a pump track for developing skills.
Each MTB Park in Durango is quite unique and this one had its own charm. I particularly liked Animas trail’s rock features which are predominantly composed of sandstone and shale, remnants of the area’s ancient seabed origins. These rocks create natural features, obstacles, and technical sections throughout the trail, which had me walking in parts whilst admiring the impeccable bike handling skills of Travis. As for the flora, Animas is characterised by a mix of pinon-juniper woodlands and ponderosa pines, interspersed with drought-resistant shrubs like sagebrush and cacti, and punctuated by colourful wildflowers in season, creating a diverse ecosystem typical of Colorado’s high desert and mountain transition zones. The vegetation is generally sparse, allowing for open sightlines on the trail — and the newly built flow trails are pretty damn fun. There’s a lot of elevation to gain and descend — as with most of Durango’s MTB parks — so ensure you pack good legs! This mix of rocky features and native plants creates a quintessential Colorado riding experience.
After more than a week in town, I finally headed to Durango Hot Springs. I looked over at the mountains as the sun was setting and was incredibly grateful that I ridden in a slither of those hills. I tried to stay present and let this moment soak in (literally). The hot springs were the perfect way to end an amazing week in Colorado’s southwest. The time spent here was made special with local legend and all-round good guy Travis Brown leading me around some of the best spots in his local hood. It really was something to hang with him, ride, eat and understand what makes up the character of this place. His in-depth knowledge of mountain biking and our shared passion for the sport made for long flowing conversations, reminding me that the bike is a great portal for human connection.
In essence, Durango offers a unique blend of historical charm, world-class trails, and a community that lives and breathes mountain biking. It’s a place where the legacy of mining has given way to a new kind of gold rush — one measured in singletrack miles and epic rides through some of Colorado’s most stunning high country.
Commencal Meta V5
Words Lester Perry
Images Bevan Cowan
RRP $10,000
Distributor Commencal New Zealand
Since its creation in the year 2000, Commencal has been a mainstay in the downhill racing scene. Max Commencal, the BMIC (Big Man In Charge), enjoyed earlier success with SUNN Bicycles, a BMX company he formed in 1984. By the early 90’s, SUNN shifted its focus to Downhill MTB racing.
Beneath names like Nicolas Vouilloz, Anne- Caroline Chausson, Cedric Gracia, and other greats, the SUNN Downhill team amassed multiple world titles aboard their innovative downhill bikes.
Under the Commencal brand, their riders remain some of the sport’s winningest to this day; at any World Cup Downhill, across all categories, you’ll likely see a Commencal rider on the podium. This hunger for competition drives the development and direction of the now global, direct-to-consumer brand. The Meta V5 is a product of their Commencal Enduro Project and the four years of development under team riders that preceded its launch.
Development
Applying the same development theory and methods that brought downhill success, the Meta V5 was created to be Commencal’s comprehensive Enduro Race bike. Commencal aimed to provide their racers with one platform that would excel across all scenarios they’re presented with over an Enduro World Cup season. Alex Rudeau proved their development process was on point, securing himself five podium finishes and third overall in the 2023 Enduro World Series. The proof is in the pudding.
Frameset
Keeping with Commencal tradition, the frame is 100% alloy like the rest of their range—not a carbon fibre in sight. Rolling on 29er wheels, with 150mm rear travel and 160mm up front, this bike strikes the sweet spot of travel vs. pedalling ability and agility. Carrying speed is key to Enduro and the V5 delivers.
An alloy frame would be a prime candidate for a threaded bottom bracket but, for whatever reason, Commencal has stuck with a bb92 press- fit style. In fairness, I’d rather have a press-fit in an alloy frame than a carbon one, so I guess they’ve landed in a bit of a middle ground on the V5.
The frame features a plethora of tubing profiles; there is not a single ‘regular’ round tube anywhere. Depending on location, each tube is shaped to achieve specific strength, weight and compliance. Under the top tube is an accessory mount, and there’s a bottle cage mount situated in a small channel indented in the downtube tube. As is customary on most bikes today, a UDH hanger graces the dropouts.
The front and rear triangles connect with a series of bolts, bearings, and pivots that make up the VCS (Virtual Contact System) linkage. Ten bearings are spread through the swingarm’s five pivot points. The swingarm has some smart subtleties: bearing caps help keep grime out and expander plugs in the pivot axles help keep them tight. The lower end of the shock features a flip chip, allowing for a small amount of geometry customisation.
Let’s get through the details before looking at my thoughts after a couple of months aboard the V5:
Geometry
Although nothing jumps out as too progressive or outside the realms of sensibility when looking over the geometry chart for the Meta V5, there’s a lot to like. There’s a flip chip on the lower end of the rear shock, and other than a cursory couple of rides in ‘High’ to confirm there’s no massive difference between the two settings. I’ve stuck with the bike in ‘Low’, as I’d imagine most riders would do.
There’s nothing crazy here; I’d point out a middle-ground head angle and reasonably steep seat tube angle. As is becoming customary with Commencal’s bikes, the stack height is above average and pretty big for a medium-sized frame, a trend that seems to be taking hold with some brands.
The Ride:
According to the Commencal size chart, at 176cm tall, I sit right at the top of the Medium recommendation and at the bottom of the Large. With a bike of this ilk and travel category, I chose to go smaller rather than larger, and settled on the Medium size.
A couple of weeks after exchanging a emails with Commencal about how and where I ride, how long I’ve been riding, and what sort of rider I consider myself to be, a pre-tuned Meta V5 arrived on my doorstep. Frothing to get out, I quickly mounted the handlebars in the stem, attached the front wheel, and was good to go; the assembly only took about five minutes, including removing the bike from the box. A quick driveway test confirmed the supplied setup felt like it was in the ballpark of where I’d like it to be; they’d even trimmed the bars to my preferred 760mm width — bonus.
To give my thoughts some context, compared to my usual ride, this bike comes in at 10mm less travel on either end, a 14mm shorter reach, a 10mm higher stack, a 2-degree steeper seat tube, and almost equal chainstay length and head angles. Considering the 30mm riser bar, my hands end up roughly 30mm higher than my bike – quite a lot. Weight-wise, the Commencal comes in a little heavier, but not by an amount that makes a difference to anything; it adds to the feeling of stability. Considering how similar the geometry is between my bike and the Meta V5, they’re poles apart in how they ride.
I get on some bikes, and everything clicks immediately; this was one of them. Although I initially felt the shorter reach and higher front end compared to my bike, I quickly forgot these differences and was comfy on the bike after just a couple of runs down a trail. Not once have I felt like I wasn’t in the correct position on the bike or had to shift to a particular body position to get the bike to do what I wanted; everything just seems to click nicely, and now has me questioning my usual setup.
The suspension settings, as supplied, 71 psi in the fork and 177 in the shock, were ideal for getting to grips with the bike; nice and balanced, with no surprises. A couple of rides in, as I got used to the bike and speeds increased, I added a little air pressure front and rear and, taking this into account, slowed the rebound and added a click of compression damping to both front and rear. The Meta V5 is a full-gas Enduro bike and, although optimised for descending, you still have to make it to the top of a hill before heading back down. The Meta V5 is not a spritely climber, but it gets there. Out of the saddle, while under power, the suspension firms up substantially and gives an excellent platform to push against, i.e. when tackling steep technical climbs or sprinting over a punchy climb, it does both well. When I’m ticking my way up a gravel road or a long, smooth single-track climb, I’m immediately reaching for the lockout on the shock; the firm pedalling platform and steep seat tube make the climbing position comfortable and efficient.
Descending is a dream, highlighting some savvy design and an equally impressive suspension package. The VCS linkage is a virtual pivot linkage offering super plush suspension that’s supple off the top, offering wicked levels of grip; through the mid-stroke, it feels pretty linear but still has a good level of support. Even though it has 150mm of rear travel, it feels more over big hits or flat drops as it firms right up at the end of the stroke, preventing any harsh bottom outs, and I can’t think of a time when I’ve actually felt an abrupt end of the travel.
With all the links and pivots involved in the VCS, the rear end of the bike is quite wide to accommodate it all. It’s so wide, in fact, that it’s quite normal to drag my legs on it while riding. Not to the point of being annoying, but it’s noticeable and will inevitably rub and mark the frame over time. Fortunately, the bike I received has a tidy ride-wrap installed, so the paint isn’t affected.
I find the front end stiffer than many bikes, and the suspension works in combination with this front-end rigidity and the flex of the back end to provide a ride that’s quite unique, but only in good ways. While charging through rough sections, the bike remains composed with amazing stability and with no harshness or the feeling of being deflected off obstacles or ‘pinged’ off square edges. The chassis floats across the chunder, reacting more to rider input than the trail feedback. Thanks to this, I felt less fatigue on long descents, feeling there was no need to wrestle the bike to stay on line or keep it where I wanted, I could just stand centred on the bike and let it do the work.
Considering the weight, travel and reasonably linear mid-stroke suspension kinematics, the Meta is surprisingly lively and is fun to pop off trail features and manual through sections; even though it’s such a sled, it strikes a surprising balance of high-speed downhill capability and mellow trail cornering agility and playfulness.
The overall balanced feel lends itself to aggressive and controlled cornering. Initiating turns or quickly changing direction is simple, not requiring any dramatic weight shifts to maintain traction.
Adding to the predictability and stability is some well-engineered flex in the back end, that works in harmony with the suspension. Much like the Cannondale Habit LT I reviewed a few months back, there’s an amount of lateral flex in the swingarm. Still, tuned compliance has significant advantages, particularly at this mid-travel level. It helps keep the bike composed in the rough and gets across off-camber more smoothly by assisting the wheel to stay on the ground rather than being deflected off bumps (where stiffer bikes would rely more heavily on just the suspension to move the wheel). I’m not sure this trait is necessarily faster in itself, but the resulting reduction in fatigue over the long run is certainly noticeable.
One thing that struck me early on was how quiet the bike is. Thanks to substantial chainstay and seat stay bumpers and tidy cable routing, the bike maintains a nice, dull sound when on the trails. By the look of those bumpers, the chain is still hitting them while slapping around, but they’re doing their job well and keeping sounds muted.
On my second ride, the frame developed the dreaded and much-publicised creaking in one of the pivots. Considering the bike had a pre- review strip down and grease, this was quite a surprise. Thankfully, after going through the involved process of getting to each pivot bolt and re-tightening them (it’s a total faff to do), the creak faded out. It seems the pivots will need some attention every 4-6 weeks, depending on the conditions they’re ridden in. I’ve had similar experiences on other alloy bikes in the past, and it seems to be part and parcel of alloy frames; when compared to a carbon frame, a bit more care and attention are necessary to keep pivots clean, tight, and creak-free, this Commencal is no different.
I’m not a fan of the Fidlock drink bottle that was supplied. Unfortunately, without customising a bottle cage, there’s no way to carry another bottle style in the front triangle. It’s much fiddlier than a standard bottle to put back in its holster after a sip. The saddle isn’t terrible, but it’s on the firmer end of the scale and, after a couple of hours pedalling up hills, it doesn’t agree with my backside; it may be my preference, but I’d like something a bit softer.
Like many others, the Commencal product managers missed a beat when it comes to the dropper post. At 175mm, it’s not the shortest drop around but, even with my 720mm seat height, a 200mm post would fit. Adjustable dropper posts are available, and I’d love to see one on this bike to maximise the drop and allow riders to fine-tune it to their needs.
The DT Swiss EX1700 wheelset hasn’t skipped a beat, and I continue to be impressed by DT’s pre-built wheelsets. The Schwalbe Tacky Chan tyres have been great for conditions at my local riding spots recently. The Ultra Soft (front) and Soft (rear) are a perfect combination, providing excellent traction in all scenarios and trails I’ve had them on. All things considered, they roll surprisingly well, although they’re showing signs of wear pretty quickly. I’ll be interested to see how they go in proper mud rather than the hero dirt of late, particularly as they’ve already lost their square edges.
Final thoughts
Riding the Meta confirmed that the old adage “fast is fun, fun is fast” couldn’t be truer for this bike. It’s easy to get it to go fast downhill, and I’ve found myself off the brakes through sections I’m usually slightly more apprehensive about. Combine this increased confidence with the agility and playfulness of the bike, and it ticks a lot of boxes for me. If you’re considering a new ride, the Meta V5 would be worth considering and, provided you’re happy to keep the rear end serviced, I’d confidently say that — much like me — you’d be stoked on this bike!
SRAM all day
Words Ben Hildred
Images Callum Wood
Sun up to sun down; one final push; extend the loop; another lap; just keep going.
SRAM has created an event in Whistler to celebrate their new transmission, a way to push participants and blur the gap between type one and type two fun; T-type fun, maybe?
The original event was a great success during the Canadian Crankworx stop. Feedback and stories from its inaugural spin justified it as an event to be repeated – but why wait for summer to roll around again in B.C when Queenstown’s best season is in full swing? Let’s do an All Day ride here too!
I was tasked with the effortless mission of persuading 40 friends to enrol for a day of fun and riding bikes with a loosely formed plan. In a town of keen beans it was pretty simple, and with the promise of a beer and food provided by SRAM, at Atlas after their pedal, it was on.
Ten teams of four met at Atlas first thing to get briefed, receive an ‘All Day’ handbook and create their own adventure. Each team was given the same seven checkpoints; get to all the checkpoints, take a team photo, send it to me and return to Atlas. How you get to the check points, the trails you use and the routes you take was up to each team. Meanwhile, I’d be at Atlas ‘all day’ with a colour printer, documenting each team’s mission live, printing off the checkpoints, as well as other images the teams saw fit to send, and creating a story board for everyone to see on return. Easy as!
I was tasked with the effortless mission of persuading 40 friends to enrol for a day of fun and riding bikes with a loosely formed plan. In a town of keen beans it was pretty simple, and with the promise of a beer and food provided by SRAM, at Atlas after their pedal, it was on.
I spent the day on my toes, printing and pinning the snap shots of my friends’ ‘trails’ and tribulations. Recovering from a big ride the weekend before, I didn’t think I was in the mood to pedal, although seeing the laughs, predicaments, comradeship and pursuits everyone was on made me remarkably jealous, although stoked everyone was having a blast. The photos tell the stories. The teams were varied: a team of troopers headed by local force on a bike, Erin Greene, went hard on the adventure aspect, taking the most offbeat route over the mountains. Meanwhile, team Scotland, steered by Craig ‘Crug’ Munro shipped his motley crew around, surviving on their favourite fermented fizz – the one consistent every time my phone beamed updates were their smiles. The locations chosen meant teams had to visit Coronet Peak’s famous Rude Rock, grind up to the Ben Lomond saddle, dive down into Skippers Canyon, visit Wynyard’s famous jumps and sit atop McGazzas big table – all elements of an epic Queenstown adventure. Once all checkpoints were checked, teams started to return in the late afternoon, with stories to accompany the timeline of photos that awaited them, pinned up for all to see. Teams had averaged 2000 – 2600 vertical meters over 50 – 65km, mostly off-road. The question that concluded the day: when can we do that all again?! Logan Weber; “I had the best day pedalling I’ve ever had! For sure hope this happens next year!” The All Day ride was Logan’s biggest day on the pedals to date. After severely contracting the type two bug, he went on to complete an Everest a few weeks later! A huge thanks to SRAM for suggesting the event be held in Queenstown, and for funding the day; and to Atlas for hosting us all – the best bar around! What a time.
Checkpoints: McGazza Table; Ben Lomond Saddle; Beached as;Wynyard; Rude Rock; THE Rude Rock; Pack Track and Sack river crossing; Conestown.
Your time is now
A poem by Noell Coutts
Images by Callum Wood
Seek the rugged wilderness, the mountains and the sky
Feel it, breath it, watch a
Falcon Fly.
Hear the creek beds in the rivers, where miners searched for gold
Abandoned huts and buts of stuff, hear the
stories told.
The lust for gold,
the search, the thrill, the ghosts of days gone by The adrenaline, the buzz of it all, try and you’ll know why
Sometimes you go up, we all go down, sometimes the whole world’s
just spinning around
The
excitement
The
rush
The
thrill of it all
The
bumps and the bruises, the jumps and the falls
Time is the treasure, each hour of the day, but remember the clock only can go one way. Your time. Is now.
Coronet Loop Trail – Backcountry Escapism
Words Liam Friary
Images Jake Hood
“Queenstown already has enough trails!” – said no one, ever.
Enter the Coronet Loop Trail – a very welcome addition to the plethora of fantastic trails in and around Queenstown. The iconic southern town provides a home for many forms of riding culture; from gravity and jump to XC, tracks and cycleways, there is something available for everyone to enjoy, from the local shredder to the repeat visitor who heads there every chance they get. And, if you still haven’t experienced the riding in Queenstown, what are you waiting for?! Just be warned: this is the sort of place that will have you returning again and again, as you find more and more trails to ride with every visit.
As for the new Coronet Loop Trail – the Queenstown Trails Trust, in collaboration with Soho Properties, the QEII National Trust and Mahu Whenua – opened it in March 2022, after five years of hard graft and planning. The remoteness of this particular trail only emphasises just what a remarkable feat this collaboration – and the trail building itself – really is. The Queenstown Trails Trust is a charitable trust responsible not only for the planning and development of the Coronet Loop Trail, but more than 200km of trails in the Whakatipu Basin as well.
As far as backcountry mountain biking trails go – the Coronet Loop Trail has it all. The singletrack winds its way into the wild, through lush bush and across river gorges, deep in Queenstown’s remote backcountry. All of this, plus the rich history of mining in the area, ensures a non-stop sense of wonder as you make your way around the loop. The 50km trail has been well-crafted by technical trail builders and teams of volunteers, navigating its way around the mountains with gorgeous vistas that are forever changing. In terms of fitness, a moderate level is recommended due to the 1700m elevation gain across the entire loop.
The remoteness of this particular trail only emphasises just what a remarkable feat this collaboration – and the trail building itself – really is.
The History
The area was once a hot spot for gold miners, who arrived in the 1860s, seeking their fortune in the Shotover and Arrow Rivers. It was a bleak existence for those who had travelled from far and wide in an attempt to strike it rich, and although 340kg of gold was mined from the Arrow River in 1863, many were unsuccessful in their attempts to find their fortune. The remoteness of the area required some hairy travel techniques just to get to it, making it hard to believe it’s now possible to complete this loop in a single day of enjoyment aboard a modern bicycle.
The Ride
As mentioned, the Coronet Loop Trail is a 50km track, which is graded as an intermediate Grade 3, and takes roughly 4 – 8 hours to complete. It’s considered a more challenging experience than the rest of the Queenstown Trail Great Ride, so it’s worth bearing that in mind before setting out for the day. All that is to say, if it’s a backcountry adventure you’re after, this is the trail for you.
The trail can be ridden in either direction and is a two-way track that is shared with downhill riders and walkers alike. It’s worth noting that there is a more technically challenging section of trail as it climbs up and over into Skippers Canyon, on the Tradesman’s and Pack Track and Sack trails – to bypass this, you’ll need to take the Skippers Pack Track or follow Skippers Road before joining the climb up to Greengate Saddle. Remember this is remote backcountry, so we recommend pre-trail fuelling in Arrowtown before you head out, like we did, carrying plenty of food and hydration, and celebrating your achievement when you return later in the day.
Golden mountains, fresh creek crossings and a couple of spectacular waterfalls.
The Experience
We took our own advice and grabbed a caffeinated brew and a scone before we tackled the loop from the trailhead in Arrowtown. Mark (Willy) Williams, CEO of Queenstown Trails Trust, legendary local rider and mountain bike racer, would be guiding us for this ride and, after our second round of brews, we were ready. I pedalled for a few minutes and, before I knew it, we were buried in the beautiful Bush Creek. The trail follows the creek through native beech forest and, thanks to another recent upgrade, now has several sturdy bridges fording the numerous river crossings. The trail climbs up a series of switchbacks onto the southern face of Coronet Peak. We stopped for a short break to eat a snack, drink water, and take in the splendid scenery before continuing to follow the Coronet Face Water Race. This precarious trail, hugging the side of the mountain, was previously used in the gold rush era to transport water to the Arthur’s Point sluicings, some remnants of the past remain as a reminder of the area’s rich history.
We got around the southern side of Coronet Peak, with Lake Whakatipu glimmering in the distance. I was in awe of the view but didn’t have the breath to say much as we summitted the highest point of Skippers Saddle (949m). I have ventured into Skippers Canyon by bike numerous times and was excited to be back again on the recently renovated Pack Sack and Track trail. The long view down the aptly named Long Gully sees the trail twist and turn out of sight. It’s here that you transition into more backcountry riding and leave the confines of society behind. The trail helps you easily navigate this transition as it twists tightly down the expansive, dusty valley. I descended into the trail, where the rowdiness of riding a gravel bike quickly became evident. I was nearly bucked from my bike at the beginning but managed to stay upright somehow. We transitioned back onto flowy singletrack, which took us down the mountainside, offering endless picturesque views.
As far as backcountry mountain biking trails go – the Coronet Loop Trail has it all.
Mentally, I transcended into a flow-state where the worries of the world evaporated as I focused on the physical task at hand: riding the bike. Being out in the wilderness really makes you switch off and helps you to restore; there’s something about being in a remote location that really allows you to shift gears from the blur of everyday life into something more purposeful and intentional. The jaw-dropping scenery helps with that, too. Soon, the situation had returned to climbing and a series of switchbacks up Greengates Saddle. The nuggety climb was worth it, however, as Greengates Hut was down a fun and flowing descent. This was our next snack stop – at the 25km mark, roughly halfway through the trip. Although the day had started out sunny and warm, as we reached the saddle, thick storm clouds gathered momentum and suddenly the lights turned out. Beautiful blonde mountain grasses turned to dark beige. The mountain tops were now completely buried in thick clouds and visibility was heavily reduced. Our rain jackets were quickly pulled around our shoulders as the heavens opened. An intense, but short, rainstorm bucketed down. The historic Greengates Hut provided us with shelter, just as it would have done for many years gone by. Legend has it that the nearby Greengates Hotel, at the confluence with Deep Creek, spent its final years being run as a piggery, serving bacon sandwiches to weary miners heading out to make their fortune. All that remains now, though, is an ageing schist hut with four bunk beds, a few worn pots and an old fireplace. The rain started to clear, so we ventured into the next part of the trail.
We headed upstream and over the precariously perched Picnic Rock before a bloody fun, long descent towards the valley floor. The remoteness was evident on this part of the trail; it’s an area that until now has been inaccessible – thankfully it’s been opened up for people to enjoy, as the scenes are unreal. Golden mountains, fresh creek crossings and a couple of spectacular waterfalls. The final climb for the day’s excursion awaited us. A dirt track was neatly etched into the landscape, eventually leading us to Eight Mile Hut. The storm clouds passed, and the sun’s afternoon rays defined the mountain’s shadows. It’s here that I felt fatigued but stoked to be out on such an incredible trail. More snack consumption made the last push easier. Before tackling the final section of trail, Willy and I shared tales about our lives to date. I was fascinated to learn how his endurance racing career saw him on podiums at epics such as Pioneer, Cape Epic, Trans Rockies and BC Bike Race – to name a few. Throughout his time at Queenstown Trails Trust, he’s helped develop an incredible network of trails in the Southern Lakes District, with more routes planned to open in the near future.
We continued on and, before long, we merged with the Macetown Road. This is a sandy, double- track, 4×4 road that’s got a ton of creek crossings through the Arrow River and plenty of potholes. You need to be diligent and, as the day takes its toll, that’s not always easy. The road is quite remarkable and it’s astounding that it was built back in 1884. I battled the sandy base – and my gritty drivetrain – down the road. For a more challenging finish to the day, an alternative miner’s track is available, marked with orange DOC triangles. It’s exposed, overgrown and not for the faint-hearted, but it’s there for anyone brave enough to seek it out – not us on this occasion! On reaching the Norman Spencer bridge and a few more signs of civilisation, the trail narrowed, with a few stairs to climb. We again rode through dense bush and past plenty of waterfalls leading us back to Arrowtown. The experience of the day mixed with tiredness and joyfulness, and my gratitude to those who have opened up this part of our country for us all to enjoy.
Abus Airdrop MIPS Helmet
Words Lester Perry
Image Cameron Mackenzie
RRP $579
Distributor Southern Approach
Full-face helmets underwent a revolution a few years ago, splitting camp. One took the full-gas, maximum protection, downhill helmet route, and the other headed down a more Enduro-focused, breezier, lighter-weight but marginally less protective road.
Although still popular with the Enduro crowd, lightweight full-face helmets are being snapped up by eMTBers all over the globe; the extra protection offering more peace of mind should a 20+kg bike smack you on the head during an accident.
The ABUS Airdrop MIPS hits my test scales at 804g, putting it towards the heavier end of the lightweight full-face category; however, as with most things, the scale alone doesn’t tell the entire story.
Internally, we find a traditional MIPs liner; it’s well-fitted to the shell and under regular use there is no noticeable movement between the EPS shell and MIPs liner. On the rear, we find a familiar dial adjust for a customised fit, although there’s no vertical adjustment to the harness, so it may not suit all head shapes perfectly. The internal padding is soft on the skin, and cheek pads snap into place simply and are easy to remove should you want to during a long, hot liaison – or for cleaning. The inside of the chin bar is lined with closed cell foam to help soften the blow should you take a big front on impact. This padding wraps up the shell slightly in a section in line with the wearer’s collarbones; the theory is to blunt the helmet’s impact on your collarbone should they make contact during a big crash. I haven’t put this feature to the test, but it does seem like it would work. The closure is a secure, tried and true, classic double-d-ring style; a somewhat fiddly but proven system.
A fashionably large and adequately adjustable visor is bolted in place but designed to “break away” in the event of a crash, drastically reducing its leverage on a wearer’s neck. The visor itself seems sturdy and has stood up to a bit of abuse; less could be said about many, more brittle visors out there.
Having reviewed other ABUS helmets previously, I went for the same S/M size, with a 52-58cm size range. The Airdrop is certainly a snugger fit, though, and I had the adjuster wound the entire way out. Even then, I found the shell was only just large enough for my head. Without trying it, the larger L/XL size shell would have been quite a step up, and I like the comparatively slim silhouette of the S/M size. Provided my head doesn’t grow then this size is comfy enough.
I was surprised by how much airflow the helmet offered, particularly considering the traditional MIPS liner usually disrupts airflow. The combination of large frontal air intakes, the strategically placed internal channelling, and the large rear exhaust ports worked exceptionally well.
I was surprised by how much airflow the helmet offered, particularly considering the traditional MIPS liner usually disrupts airflow. The combination of large frontal air intakes, the strategically placed internal channelling, and the large rear exhaust ports worked exceptionally well. I could feel the air passing over my head, even on muggy late spring days; I found it more breathable than some helmets I’ve worn with more vents. Vents just above the ears are a nice touch, offering virtually uninterrupted sound, so you can easily hear your mates yelling at you to “get off the brakes!” Or maybe that’s just me?
I’ve yet to come across a full-face that doesn’t work well with goggles, and the Airdrop is no different. However, depending on how large your goggle frame is, there may be limited space from the top of the frame to the forehead of the helmet, so it’s worth checking whether your specific setup would work. Not all full-faces play nicely with glasses; however, should you want to go down that route, the two work just fine together on the Airdrop.
The Airdrop meets all the necessary safety standards here in NZ, but I wonder how much it exceeds them by? It’s something we’ll never know. Still, with fewer vents than some popular models and more ‘meat’ (and consequently weight) across key areas, my bro-science would tell me that this helmet may lean further toward a downhill helmet than some brethren. I won’t delve too deep into the subject, but there is a sticker inside the lid touting that ‘the chin bar meets ASTM F1952 Standard Certification’; essentially a certification for downhill helmets that are tested to a higher level than the usual standards we see.
The fact ABUS claims the chin bar passes this certification leaves some grey area as to whether or not the entire helmet meets the standard. This standard is tested across an entire helmet, not just a single area, like the chin bar. The bottom line is, the helmet is more than sufficient for its use case, and there’s some added comfort in the fact it also meets at least some of the ASTM F1952 standard.
I’ve been impressed with the ABUS Airdrop. It’s light enough, plenty breezy, has some nice features, and looks unique amongst all the popular models seen out on the trails. I’ve even had several questions and comments about how good it looks!
The fit won’t suit everyone, so if you think you’d be on the crossover between sizes, be sure to try both to ensure the best fit.
Deathgrip Down Under
Words & Images Cameron MacKenzie
A look behind the curtain at one of this year’s biggest feature films, filmed in our very own backyard.
Clay Porter and Brendan Fairclough are two names synonymous with mountain biking – both having been influencing the way the sport is seen for close to 20 years each. Whether it Clay’s signature film making, or Brendan’s ability to blown up turns, with the internet it was inevitable they’d one day collaborate on something big and stamp their mark in the history books. Well, they did, all the way back in 2017, with the release of Deathgrip.
Since then, though, everyone’s been asking if there would be a second film – and finally, here we are. Deathgrip 2 is in the bag, and beginning to premiere all round the world, so it’s time to pull the curtain back on their first New Zealand segment.
The whole basis of Deathgrip is Brendan riding with like-minded riders, some of the best in the world in their respective areas, ripping the side- knobs off of some of the best trails and features you’ve seen. It was a no brainer that Bren would look to his long-time friend, Dave McMillan, and his hometown of Queenstown, to shoot a segment for DG2.
Dave, an owner of Flux Trail, was poised particularly well to pull off something epic for the film, with Flux Trail having their own private compound tucked away in an undisclosed location, and the resources to build anything they please.
What Dave managed to create was only fit for an all time crew – Olly Wilkins, Brendan Fairclough (also riding), with Clay Porter, Rupert Walker and Chris Seager on the dad-cams.
Over the course of four days, the team set to work “stacking clips”, filming every feature from every which angle – blending a lot of modern day techniques and angles together to create an experience for the viewer that will truly wow and inspire. Sun up to sundown is often the order for projects like this, and Queenstown really turned it on.
Stay tuned for more information on a New Zealand premiere, and where to buy a copy of the film.
Weldtite Chain Lubes
Words & Image Lester Perry
RRP $19
Distributor Southern Approach
Weldtite has a storied history. Starting out in London in the early 1940s, it initially manufactured and supplied puncture repair kits to British and Canadian paratroopers who, once on the ground, were getting about on folding bikes.
Eventually outgrowing its facility, Weldtite shifted to Barton, by the River Humber in North Lincolnshire, where it continues to develop and manufacture a wide range of bike maintenance products, to this day.
A lot has changed in the world of chain lubricants over recent years. New formulations, wet, dry, light, drip or melt; there’s now a lube for whatever style of bike you ride and whatever conditions you ride it in, not to mention options for both human and electric assist bikes as well. Whatever the style of lube or the name on the label, they’re all attempting to achieve the same goals: quieten the drive train, increase its efficiency, maximise its lifespan, and not attract contaminants.
I’ve spent a few months comparing the merits of two similar – but distinctly different – Weldtite chain lubes. Using multiple bikes and varied trail conditions, I’ve garnered a good understanding of each lube’s drawbacks and benefits.
Weldtite Ceramic Lube
This is an all-weather lube with ceramic additives for optimal efficiency, helping to conserve precious watts and decrease drivetrain wear. Its low viscosity allows it to penetrate right into the links of the chain, and its various additives bond to the chain’s surfaces, creating a hydrophobic barrier to resist water and contamination.
It’s reasonably light and has a runny consistency, so care was needed while applying it. I found it easy to overdo it, leaving the entire drive train susceptible to build-up of dirt and other contaminants. It literally only takes a small drop on each chain link to do its job. Once I figured the sweet spot between ‘too much’ and ‘not enough’, this lube was great. As with other lubes, one key to gunk-free riding is to begin with a completely clean system (chainrings, chain, jockey wheels), then apply the lube, leave it to sit a few hours, and finish by giving the chain a thorough wipe to remove any excess sitting on the outer surfaces.
In dry conditions, the drivetrain stayed clean, smooth, and quiet for many rides, with minimal gunk on the chainring or jockey wheels. I’ve been surprised at how well the lube has lasted; it could go multiple rides before needing to reapply. In wetter conditions, I found it didn’t last quite as long, although the bonus in the damp was how little grime the drivetrain collected, certainly less than many lubes I’ve used.
On a mountain bike, I’d reach for this lube over the summer, in dry to variable conditions. I’d run this lube year-round on a road or gravel bike.
I’d say it’s a jack of all trades, master of none.
Weldtite All-weather Lube with Teflon™
This lube is designed to excel when the trails or roads are wet, or rain is falling. It has a marginally thicker consistency than the Ceramic lube but is still quite runny. The All-weather is a bit stickier than the Ceramic Lube, closer to a more traditional ‘wet’ style lube. Weldtite tells us the lube is enhanced with a ‘Teflon Surface Protector’ to assist in repelling water and contaminants.
A light application is vital – it’s not as sticky as some all-weather lubes, but if there’s much on the outer surfaces of the chain (or overspill on chainring or jockey wheels), these areas attract contaminants. As with the ceramic lube, I began with a clean chain and applied a thin layer across the chin, leaving a few hours to wipe off any excess before riding. With such a small amount needed per use, the 100ml bottle should last even the most frequent of riders for a long time.
Amongst my normal cruising around, I rode this lube on one big (by my standards) overnight mission – some 19 hours of riding split in two by a particularly broken sleep in a roadside shelter…. but that’s a story for another time. Across multiple surfaces and trail types, from groomed gravel to stodgy mud, my drivetrain got a good workout and offered a real-world glimpse of what this lube is all about. There was no sign of the chain drying out, and at no point did the drivetrain seem like it needed more lube, staying quiet for the entire ride. By the time I rolled back into my garage at home, there was some buildup of contamination on the chainring and jockey wheels, although it was not a concern given the conditions and hours ridden. Had I taken the time to give the chain and jockey wheels a quick once over after my first day of riding, I could have saved some precious watts being absorbed by some of that buildup.
Given its chequered reputation, it would be remiss of me not to mention the use of Teflon (PTFE) in chain lube. A portion of the bike industry is removing PTFE and related compounds from their products, claiming no justifiable case exists for their continued use. A solid body of evidence shows that the PFAS used in the manufacture of PTFE, and the PTFE itself, are growing global health concerns. Both compounds are termed ‘forever chemicals’ and cannot completely break down in the environment. There’s a host of studies and evidence online if you’d like to know more about why this is a concern.
So, where does that leave me with the Weldtite All-weather chain lube? I’d say it’s a jack of all trades, master of none. This lube quiets the drivetrain, withstands terrible weather, and lasts well, but the drawback is that it picks up a bit more muck while doing its slippery job than some lubes targeted toward more specific conditions. This could be right up your alley if you’re keen on one lube to use across multiple bikes without matching lube type to conditions.
The Alternative Volunteer Collective
Words Lester Perry
Images Dominic Blissett
The underground trail builders shaping Christchurch trails.
The winter of 2022 was excessively wet, and the Christchurch Adventure Park (CAP) was frequently closed on weekends to preserve the trails. The closures gave CAP riders two options: get grumpy about the park being closed, or take advantage of closed (and consequently, empty) trails to improve them; making lemonade from lemons. Aaron Hogg had a crew of volunteers regularly digging on a Sunday morning, but only some of the people keen to be involved could make that timing work, leaving the door open for a second volunteer crew to get together.
Mark Stewart, Jeremy Burke, and Hamish Petty identified a part on the 3rd Base trail that they thought needed fixing, so they took it upon themselves to get it sorted. Despite not initially informing Aaron, Mark flicked some photos of the completed work through to him, and he was understandably stoked with their efforts and encouraged them to continue their mahi. This tight three-man crew formed the foundation for the Alternative Volly Collective (AVC), and they began to attract more volunteers to their dig sessions.
CAP remained unaware of their work throughout the rest of 2022. Mark, Jeremy and Hamish’s riding mates, as well as members from Aaron’s digging crew, began joining their efforts and spreading the word outside their immediate circle by using Instagram to showcase their maintenance work, attracting more members and expanding the crew to a current total of over 50!
By 2023, the group’s relationship with CAP became more formal, and they requested to be kept up-to-date with planned work so their patrol team could ensure adequate signage was in place – safety first and all that.
Securing funding from GC Super D (via Gravity Canterbury) and with assistance from the Ground Effect slush fund, the AVC has been able to fund additional tools for their projects. Their impactful work has extended beyond CAP, with several members contributing to dig days across the hills in Victoria Park, further north at Middle Hill, and on the hallowed grounds of the Craigieburn Forest Park trails.
If there’s a trail to build or maintenance to be done, the AVC is now big enough that it’s highly likely a mighty group can assemble and lend a hand. Many hands make light work, and enjoying the fruits of their labour is all the pat on the back they need.
If there’s a trail to build or maintenance to be done, the AVC is now big enough that it’s highly likely a mighty group can assemble and lend a hand. Many hands make light work, and enjoying the fruits of their labour is all the pat on the back they need.
Key AVC Member profiles:
Name Steve Adams
Age 36
Rough number of dig days with the AVC? 25 digs
How did you end up as part of this trail-building crew?
I met Mark while out digging with Aaron Hogg on ‘Pork and Puha’, and asked to join his regular digging crew (AVC)
What’s your favourite trail that you’ve worked on? Addiction
What motivates you to keep going to dig days/sessions?
I work in an office all day so it’s good to be outside in the evenings and great to be improving trails that I like to ride.
What is the most rewarding part of being part of a crew like the AVC?
When you overhear people on the lift talking about how much better a repaired section of trail is, knowing you helped with it.
What do you think you’d most like the AVC to be known for?
Having a good time while improving the local trail network.
What’s a hot tip or technique you’ve learned that helps with trail building?
A reciprocating saw is great for removing root balls.
What would you say to people in other areas who are keen to get a trail-building crew going?
Talk to your local club or trail network owner and ask how you can help out. Start small and build up from there.
Anything you’d like to add?
Come and join the AVC, do a bit of digging and drink a few beers!
Name Sarah Mabin
Age 23
Rough number of dig days with the AVC?
Maybe 25?
How did you end up as part of this trail-building crew?
I saw some work that was done on a few corners on ‘Pork and Puha’ last winter and found out it was done by the AVC through a friend that helped with the digging. I was keen to be a part of it, since it made those corners so much nicer!
What’s your favourite trail that you’ve worked on?
Probably Wasabi 2.0 What’s your favourite trail in Christchurch? My all-time favourites are Gung Ho at CAP (specifically the top half) and Pedos into Wazzas at Vic Park
What motivates you to keep going to dig days/sessions?
You know that each dig helps to get rid of NREs (Negative Rider Experiences) and make CAP better for everyone!
What is the most rewarding part of being part of a crew like the AVC?
I’ve met so many people I wouldn’t have otherwise! Everyone is out here to help, and it creates a feel good vibe! And another perk is sampling unfinished trails!
What do you think you’d most like the AVC to be known for?
The people in the AVC are absolute legends and volunteer an incredible amount of time and effort into the CAP trails! Their work shouldn’t go unnoticed!
What’s a hot tip or technique you’ve learned that helps with trail building?
I’m not as physically strong as some of the guys but it’s all good because the weight of the tool does most of the work for you. And of course; to stay hydrated, it is the AVC way after all! Digging isn’t just for the guys! Would love to see more girls out in the Chch digging scene! I had no idea about trail building when I started but there’s always a friendly face willing to guide you if you’re unsure what to do.
We move a bit of dirt, listen to some tunes, bounce a bit of banter, smash a few tins and we get to ride our own work when we’re done.
Name Mark Stewart
Age 50!!!
Rough number of dig days with the AVC? >100
What’s your favourite trail that you’ve worked on?
The full rebuild of Kama Sutra. We had some challenges with rain events and having to rebuild sections twice, but it runs so good now. And the start of the Crankworx DH line that was never used due to the latest fire.
What motivates you to keep going to dig days/ sessions?
Removing NREs. Everyone complains about them, but few do anything about it. We have just been maintaining trails over the last couple of years but are about to start on a brand- new trail which will be an exciting challenge.
What is the most rewarding part of being part of a crew like the AVC?
Getting out and making a difference to the local trails and hearing the positive feedback from riders after we have fixed\improved part of a trail.
What do you think you’d most like the AVC to be known for?
Being a focal point for people to get involved in digging their local trails. I guess it could be hard to get involved if you don’t know who to contact or you don’t have any experience. Anyone can message us if they are keen; all are welcome.
What’s a hot tip or technique you’ve learned that helps with trail building?
Get lots of tools!! You can never have enough of them
What would you say to people in other areas who are keen to get a trail-building crew going?
Get in touch with whoever manages the land where you want to dig. Get on the socials, it is the best way to reach a wider audience than your normal riding circle. Over the winter months, if you can’t ride due to the weather you might as well dig! You never know, you might really enjoy it.
By 2023, the group’s relationship with CAP became more formal, and they requested to be kept up-to-date with planned work so their patrol team could ensure adequate signage was in place - safety first and all that.
Name Hamish Pretty
Age 45
Rough number of dig days with the AVC? 40+
How did you end up as part of this trail-building crew?
I’ve been with the AVC since the beginning, before it even had a name. My first dig was with Mark Stewart and Jeremy Burke for a repair session on Rake n Bake one Sunday after the chairlift closed early due to poor weather.
What’s your favourite trail that you’ve worked on?
Pork and Puha. It was always a favourite track, and a track the AVC really took ownership of in our first season. It started with some repair and grooming then, as we gained the respect for sensible building, we started adding new lines and extra features into the trail.
What’s your favourite trail in Christchurch?
Choccy Milk. It’s got a bit of tech, lots of doubles and it’s non-stop busy. You’re working for it, always lining up the next feature, never just riding along.
What motivates you to keep going to dig days/ sessions?
Digging has always been a part of the culture that goes with riding bikes. If you want mint trails, pick up a shovel and help out. We move a bit of dirt, listen to some tunes, bounce a bit of banter, smash a few tins and we get to ride our own work when we’re done. The experience is always fun and rewarding which is why the group is constantly growing, it keeps myself and others coming back for more.
What is the most rewarding part of being part of a crew like the AVC?
As part of the AVC, I’m rewarded with the satisfaction of riding the trails we have worked as a team, but the best part of being in the AVC would have to be all the great people I’ve met who I now know as friends. Come riding day, I dare say, the AVC is the biggest riding group on the hill and I’m proud to be a part of it.
What do you think you’d most like the AVC to be known for?
I’d like the AVC to be known as the dig crew that makes trails great again.
What’s a hot tip or technique you’ve learned that helps with trail building?
Hot tip: strap your hand tools together for easier transportation onto the hill. Wear leather gloves and keep your eyes covered if you’re smashing rocks.
What would you say to people in other areas who are keen to get a trail-building crew going?
Talk to whoever’s in charge of the land so your work is accepted and appreciated; invite people onboard, as you’ll need the help; keep it fun so people return for more; post on social media to spread the word.
More recently, the AVC established a new lower half of one of the favourites, ‘Wasabi’, which had been abandoned after a huge storm blew over many trees, making it impassable. With some direction and help from our mentor trail builders, Aaron Hogg and Richard Goldsbury, the AVC got stuck in and the new trail was forged. Since we made it to the valley floor and had an exit, three more abandoned trails – Captain Torpedo, Drainpipe and SMC – were reworked and have been brought back to a rideable state. All four trails are awaiting park sign off to be returned to service. The Dual Slalom has recently been cleared by the AVC after being overgrown with gorse for years, and we held an unofficial race on it early in May. Our focus has now moved to the creation of a new blue line on the open side of the hill. From a couple of riding buddies fixing blown out berms, to a 50+ strong crew building race tracks and new lines, the AVC has come a long way in a short time. The AVC wouldn’t exist if it wasn’t for Mark Stewart – he was there from the beginning, liaises with the park, attends most of the digs, records all the attendees, logs the dig tally for the reward scheme, posts the work onto social media tagging all the attendees, and he rides the tracks when they’re done. He is the boss!
As part of the AVC I’m rewarded with the satisfaction of riding the trails we have worked as a team, but the best part of being in the AVC would have to be all the great people I’ve met who I know now as friends.
Name Lucy Moore
Age 14
I have recently started helping at dig days and am really enjoying it. I ride lots and wanted to help out. I saw some posts on Instagram and heard about it and reached out. I have really enjoyed working on the dual slalom track and it was super cool to see people racing it on recently.
My favourite trails in Christchurch are Pork ‘n Puha and Addiction at CAP, and RAD and Pedal Fine in Vic Park. Trail building is super rewarding and I like to know I am helping contribute to having cool trails to ride.
For me, the most rewarding part of being in a trail crew like AVC is being able to develop a track and step back at the end of a dig and see how much you have done. I am still learning the ropes but am super keen to head out for a night’s building.
Name Nick Sutcliffe
Age closing in on 49
How did you end up as part of this trail-building crew?
I’ve been running a winter dig session in CAP for several years. People come and go but we have a pretty small, solid crew who always turn up. Working with the AVC crew means we have more people digging and can basically get more done. We wouldn’t have finished our trail last winter without AVC.
What’s your favourite trail that you’ve worked on?
We worked on Rere Pia with AVC last year – worked out pretty well.
What’s your favourite trail in Christchurch?
Quite enjoying a mix of Karma/Shred/ O-zone at the moment. Otherwise, one of the old school DH tracks.
What motivates you to keep going to dig days/sessions?
Just enjoying creating trails.
What is the most rewarding part of being part of a crew like the AVC?
Everyone’s so passionate!
What do you think you’d most like the AVC to be known for?
Supporting CAP as it continues to grow.
Check out the @Alternative_Vollie Collective on Instagram for details of what they’re up to and dig session details.