Review: Smith Wildcat Review
“The clarity from these is top-notch and I found it great for use in areas of medium to bright exposure.”
Glasses are a critical piece of cycling kit for me. Am I the only one whose eyes water as soon as I’m rolling faster than about 5km/hour? Because of that, I basically never ride without glasses – which suits me fine as, on the odd occasion I don’t have them, I seem to get something flicked into my eyes anyway. So yeah, glasses are my friend. As a result, I was stoked to be able to try out a set of new Smith Wildcats.
The Wildcats are one of Smith’s latest offerings and feature a massive wrap-around lens. Smith has a reputation for high-quality eyewear and lots of experience making goggles, and the Wildcats almost come across as a strapless, frameless (almost) pair of goggles. The pair I tested were the matte black frame with the ChromaPop black lens. There is a clear lens in the box, as well. The black lens features Smith’s ChromaPop color enhancement technology and is finished with a light black mirror. The clarity from these is top-notch and I found it great for use in areas of medium to bright exposure. They’re probably a bit dark for a dense forest on an overcast day but, generally, I found them just right for daytime riding. I even took them skiing for a day and they did the job just fine there too. The frame is a hybrid TR90 and TPU frame, it’s got a lightweight feel but still feels solid. The hinges have a satisfying notch as they lock into place. Changing the lens is dead easy – just flex the upper frame up and the lens easily flexes open and wiggles past the side mounts. It’s worth noting, a red mirror lens is also available.
Fit wise, I find the Wildcats to be supremely comfortable. The nose piece has two positions – narrow- wide adjustment – as well as the ability to slide vertically a fraction as well. Both narrow-wide positions fit me fine; the tighter position just sits the glasses out a little further, and with the wider position, they sit a little closer to my face. I’m actually still not sure which one I prefer. Both the nose piece and the arms feature Smith’s hydrophilic megol rubber, which is grippy and comfortable. I found they stayed in place on-trail perfectly. I loaned them to a friend who found them to slip a bit, but I may have stretched the frame out a little by that point. Whether he’s small headed, or I’m big headed, I’m not sure – I didn’t ask my friend for his opinion. I happen to ride a Smith Forefront helmet and, no surprise, the glasses integrate really well with that helmet. I also tried them with a Bluegrass Rogue, and they fit fine too. The arms are quite long but they don’t seem to get in the way of my helmet, which is great.
At 135mm wide and 62mm tall, these are some of the biggest glasses out there. I’d say I have a normal sized head and don’t generally wear massive glasses, but I liked the fit and look of these. This larger size meant, for me, they offered great protection from debris and also kept the wind flow (that makes my eyes water) well out of the way. Despite being so big, they only weigh 32grams – so don’t let the big size put you off. Glasses this large tend to have a bit of a ‘look at me!’ vibe about them, but I found that the matte black kept them a bit more understated, which I personally prefer. You can always add the fire-red lens if you want to stand out in the crowd. The Wildcat’s come supplied with a sturdy, hard case so they are well protected when you’re not wearing them as well. All in all, a great set of glasses that ticks all the boxes – recommended!
Review: Lance Pilbrow
Distributor: FE Sports
RRP: $315
Review: Giro The Latch shoe
“The ‘fast-drying Microfiber upper’ really does what it says on the box...”
Contact points: where you connect with your bike, and your bike with the trail. Contact points really are the most important points to consider when you’re looking at making improvements to your riding and set up. Well, they are the most important to me, anyway.
Giro has released their new flat pedal mountain biking shoe, The Latch, with a casual yet stylish look, in a range of low-key, subtle colors. And these shoes are surely going to be a hit, based on looks alone.
The build of The Latch is sleek and tidy, and you get the feeling it has been constructed to withstand the beating of back-to-back laps and day-long missions in the mountains. With an easy-to-clean exterior, there are no awkward creases or joins to try and dig dirt out of; all that is needed is a quick wipe down, post-ride. I rode these shoes in all conditions to try and give the best review I could, and one thing that did really impress me, was just how fast they dry out after being completely soaked. I am really not a fan of putting my dry feet and socks into wet shoes in the morning. When I checked on these shoes the next day, after a soaking wet ride, they were just about dry and all I did was kick them off into the laundry room! The ‘fast-drying Microfiber upper’ really does what it says on the box....
Alrighty, moving onto the fit: I have pretty wide feet, and have always struggled with finding shoes that accommodate these flippers of mine. When I first slipped these bad boys on, I was pleased as they were very comfortable and cushioning. Unfortunately for me, after about half an hour, my feet felt hot and uncomfortable from being ‘ever-so- slightly’ squeezed. To remedy this, I loosened the shoes right off, which did help, but I was still experiencing that feeling of tightness. Like I said, I do have quite a wide foot (at the widest point it’s 11cm). So, if your feet are similar to mine, you may experience this same feeling.
Now for the ride feel: ‘Tack’ is such an appropriate name for the new rubber sole from Giro, as it gives a great connection between you and the bike.
I first rode the Giro Latch with a pedal I usually run, but its pins are not quite as sharp as those on my other set. My experience with this set up was frustrating at first, as I felt that the new Gamma tread pattern was not quite deep enough. An example from one of my test runs, was when I was pushing it through rooty sections of trail and – even with the Mute foam mid sole – I was finding I had to adjust the centre of my weight forward to feel more secure on the pedal, which was then changing the way I rode my bike. It didn’t feel bad, however, it was just different.
Giro mentions on their website that The Latch have a ‘new fit that brings the foot closer to the pedal and flattens the sole profile’. Perhaps what I had experienced was a result of this.
But what if you don’t want your foot ‘closer to the pedal’? Enter pedal number two.
With the pairing of sharper pins and the Tack rubber sole, I found I was able to maintain the position I am most comfortable in – and with full confidence too! The pins were all I needed to really get a good feel of The Latch. I could push in, turn and pop out without feeling like I had to scoop with my feet to bring the bike with me. The connection between the shoe and the bike is super confidence inspiring; I felt I could really put the bike wherever I wanted and it wasn’t going to disappear from underneath me.
The comforting, quick-drying upper of the shoe paired with the cushioning mid-sole and the tacky rubber sole, is all wrapped up in a tidy and subtle aesthetic. The new Giro Latch flat MTB shoe is definitely worth considering if you need to replace your worn-out riding shoes, or if you are looking to make an improvement in your riding. Consider you connection; are you ‘Latched’ on?
REVIEW: SAM TODD
DIST RIBUTOR: WORRALLS
RRP: $269
Review: Reserve Fillmore Tubeless Valves
“Great design, doesn’t clog, and makes seating a tubeless tyre with a floor pump a bloody breeze.”
Look, perhaps this isn’t the most exciting product on your bike... but hear me out! Valves have stood the test of time over generations of different bicycles – but they haven’t really been updated since way back in the 1920’s. Basically, there are two types of valves out there: Schrader and Presta. I won’t bore you with the details – and quite frankly I don’t have the space! – but the Presta valves are the most popular, basically stemming from the early days of road racing. It wasn’t until the mid-2010’s, when tubeless started to arrive on the scene, that a tubeless valve with removable cores came along. I hope I still have you, because I really want to tell you about the Fillmore and how it aims to change the game, creating a new type of valve from anything we’ve seen previously.
As rims and tyres get wider, the smaller diameter of Presta valves with valve cores have become the norm – but the sealant clogs, and he Presta valve makes it hard to get air through to seat the bead on a tubeless tyre. Sometimes, it’s near impossible – I’ve definitely had a few shouting episodes in the garage, trying to seat tubeless tyres. Fillmore tubeless valves aim to change that with ‘high flow and no cog’ – meaning my missus hopefully won’t have to come into the garage to find out what all the shouting is about...
The Fillmore tubeless valve works using a poppet valve. Most commonly used to control gas or vapor, a poppet valve consists of an aperture that is opened and closed by raising and lowering a disc-shaped seal onto the opening. In this case, the opening is at the valve’s base, inside the rim, so when it’s closed, no sealant can penetrate the valve stem. And, when it’s opened, the air volume is unencumbered by a core or other parts. The Fillmore accomplishes this by using a single steel plunger with an O-ring that’s pulled onto the valve base when the cap is tightened. It’s also pushed into place with air pressure. I know this seems simple, but it works well.
So, before I move on, let’s just state that these valves will cost you – a lot! But they’re a game changer and if they last forever then I’m happy to pay my hard-earned dollars. There’s a Lifetime Guarantee, too. The valves are made of intricate parts, so the cost is justified.
I laced these up to a set of Zipp Moto 3Zero Moto wheels. Normally, I’d remove the valve core and then charge up the air chamber in my tubeless pump to get the tyres to bead the rubber onto the rim. It needs a big blast of air to push past the small and clogged valve to bead up. The Fillmores were different, I pumped maybe four times quickly and the tyres caught a seat straight away. No shouting – so far – and flawlessly simple. There’s another addition to the design, which is the ability to precisely bleed air using the cap. This means that if you unscrew the cap a few turns, you can then simply tap or press it to let air out of the tyre in a controlled manner. This is a super handy feature and ensures you can get the right pressures based on the terrain you’re riding.
In the short time of testing, I’ve found no issues with these valves. I did think maybe losing the cap would cause air leakage, so took one off for a rough trail. But, no drama or air leakage occurred. After a month or so, I wanted to see if the sealant had clogged, so I deflated the tyre and looked. There was minimal residue – which is bloody impressive. I’m astounded that this hasn’t been thought of before, as this industry moves at great pace. The Fillmore valves are the answer to a question you may not have known you had but, once answered, makes your life so much easier. Plus, it helps you keep your angry shouting at bay. Great design, doesn’t clog, and makes seating a tubeless tyre with a floor pump a bloody breeze. Ok, so they’re on the pricier end of the scale, for valves, but after using them I doubt I’ll go back.
REVIEW: LIAM FRIARY
DISTRIBUTOR: HYP ERFORMANCE HARDWARE
RRP: $85
Review: Smith Session Half-Face Helmet
“The visor has three positions, allowing you to stow your goggles when you don’t need them.”
Most of us have had the Smith Forefront helmet out on the trails ever since it was released. Until recently, I thought it was the only offering Smith had in the MTB trail helmet range. I was wrong. Enter, the Smith Session. This helmet is packed with many of the same features as the pricier Forefront but comes in at a more affordable price. Call it a ‘mid- range’ trail helmet, if you will.
The Session differs in looks to the Forefront, with a design that is similar to a more classic MTB helmet. I’ve got a pretty small head, and those out there with the same issue will know how hard it can be to get a helmet that fits nicely and doesn’t make you look like a walking mushroom. This is where Smith have hit the nail on the head. The base sizing of the helmet (small) was great for me, and there is plenty of adjustment available with both a ratchet clicker and the ability to move the helmet’s internal ‘cage’ to dial in the fit. While the size and fit were great, I found that when riding more techy and rough trails (where your head moves around a lot) the helmet felt like it needed to be tighter than my initial fit. But that was an easy fix!
In terms of coverage, the helmet covers everything that needs to be covered – from the front to the back. The Session is paired with MIPS and Koroyd, making for a confidence-inspiring ride. It just makes you feel safe. There are plenty of vents (15 to be exact) to ensure your head stays cool while riding and not once did I feel like that was too much.
One of my favourite features was the integration with the Smith Flywheel glasses, which I was also reviewing. My previous helmet did not have any ability to store glasses, and I have often found myself forcing them in while riding – which usually ends up with the glasses damaging the helmet and not staying put.
This feature is a game changer for those bigger missions when conditions change or you don’t want to wear your glasses any more. Simply take them off and slide them into the specially designed glasses port. They fit snug and secure, which means peace of mind for you. I am certain this would be the same for most other riding glasses on the market, but I found using the Smith glasses was seamless. If you ride goggles with your half-face, there are options for you too.
The visor has three positions, allowing you to stow your goggles when you don’t need them.
Overall, the Smith Session is a stylish helmet that boasts the best protection a helmet can offer, while packing a punch for its price. The Session is far from a ‘mid-range’ trail helmet and I’m looking forward to spending the rest of summer riding in it!
REVIEW: WILL KEAY
DISTRIBUTOR: SPORTIVE
RRP: $299
Review: Smith Mainline Full-Face Helmet
“Smith have taken no shortcuts when designing the Mainline. Everything feels durable and safe.”
Lightweight full-face helmets have become commonplace in the last four or so years. Pretty much every brand has one. Somehow, I’ve managed to own two lightweight full-faces from other brands in the last few years, and I’ve noticed a few commonalities between them. Every brand attempts to balance the following attributes: safety, comfort, weight and looks. Smith were a relative latecomer to the party, with their Mainline helmet. However, there is good reason. The Smith Mainline helmet strikes the balance of all four attributes perfectly and, in my opinion, takes the cake of the helmets in this category.
The Mainline boasts some wicked features. For starters, Smith have had an ongoing relationship with Koroyd for many years now. The Koroyd system has a series of integrated impact absorbent tubes that form part of the protective shell and, in addition to this, the latest version of the Mainline also offers MIPS. This gives the helmet a double tick for safety. The helmet is topped off with an adjustable visor and is fully ASTM F1952 downhill certified.
Smith have added the ‘AirEvac’ system to the Mainline, and this comprises 21 air vents that offer a supreme ventilation system. The vents at the front of the helmet take in hot air and redirect it over the head and out the back. This keeps your head cool, but not too cold on cooler days, making for a comfy ride. The helmet comes with three sets of pads of various thickness. This allows the user to fine tune the fit, which is pretty important when you are protecting your head. The helmet doesn’t have a ratchet adjuster on the back like some brands, but in my opinion the pad options mean you can get the right fit around all areas of the head, ultimately creating a more comfortable and safer helmet. The pads are coated with an antibacterial finish, meaning they are less likely to degrade quickly and start smelling. A simple D-ring closure, traditionally used on DH helmets, keeps the helmet secure. Once I dialled in the fit, I had no issues with the helmet feeling loose or moving when riding.
People are really into how much helmets weigh these days. The Mainline comes in at ~770 grams which is not the lightest full-face on the market, however, it is packed with the safety features mentioned above whilst also being comfortable.
If I’m honest, once I had goggles on and was ready to ride, I didn’t notice the weight of the helmet; it still feels light. You forget it’s there and can even climb with it on, and you don’t feel hot and bothered like you do when wearing a traditional full-face.
The helmet looks good and rides well. It has good goggle integration and is contemporary and stylish but not too futuristic, like some others.
What I really noticed was that Smith have taken no shortcuts when designing the Mainline. Everything feels durable and safe, which is something I haven’t noticed with the other lightweight helmets I have ridden. Others will skimp in particular areas in order to save weight, compromise comfort and reduce durability. The quality of the Mainline is excellent and the finish is superb, making for a great looking helmet.
The Smith Mainline is a safe, comfortable, lightweight full-face that looks the part. What more could you ask for when putting your most valuable asset into it for each ride? This helmet would be top of the list if I was going to be buying a new full-face.
REVIEW: WILL KEAY
DISTRIBUTOR: SPORTIVE
RRP: $599
Review: Smith Flywheel Sunglasses
“The ChromaPop lens gives rise to better definition of natural colours and allows more clarity while moving. I’ve been sceptical about this sort of stuff in the past but, to be honest, it just works.”
I used to think riding glasses all served the same purpose: enhancing your vision while protecting your eyes. In recent years, we’ve seen an influx of styles which look as if they are from the ‘Back to the Future’ movie franchise. The Smith Flywheels are no different; they have a big lens that covers the majority of your face, with a variety of frame and lens colour options. I’ve been critical about the look of riding glasses for a while, but having the opportunity to review these glasses has really changed my perspective.
Smith are well known for their quality eyewear, so I had no reservations when asked if I wanted to review the Flywheel glasses. The Flywheel have been designed with a ‘modern meets retro’ look in mind. The frame is made from TR90 thermoplastic, giving rise to desirable attributes for mountain biking glasses: light, flexible and durable. Once I put them on, I realised pretty quickly that these modern riding glasses are made for the eye of the user. They are insanely comfortable and you get a full wrap around your face. The previous glasses I had would sit further down the nose, which resulted in light getting let in around your peripherals. The Flywheels hug your face in a good way, and there is also some adjustment in the rubber nosepiece so you can achieve the best fit.
The ChromaPop lens (which is designed to filter crossover between blue and green light, and red and green light) enhances the view dramatically. The science behind ChromaPop is that the retina (part of the human eye) struggles to separate these overlapping colour waves, so the lens acts as a filter to help separate them. In short, the ChromaPop lens gives rise to better definition of natural colours and allows more clarity while moving. I’ve been sceptical about this sort of stuff in the past but, to be honest, it just works. The lens is also smudge resistant and 100% UV resistant – all good things to have in a pair of mountain biking glasses. One possible downside, for some people, may be that the glasses don’t offer an interchangeable lens. I had no issues with the lens I selected, and there are a few options in the line-up, so just choose carefully when purchasing.
When riding, the glasses stay put and deliver an excellent field of vision, despite being labelled as ‘medium coverage’. They are not heavy on your face and even after several hours of riding I didn’t have numbness behind the ears or an achy nose (which I’ve had in the past, after several hours of riding). The arms on the glasses have locked hinges meaning they are super easy to take off when on the go, and they tuck nicely into the helmet (see my notes on integration in my Smith Session helmet review). Having read some other reviews of the glasses, I noticed some reviewers said the lenses fog up easily, however, I had no foggy moments and I’ve ridden these glasses in a variety of conditions where I would’ve expected them to fog up.
I found the Smith Flywheel sunglasses to be extremely comfortable, and I could easily wear them all day. The quality of the ChromaPop lens really does enhance your vision, making for an enjoyable ride. I highly recommend the Flywheel glasses for anyone who is looking for a pair of riding glasses that can be used in the wide range of conditions we have in New Zealand. •
REVIEW: WILL KEAY
DISTRIBUTOR: SPORTIVE
RRP: $180 (WITHOUT CHROMAPOP), $269 (WITH CHROMAPOP
Review: New Earshots
Listening to music while riding can be pretty polarising. People are either really into it: welcoming the addition of tunes to their riding experience, either hyping them up or calming them down depending on the trail at hand; or they prefer to hear the uninterrupted noise of their bike gliding across the terrain, saving all their headspace for the task at hand rather than drifting off, following the music, or podcast, to a different place or time. Of course, then there are those people with a boom box wedged in a bottle cage whilst out in the forest….don't be one of them.
I sit somewhere between the aforementioned camps, preferring the whooping and hollering of my riding crew when there are a few of us or, if I'm solo (which I am for the majority of my riding) it's a single earbud, with the spare one winding around a helmet strap to stop it swinging up and slapping me in the face.
Although I've ventured into the Bluetooth earphone world before, it's always been a struggle to tick the necessary 'boxes', so I keep reverting back to the white wired classics. What am I after? First off, they need to bang – like slap, you know, not distort under the pressure of a heavy bass line, but also stay crisp at the higher clean notes; they need to stay put while riding; they have to allow just enough of the outside world in; they must be comfortable enough and have enough battery to wear for long periods; they need to operate as singles (rather than requiring both sides to be 'on'); and, just as importantly, they shouldn’t cost too much because, well, who knows what's going to happen while you're out riding. I'm not really asking for much, am I?!
Just when I'd all but given up hope of being able to find my ideal riding earphone, in rolls the Kiwi-designed and owned Earshots. I started noticing a slew of new online ads about them and saw that a handful of Kiwi riders had been added to their team. My initial interests piqued again and, days later, I landed a pair of the newly released Generation 2 Earshots. The game changed, and I wondered if maybe I’d just found the solution to my audio issues?
Presented in completely redesigned and recyclable cardboard packaging, the Earshots keep it clean and simple. Everything you don't need can be tossed straight in the recycling, leaving you with a charging cable and the industrial-looking case containing the actual earphones (which also doubles as a charging dock) and nothing else.
Like every other classic Kiwi bloke, I ploughed in sans instructions and after enough trial and error, but no swearing, I got them to fit correctly. Once they were on my ears, I figured I may as well read the instructions to see if I’d missed anything of note. The packaging has brief, but concise, instructions printed on it but that had already been ditched in the recycling bin, so a quick Google and, voila, I was deep in the Earshots website reading step-by-step instructions on how to fit them easily (unlike how I initially fitted them). I absorbed a few more operational details, sussed what the button on each unit did (skip track, pause, take a phone call) and I was ready for some tunes. The lesson here is: save yourself some time and read the instructions first!
The ‘Shocklock’ magnetic clip comfortably locks the earphones in place and gives you confidence that they're not going anywhere. The magnet isn’t noticeable, just a gentle hug of the ear and they're staying put. Simple adjustability means you can tailor the bud angle to suit the shape of your ear and ensure a secure yet comfortable fit.
My phone was out of reach (playing 'Twinkle Twinkle Little Star' on repeat to get the kids to sleep - true story!) so I synced up to my laptop, cracked a coldie, opened YouTube and dove headfirst into an evening-long YouTube music wormhole. I started off with some Radiohead (In Rainbows Live From The Basement), and ended up with some Rage Against The Machine (The Battle of Mexico City) via Kendrick Lamar (King Kunta), Bon Iver (at AIR Studios 4AD/Jagjaguwar Session) and a bunch of other varied classics – see the full playlist below. This was a sufficient and eclectic mix to confirm the Earshots ticked the box when it comes to audio quality and pure sound pleasure.
When I’m not on the bike, I usually enjoy tunes on the over-the-ear headphones from the ‘Billionaire’ brand, for the full experience. Unfortunately, they're no good for any activity other than sitting still: on the stationary bike they get drenched in sweat, at the gym they fall off, and it's impossible to wear them mountain biking. But none of these are issues you'll strike with the Earshots. From a riding point of view, they do what they say on the box: they stay put regardless of how hard you’re “shralping”.
I'm honestly surprised how good the sound quality is compared to my regular headphones, there's not a lot of difference. I'm no audiophile but I know ‘good’ and ‘bad’ sound. Kendrick Lamar's 'King Kunta' has a deep bassline and the Earshots allowed it to truly shine where inferior units would crackle and pop; they certainly lean towards the more ‘bass-heavy’ end of the sound spectrum but, to be fair, that's what most of us are after when out riding, right?! The added bonus over many modern earphones, is that these don’t seal off the outside world completely, allowing some ambient sound to make it through to your eardrums.
While the Earshots have become my go-to earphones when doing any activity, they do have some small (but not deal-breaking) niggles. Getting them to sit just right on your ears does take some time to get right, the more you do it, the easier it becomes but they're not as simple as regular earphones to just throw on. The case does a great job of protecting the earphones, and recharging them while not in use, but it's pretty large. That's not a biggie if you're out for a normal ride, as you'll have ample battery life to get you through, but if you're on a multi-day, off-grid bike adventure (i.e. bikepacking) then you'll need the charging capability of the case, and if you're packing ultra-light you probably won't have room for it. I do wonder if the brains of the Earbuds, which sit behind each ear, might come into contact with some helmet straps depending on model and size? This is not something I’ve come up against personally, but might be worth keeping in mind. The only other feature which would be handy is a volume control on the earphones themselves, rather than needing to fish your phone from your pocket.
The bottom line is, if you like to ride with music or podcasts and you're still rolling around with wires between your device and your ears, you're missing out on the freedom, security, and audio quality of the wireless Earshots. Ditch the wires… even derailleurs are doing it these days.
Suggested bangers for your Earshots:
Radiohead - In Rainbows Live From The Basement
Shy FX - Roll the Dice ft Lilly Allen
Protoje - Who Knows feat Chronixx Shy FX Remix
Dub FX & Stamina MC - Only Human
MEUTE - You & Me (Flume Remix)
System Of A Down - Toxicity Live from BDO 2002
LCD Soundsystem - Someone Great (Live on Austin City Limits - Web Exclusive)
Bon Iver - Full Concert | NPR MUSIC FRONT ROW
Rage Against The Machine - The Battle of Mexico City
Distributed by Earshots
Reviewed by Lester Perry
Review: 100% Teratec Plus Elbow Pads
“I managed to avoid hitting any trees with my elbows, but with these on, I’m kind of tempted to give one a nudge anyway.”
Buying elbow pads is a bit like buying health insurance; you probably don’t really want to spend your money on it but, the moment you need it, you’re sure glad you did. 100% have a massive array of mountain bike specific protection on offer now, with four unique ranges depending on whether you like the full-on Iron Man level of protection, or something more understated that would fit in well at your local yoga class. Somewhere in the middle of all this is the Teratec+ range, and I’ve been putting the Teratec+ elbow pads through their paces for a few months now.
The Teratec+ are a full-sleeve style elbow pad. There are no straps or Velcro, just a stretchy mesh on the inner forearm and padding on the outer. The elbow pad is naturally curved, articulating just above the elbow which means that it moves nicely with your arm, without any pinching or bunching.
The main padding on the elbow and forearm feels a little like the G-Form style soft, putty-like, slow- rebounding material. Extensive googling couldn’t help me find out anything more about this but suffice to say, it feels sufficiently thick to stop the hardest of impacts.
Above and below the main line of elbow padding is a thinner foam pad, extending the protected area around your forearm as well as up and around the triceps area.
They feel like the most coverage and protection you can reasonably expect from an elbow pad that doesn’t utilise a hard plastic shell. Personally, I prefer pads without the hard shell as they seem to still offer ample protection for 99% of the scuffs that my elbows face, and get the benefit of increased flexibility and ability to form to your arm. There is also a band of silicone grip at the upper cuff to stop them sliding around.
On the trail the Teratec+ elbow pads felt great. The bend in the elbow feels just right and, after a few moments, I tended to forget they were even there – ideal really! The full-sleeve style is undoubtedly a hotter style pad than something that is really only covering a protruding elbow, but it does give a boosted sense of confidence on the trails. Riding in the spring and autumn, when temperatures are just a little bit cooler and the trails a bit more slippery, I think I would find myself wearing these frequently. The sleeve style helps them stay in place and they do a great job of not budging – even over the roughest terrain – without feeling restrictive. As luck would have it, I managed to actually avoid hitting any trees with my elbows during the review period but, with these on, I’m kind of tempted to give one a nudge anyway.
REVIEW: LANCE PILBROW
DISTRIBUTOR: FE SPORTS
RRP:$139
Review: Trek 2022 Top Fuel
“The Trek 2022 Top Fuel responds really well to rider input and, as a result, is simply really fast.”
The process of evolution involves a series of natural changes that cause species to arise, adapt to the environment and, sometimes, to become extinct. From walking on two legs to riding bikes and now having the ability to ride bikes off cliffs at Redbull Rampage shows how far we’ve come!
Just like us, bikes tend to evolve too; the Top Fuel we’ve had on review for the last two months is a perfect example of that. Previously Trek’s XC race bike that evolved into a marathon bike, it has evolved again, and Trek fans might be wondering just what exactly the new Top Fuel is now?
Trek’s Supercaliber, with exclusive IsoStrut shock, 60mm of travel and unique pivotless seatstays, sits in the XC race seat the Top Fuel used to occupy in Trek’s stable. This has given the Top Fuel the opportunity to evolve out of that same XC space into something new, and that’s exactly what it has done.
So, is it a ‘trail bike’? Is it a ‘down country bike’? Or is it just what we also thought a ‘mountain bike’ was?
Previous Top Fuel fans might even be asking, ‘has it evolved too far?’
In New Zealand, the Top Fuel will be available at eight price points. As mentioned, we’ve had the 9.8 XT model, worth $8849, but it’s also available in two alloy models which offer the most affordable entry points; the Top Fuel 5 at $3799. Entry into the carbon options is the 9.7 ($6599), going all the way up to 9.9 XX1 AXS Project One, for $15,449.
So, what are the key changes that have been made in the process of evolution? For 2022, travel in the rear ups from 115mm to 120mm.
To be fair, 5mm extra travel isn’t really much of a game-changer but upping to 120mm sends a signal that this isn’t, in fact, a slightly evolved XC bike – this is definitely an all-new Top Fuel. Making all that 120mm of travel work, is Trek’s ABP rear pivot system.
We’ve always been a fan of this system – the rear axle pivot rotates directly around the axle point, and this allows Trek to tune how the suspension reacts to acceleration and braking forces independently.
At the lower shock mount, Trek’s flip chip style geometry adjustment, the Mino Link, lets you fine tune your frame geometry ‘on the go’.
In reality, it’s not likely you’d be doing that out on the trail but in the comfort of your garage, where you aren’t worried about losing precious shock hardware in the dirt, you can flip the Mino Link. Stay in low for a slack 66-degree headtube angle. Flip it for a quicker 66.5-degree headtube angle and a 7mm higher bottom bracket for more ground clearance. All of that is driving the RockShox Deluxe Ultimate RCT shock.
Up front sees the new Rock Shox Sid Select+ 120mm fork. At upward of $8800, we’d really love to see the Sid Ultimate, which gets the benefit of the improved Charger Race Day, over the Charger 2 RL that come on the Select+. However, you still get the full carbon OCLV frame along with Bontrager’s Line Elite carbon wheels, and a full XT build kit from tip to tail, including the superb 4-pot XT calipers and a 10-51 tooth cassette. Everyone seems quite particular about which drivetrain team they are on, so Trek offer their 9.8 and 9.9 models in either SRAM or Shimano build kits.
Out of the box, we personally liked the matte carbon look with holographic details around the edge of the logos. It’s subtle, smart and stealthy. This is the cheapest option at the 9.8 spec level. It’s also available in gloss black with a red swingarm, but this is essentially one of their Project One custom paint jobs, and you’ll pay an $1800 premium to get it. That’s some expensive paint.
For us, the pick of the bunch has to be the striking red/purple/yellow fade on the 9.8 GX build. Sadly, that one carries the $1800 paint premium too so will set you back $10,649 total. With all that in mind, the matte carbon XT option looks pretty good. To be fair, the Project One custom paint options that Trek offer are pretty amazing and their paint configurator is also a great way to kill an hour – don’t say we didn’t warn you. It’s cool to see companies allowing this kind of customisation.
All the housing is internal, which completes the sleek look. Your tool kit is also internal! Or it can be, if you want it to be, with a handy tool storage compartment integrated under the bottle cage and a complementary Bontrager Bits pouch to wrap things in. We can now confirm that alongside a small tool kit, you can also squeeze a long cream donut – in case you’re worried about going calorie negative during a ride (who says we don’t do hard-hitting journalism here at NZ Mountain Biker?!).
At the bottom of the down tube there is a plastic armoring to protect the carbon, and a chunky rubberised chain- stay protector to keep things quiet. Trek fans will see the return of the Knock Block, now updated to the Knock Block 2.0, which keeps cables from getting yanked out in a crash and protects the top tube. The only difference being that it now provides an improved 72-degrees of turning radius.
Interestingly, for an XC- ish oriented bike, there is only one bottle cage mount. This seems strange, as this kind of bike seems perfect for longer rides and maybe even marathon races. With 120mm travel, 66.0-degree head angle, and 2.4” tyres, the Top Fuel is set (on paper at least) to be a pretty fun whip and, as we’ve been saying, firmly has its place in the ‘trail’ category. The question Trek buyers might be asking is, ‘is this basically just a new Fuel EX?’ Looking at the numbers, you certainly have to wonder if the difference is big enough? And, if you’re tossing up between the Top Fuel and the Fuel EX, which one should you buy? The Fuel EX is a 130mm travel bike with a 140mm Fox 36 fork. They’ve both got a 66-degree head angle, their wheelbase is almost identical (121.5 for Top Fuel size large, 121.1 for EX) but the reach on the Top Fuel is actually longer (48.0 for the Top Fuel vs 47.0 for the EX). If anything, this probably just signals that the EX is due for a refresh, so we would be surprised if we didn’t see that for 2023, where we expect it will get a similar treatment with a bit more travel and a bit slacker head angle. That will make you wonder if the 150mm Remedy, the last remaining 27.5 wheel bike in the lineup, really has a place any more?
Anyway, all that is Trek’s marketing problems to worry about. Our job is to ride the Top Fuel we have today. Trek describes the Top Fuel as the perfect bike for riders who like to stay pinned both up and down the trail. The term ‘Top Fuel’ is a term associated with American drag racing, which is all about acceleration, so we were expecting this to be a bike that would draw on its XC roots and get up to speed fast – but with modern geometry and tyres that give confidence to push through the corners. Even though we spent two months on it, it didn’t take much riding at all to confirm this indeed lives up to its marketing team’s hype that the “Top Fuel loves to pedal up – lives for challenging descents”. At the end of our review period, we were left thinking, ‘this is the kind of bike a lot of people could be riding’. The Top Fuel gets so much right; the handling is sharp, and the suspension is both active and supportive. It’s the kind of bike that, when you get to the bottom of a rowdy descent and you know you’ve got a decent uphill ahead, you don’t drop your head and wish you were on an e-MTB; instead, you just get on with the pedalling – and might even find you’re kind of enjoying it. Our totally unscientific belief is that, thanks to effective marketing, more riders are riding longer-travelling, heavier, squishier (yes, it’s a technical term) bikes than perhaps the terrain actually requires, and this has really taken the shine off something we are doing a lot of the time, despite what we like to think: riding up hills. Part of this trend to longer travel and overall extra beef, has been about geometry. It has only been longer travel bikes that have had the matching geometry that inspires confidence at speed, or over steep terrain. But, with more modern geometry (read: longer, slacker) trickling into bikes like the Top Fuel, you now have the choice of riding lighter, shorter travel bikes with more confidence over technical terrain. Do you really need 160mm of travel for your everyday ride? Maybe, but probably not. Maybe you’re happy to ride a bike with less travel, but there just haven’t been shorter travel bikes with the corresponding geometry that makes riding downhills a real hoot? This is what the Top Fuel is all about.
Tyre choice can be one of the most significant choices in what terrain a bike will excel on, and with Trek spec-ing the new 2.4” XR4 tyres, they clearly had this in mind. They are noticeably chunkier tyres than you might find on a 120mm travel bike, and probably reflect the kind of personal changes most riders end up making to their bikes in time. The XR4 tyres are worth pausing on for a moment, because they really are a bit of a Goldilocks tyre: not too heavy, not too light – just right. We only mention it because so often tyres seem to just miss the mark. The XR4’s do a great job of hitting just the right balance of speed and control to enable the bike to do what it was designed to do. 2.4” might sound wide but, just like the nation tuning into daily press conferences, it’s the ‘new normal’.
On the suspension front, the Deluxe Ultimate rear shock does a superb job at managing the rear travel through rowdy terrain, however, it does tend to show the limitations of the Select+ front fork. It’s not that the fork is bad – in fact, there is a lot to like – but it has an incredibly light breakaway (to minimise stiction, the SID Select+ is now using Maxima Plush damping fluid and SKF wiper seals) which means it does a superb job at absorbing small trail chatter. But, with only 120mm of travel to work with, mid-stroke damping is critical, and this is where the Select+ can’t keep up. A damper upgrade is around $300-$400, so not insignificant. It’s worth pointing out that upgrading to the SID Ultimate fork is also something you can specify in the Project One bike configurator. Interestingly, Trek say the frame is rated for a 130mm fork as well so, if this was our bike, we’d be seriously considering flicking the fork at the outset and putting that coin towards a Pike Ultimate, which would take the bike a further step away from the XC end of the spectrum. We think this better represents the kind of riding that buyers would be purchasing this for and would make better use of the bike’s capabilities as a whole.
The Bontrager carbon wheelset is worth mentioning. Rolling on the Line Elite rims, they are built from proven OCLV Elite Carbon for an optimized blend of weight, strength, and durability. They held up well during our test. The 108pt engagement freehub delivers rapid pickup at the pedals, but is definitely on the noisier end of the spectrum so you’ll either love it or hate it. There is something kind of obnoxiously satisfying about coasting up behind your riding partner while your freehub is screaming at them, just subtly letting them know that you’re coasting right now and could they please speed up?
The Top Fuel’s strength is that it just does so much of what a lot of us actually do – really well. For a lot of riders, the majority of actual hours spent riding isn’t on either an XC or Enduro race track; it’s probably spent heading out for just a few hours, with a mate or two, once or twice a week. It’s riding a bit of everything; the up and the down – and actually wanting to enjoy both.
It’s not launching five metre gap jumps, but it’s not riding around the one or two metre gap jump either.
It’s the every day, every trail fun that is in the Top Fuel’s sights. It’s responsive, gets up to speed quickly and responds really well to rider input, such as pumping through rollers and, as a result, is simply really fast. It’s fun and efficient at every task and we think it will be a really good fit for a lot of riders. •
REVIEW: LANCE PILBROW
DISTIRIBUTOR: TREKNZ
RRP: $ 8 ,849
Review: Pirelli Scorpion XC RC Tyres
Pirelli are one of the world’s biggest names in tyres. You’ll see their logo on the sidewall of F1 cars, rally cars, superbikes and, strangely enough, super boats, such as the America’s Cup Prada Pirelli team. More recently, they have come into the cycling market - though their presence in New Zealand retail cycling shops has been somewhat minimal.
I’ve had the Pirelli Scorpion XC RC tyre on review since summer. The Scorpion is an XC race tyre that we tested in the 29 x 2.2 120TPI Prowall version. It comes in a 2.4 option as well, and a creatively named lighter ‘Lite’ version, which is also a 120 TPI casing. For comparison, our 29 x 2.2 ProWALL weighed in at 650g, whereas the Lite comes in at 610g.
The ProWALL version benefits from sidewall reinforcement technology that increases puncture protection and improves handling at low pressures. Essentially this is an additional layer of nylon fabric applied over the casing sidewalls for extra protection and improved cornering stability. The Lite version omits this, so you save 40g and get a more supple tyre, but you lose some sidewall protection. Both versions roll on the same rubber compound that Pirelli call Smartgrip, designed to provide constant high grip performance in both wet and dry conditions. If the bright yellow Pirelli team logo doesn’t match your bike’s colour scheme, they are also available in a plain black logo too.
A quick look at the tyre and it’s obvious who the target market is for this tyre - Iow profile central knobs offer minimal rolling resistance. The side knobs are still quite decent bits of rubber, though, so I was hopeful this would still be a tyre that gave confidence when pushing through the corners.
I was pleased to get these tyres a few days before I set out on the 1100km Kopiko Aotearoa bikepacking event, in February this year. I don’t have much interest in XC racing any more, but a lot of the same products - tyres especially - appeal to the bikepacking segment of our sport. I was looking for a lightweight, fast-rolling tyre that was also strong enough to give me confidence when taking them into the remote areas that the Kopiko route followed. The tyres arrived only a few days before I was due to leave, but the tread pattern looked ideal in my eyes, and squeezing and pinching the sidewalls, well, they seemed to be sturdy enough, so on the bike they went and we set off for the East Cape.
One thousand one hundred kilometres later I am really happy with these tyres. They mounted onto the rims incredibly easily, and I had them setup tubeless in no time. Unlike some other tyres, they didn’t seem to leach any sealant and held their set pressure straight away. In fact, over the nine days of riding, I didn’t top up either tyre pressure once. By the time we arrived at Cape Egmont, the rear tyre was showing some obvious sign of wear, but was still well within what I consider acceptable for 1100km of loaded bikepacking. The side walls on the front and rear tyre don’t show any signs of damage which is also encouraging. The Smartgrip compound seemed like an excellent compromise for being fast-rolling on the seal and still grippy enough to ride the more technical parts of the route, such as the Timber Trail, without holding back.
Since then, I have used them for a number of laps around our local mountain bike trails and have been impressed with their ability. Clearly a low profile tyre like this is best suited to dry, hardpack conditions - in the wet, the side knobs still offer control and confidence, however the thin centreline knobs have limited ability to support braking as soon as it gets wet.
For their intended purpose, the Scorpions are a great tyre and I think they’re especially suited to multi day bikepacking rides.
RRP: $109
Distributed by FE Sport
Reviewed by Lance Pilbrow