In recent years, mountain bike manufacturers have built heavier and heavier bikes with high-end components in pursuit of better riding. Some riders are questioning whether all that extra weight is worth the riding benefits, so we asked the experts. Two Pinkbike editors debate below whether modern mountain bikes are now too heavy—or if the extra weight exponentially helps their performance.

Yes, Weight Matters

By Mike Kazimer, Cycling gear director

Modern mountain bikes are better than ever, but some of them have become downright rotund, especially long-travel enduro bikes: thick tires, burly forks, coil shocks, and big brakes all add up to a fairly significant figure on the scale. Those components work well when gravity takes over, but come climbing time, well, lately it feels like we’re back in the freeride days of the early 2000s, when getting off and pushing was an acceptable way of reaching the top of a hill.

For me, weight matters. Think of it this way: Would you rather ride your bike in its current state, or with a gallon of milk (roughly eight pounds) strapped to the frame? I’ve spent more than my fair share of time pedaling heavy bikes around in the woods, including a season when I decided that a 40-pound Specialized Demo 8 with a dropper post was an acceptable trail bike. But these days, I’d rather have something lighter on all-day adventures.

The weight-doesn’t-matter mantra lets manufacturers off the hook, giving them carte blanche to keep cranking out burdensome behemoths. It’s 2024—shouldn’t the goal be for new bikes to weigh less than the old ones? There have been numerous advances in materials and construction techniques that make it possible to create a bike that’s both strong and relatively light.

We’ll see what the next few years brings, but I’d love a return to trail bikes with a reasonable weight and a reasonable price. Here’s hoping.

No, Performance Matters

By Dario DiGiulio, Technical editor

We build bikes in pursuit of the best performance for a given purpose, whether that’s downhill prowess, all-day reliability, or efficient climbing. Many factors play a role, weight among them. And while weight may , the benefits outweigh (no pun intended!) the penalty incurred from all those extra grams.

This is easiest to argue in relation to bikes focused on descending, where performance and mass tend to go hand in hand. Reliable, energy-absorbing tires are heavier than thin, single-ply alternatives but make a real difference on the trail. Suspension systems benefit from increased oil volume, a stout chassis, and a tight seal to keep out the elements. A dropper post is something I won’t go without, and the longer they get, the heavier they are. Ultimately, I’d love for all performance requirements to be met by lightweight components, but we haven’t achieved that balance yet.

Even cross-country bikes are getting heavier, but that’s not the result of lazy product managers pretending the grams don’t count. The new crop of electronically controlled suspension systems weigh more than traditional ones, but testing has demonstrated their benefit when it comes to speed. Modern cross-country courses are more technically demanding than they used to be, so it makes sense for a bike’s components to size up in order to meet the task. Even the average rider benefits from the added performance of heavier components, since trails don’t become mellower the more they’re ridden. Big brakes, slightly more aggressive tires, and longer-travel suspension have all entered the chat, and I’m good with that.

Sure, my personal bike may weigh 43 pounds, but I’m not foisting that tonnage on anyone else. Somewhere between the extremes lies the ideal, which should be judged on real-world performance, not the figure on a scale.

The post Have Mountain Bikes Gotten Too Heavy? appeared first on şÚÁĎłÔąĎÍř Online.

The goal of an might seem straightforward: to go downhill fast and with style without sacrificing all your pedaling efficiency. But slightly different geometry and new tech can dramatically change how each bike achieves that goal. Our five favorite bikes in the category this year are all insanely fun in their own unique ways.

Be sure to also check out our guides to the best trail bikes, value bikes, and our many other bike guides.

At a Glance

• Editor’s Choice:
• Most Forgiving Enduro Bike:
• Best All-Rounder:
• Best Park Bike:
• Most Versatile Racer:
• Most Energetic Racer:
• Best Enduro Frame:
• How We Test
• Meet Our Lead Testers
• How to Choose an Enduro Bike

All gear in this guide was tested by multiple reviewers. If you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more.

Editor’s Choice

Trek Slash

Tested Build: 9.9 XO AXS T-Type Gen 6
Weight: 34.4 lbs (size M)
Sizing available: S, M, M/L, L and XL

Pros and Cons
⊕ Excellent geometry and balanced ride
⊕ Predictable suspension
⊕ Climbs well for such a downhill-focused bike
⊗ May be too stiff for some riders
⊗ Noisy until we put STFU tape on the chainslap

Trek’s engineers typically have a careful approach to bike development, rarely taking things too far. With this year’s Slash, they pushed the envelope a bit further than they usually do to make the ideal pedal-access, descent-focused bike. It certainly is a far departure from prior models, now featuring a high pivot layout, meaning the bike’s main pivot is placed above the top of the chainring and the rear wheel axle. But in many ways, it still has the classic Trek ethos.

There’s a broad assumption that the bump-eating gains of a high pivot bike come at the cost of maneuverability and pep in less steep terrain. There are a few exceptions to this claim, and chief among them is the new Slash. This bike can happily mow through chunky sections of trail but is equally capable when things get tight and slow, thanks to the carefully-considered geometry and very predictable suspension feel.

That predictability is key to the overall versatility of the bike, as you can push into the suspension in more flowing terrain without feeling like you’re losing too much energy to the rear end. This support ramps up nicely in the middle of the stroke, meaning the bike has excellent small bump performance and grip. With 27 millimeters of bottom bracket drop, the center of gravity is quite planted on the Slash, adding to the cornering stability.

With 170 millimeters of travel in the front and rear, it’s safe to assume that climbing the Slash would be a bit of a bear, but the product team went to great lengths to ensure that it’s not a major chore to go uphill. The Slash climbs comfortably and consistently, offering enough support to ride high, while still absorbing bumps along the way. One Bellingham-based tester spent some long pedal days on the Slash, and never found himself hating the experience—it was more than happy to motor along on logging road climbs as it was excited to rally up technical bits of trail.

Jumping feels natural and intuitive on the Slash, managing to feel fun and energetic on smaller side hits and natural doubles. It does feel like its penchant for speed dictates some of the terrain you’ll want to point it down, as it truly comes alive when you’re pushing hard on seriously challenging trails. The Slash proved to be a very quiet bike, save for some very persistent chainslap noise. This was fixed using aftermarket STFU tape, resulting in a silent ride.

Overall, the new Slash is incredibly versatile, with many ways to adjust the geometry. Press-in headset cups allow the rider to slack out or steepen the head tube by one degree in either direction, a replaceable lower shock mount accommodates either a 29- or 27.5-inch rear wheel, and it has a flip chip to switch between high and low shock progression modes. Both the carbon and aluminum models have ample in-frame storage and some top tube bottle bosses, so you have plenty of room for tools, water, and snacks on longer rides.

As a whole package, the Slash is a stiff and precise-feeling bike, perhaps too much so for some who want a more forgiving ride. If you’re looking for an advanced bike that wants to go downhill fast but can handle the uphill when you need it to, the Slash is your new best friend. —Dario DiGiulio

Most Forgiving Enduro Bike

Scott Ransom

Tested Build: 900 RC
Weight: 34.2 lb (XL)
Sizing available: S-XL

Pros and Cons
⊕ Long-travel yet well-controlled suspension
⊕ Stable but balanced geometry
⊕ Shock is protected from mud and debris
⊗ Six-bar suspension and headset cable routing difficult to work on
⊗ Pricey

Is the Ransom 900 RC worth ten thousand dollars? Of course not—it’s a bike. But it does manage to pull off the elusive trick of giving you loads of travel for descending without paying for it on the climbs. It’s stable and forgiving without becoming lethargic. It’s a bike that can flatter you in a wide range of situations, from trail rides to bike park laps to enduro racing. Even the cheaper builds are not the best value, but the Ransom is among the most capable and versatile enduro bikes you can buy right now.

The big (if unsurprising) story is the move to an internal shock inside the downtube. This keeps the shock protected from debris, dust, and mud—after several wet rides and bike washes, the shock stanchion still had a coating of factory oil on it instead of the usual muddy slurry. This change is combined with a new six-bar suspension system that drives the shock with a short link that rotates around the bottom bracket. The shock can be adjusted on the fly with Scott’s “TracLoc” system, which increases progression and/or adds compression damping for climbing. The old Ransom has always been known as one of the lightest enduro bikes, but the six-bar layout adds some bulk compared to its predecessor.

I’ve been riding the Ransom in Spain as well as on my home trails in the Tweed Valley. For me, the old Ransom missed the mark, feeling compromised on the climbs and the descents. But the 2024 iteration nails the brief of combining long-travel descending capability with uncompromised climbing composure.

While Scott says they aimed to maintain the climbing composure of the old bike, I think the new Ransom is much better when pointed uphill. The seat angle is steep enough to feel comfortable when riding all day or on steep climbs, as the suspension stays on top of its travel nicely. Thankfully, it doesn’t rely on the TracLoc function to maintain climbing geometry or resist pedal bob—if you never used it, the Ransom would still be a good climber. It’s remarkably stable under power, which is even more impressive considering the 170 millimeters of travel on tap. At the same time, the suspension still manages to move up and over bumps under power to maintain a smooth ride. Overall,iIf an epic pedaling mission was in the cards, I’d happily take the Ransom.

On the downhill, this bike shines when you let it run through fast, rocky sections of terrain. The suspension and geometry create a balanced and forgiving feel without being overly soft or unwieldy. The suspension tracks the ground nicely while remaining composed and predictable, and the ride is impressively quiet in the rough, with no obvious cable or drivetrain rattle. Some high-pivot bikes may take the sting out of square-edged hits a little better and offer a more cloud-like ride, but none of them climb this well. Despite the travel on offer, it never bogs down or becomes lethargic when you want to ride dynamically; there’s a good balance of sensitivity and support, and it’s relatively easy to manual through tight sections. —Seb Stott

Best All-Rounder

Reeb Steezl

Tested Build: GX AXS Transmission Air
Weight: 35 lbs (XL)
Sizing available: S-XXL

Pros and Cons
⊕ Extremely quiet
⊕ Excellent in a wide variety of terrain
⊗ More aggressive riders may want deeper-feeling suspension

Reeb Cycles has been making an eclectic lineup of bikes for some time now, garnering quite a bit of attention with their trail bike, proving yet again that steel is a perfectly viable material for high-performance mountain bikes. Following the SST came the Steezl, a 140- or 155-millimeter all-mountain bike, designed around 160- or 170-millimeter forks.

The front triangle is made of steel and the rear of aluminum. You can run the Steezl with 29-inch wheels, or with a 27.5-inch wheel in the back to make it a mullet bike. The 64-degree head angle and 77-degree seat angle are typical of most all-mountain bikes now.

While the material selection and straight lines of the Steezl’s frame construction may look simplistic and traditional, the manufacturing methods are anything but. All of the cleverly machined, laser cut, and 3D-printed frame details are made and assembled in the United States, which is a huge point of pride for the team at Reeb.

In a world of increasingly chunky bike profiles, the Steezl really stands out. But it’s not just the streamlined layout and color that set this bike apart—it also offers a ride quality that matches the craftsmanship. There’s no one distinct element of the Steezl that defines the ride quality to me, it’s just a nicely rounded package. It’s an easy bike to feel comfortable on, but also a good bike to challenge yourself if you so desire. It’s fun, quiet, and super capable.

This is the bike I brought with me to Crankworx Whistler this year, so it saw about two weeks of park laps and nasty pedal trails in addition to all the more typical riding around home in Bellingham, Washington. —Dario DiGiulio

Best Park Bike

Devinci Chainsaw

Tested Build: GX 12s
Weight: 37 lbs (size M)
Sizing: S-XL

Pros and Cons
⊕ Eats bumps without feeling glued to the ground
⊕ Excellent value
⊕ Versatile configurations
⊗ Climbing is a chore—no lockout on shock
⊗ G2 RE brakes hold back descending capabilities

When Devinici set out to build their fresh new gravity bike, they honored Canadian downhill legend, the late Steve Smith, by using his nickname, the “Chainsaw.” The brand built the bike to ride the middle ground between an enduro weapon and a downhill race sled—all without breaking the bank.

The Canadian-made alloy frame begins at a reasonable $3,599 with a 29er build fit for pedaling up and then charging down. There’s also a dual-crown version with a 27.5-inch rear wheel to cater to the freeride crowd and aspiring downhill racers.

Featuring the same bump-erasing, high-pivot suspension design as the Spartan HP model, the Chainsaw squeezes out 170 millimeters of rear wheel travel. That can be boosted to 180 millimeters by removing an internal travel spacer, which would best suit the downhill configuration. Need more suspension options? The Chainsaw is designed to accommodate a coil or air shock, too.

By just looking at the geometry table, you might guess that the Chainsaw GX is ready for the gnarliest lines with a 62.9-degree head tube angle. If that’s too much to handle for your regular lunch lap, an offset chip on the frame can be flipped to the “HI” setting to speed up those steering traits. In addition, that flip chip can be used to correct the geometry, should you wish to run a 27.5-inch rear wheel instead of the 29-inch.

Between all the fork, shock, and wheel configurations, the possibilities are endless with the Chainsaw. It’s certainly a bike that prioritizes descending with comfort and confidence. However, riders concerned with climbing efficiency may be turned off by the increased chain friction from its high-pivot design and the lack of a climb switch on the Enduro models.

Most Versatile Racer

We Are One Arrival 170

Tested Build: XO
Weight: 32.2 lbs (size L)
Sizing available: M-XL

Pros and Cons
⊕ Craftsmanship is just as good as premium brands
⊕ Energetic for a 170-millimeter-travel bike
⊕ Incredibly versatile
⊗ Requires more focus to descend steep, rough tracks
⊗ Limited frame sizes

If you’re looking for a truly do-it-all machine this could be the one. Thanks to crafty engineering, the Arrival’s frame can transform into three distinct bikes by only changing the rear shock and rocker links. When paired with similar-length forks it can become a 130-millimeter trail bike and a 150- or 170-millimeter enduro bike.

When you need it to, it pedals like a short travel bike, which is why we had no trouble choosing to take it along for all-day backcountry tours where the terrain changed at a moment’s notice.

The Arrival 170 is hands down the best climbing long-travel bike I’ve ridden yet. I could be fooled on the uphills if you told me it only had 150 millimeters of rear travel. The comfortable seat tube angle is neither too relaxed nor too steep, making climbing a dream. In fact, the Arrival came with me on multiple backcountry days in Squamish where I’d normally grab a 120-millimeter-travel bike. Its efficiency made me question, why not have the safety of more travel on these types of rides when you’re absolutely bagged by the time you get to the downhill segments?

After spending a good chunk of the late summer on the new Arrival, I can confidently say that it’s best suited to enduro racing, and less so to freeriding. Sure, the travel, angles, and sturdiness are there, but it requires a little more poise and control at high speeds and in steeper zones. If you’re looking for a long-travel bike that has nearly all corners covered, the Arrival 170 should be at the top of your list. —Matt Beer

Most Energetic Racer

Ibis HD6

Tested Build: XX Eagle T-Type AXS
Weight: 30.66 lbs (size M)
Sizing available: 1-5 (SM-XXL)

Pros and Cons
⊕ Can charge rough trails yet remains alive on flatter terrain
⊕ Quiet and efficient rear suspension
⊗ Low stack height and greater fork sag gave us pause on steeper trails

The all-new HD6 was developed for enduro racing, making it the most aggressive bike in the Ibis catalog. With 165 millimeters of rear wheel travel and a whopping 180 millimeters in the fork, it isn’t afraid to handle technical trails. Deferring from the recognizable looks of past Ibis models, the HD6’s compact carbon frame rides on a 29-inch front wheel and a nimble 27.5-inch wheel out back, helping it accelerate out of corners and generate speed in the blink of an eye.

Like all Ibis full suspension bikes, the highly efficient nature of a DW-Link platform works to calm down bumps of all sizes without feeling like a wet noodle when you need to stomp on the pedals.

Being a high performance machine with a focus on enduro racing, its lightweight component package doesn’t come cheaply. Our XX test model costs nearly $12,000, although the GX build is half that number and retains that Factory level suspension. But it’s hard to find fault with the components on the highest-end package. The top-level kit weighs just 30.6 pounds and leaves little to be desired. SRAM’s premium XX AXS Transmission delivers the latest in drivetrain technology—wirelessly at that—and Fox takes care of the suspension with its highly favored Factory 38 fork and X2 shock.

Moving against industry trends, the chainstays never deviate from a 435-millimeter length, meaning the rider’s balance may not be the most stable at the upper end of the size spectrum. In addition, the single-size rear wheel option and the inability to change the geometry without aftermarket components make it less than versatile. Furthermore, we found a peculiarity in the handling, notably on severely steep trails. An already low front-end height had a way of making the steering twitchier than expected as the lengthy fork eagerly pushed through the travel.

The HD6 is all about getting up to speed in the blink of an eye, snapping around tight corners, and providing a comfortable ride on long descents; characteristics of an ideal enduro race. For riders less concerned with clocking their times, it also won’t be a burden on less demanding trails either. —Matt Beer

Best Enduro Frame

Raaw Madonna V3

Tested Build: Custom
Weight: 35.8 lbs (size L)
Sizing available: S-XXL

Pros and Cons
⊕ Beautiful handling on the descent
⊕ Robust construction and excellent weather sealing
⊗ Not the lightest
⊗ Expensive for an aluminum frame

The Raaw Madonna V3 frame is for riders looking for a fast and reliable option that puts function before fashion. While there have been numerous updates from the previous version, the overarching ethos of the Raaw Madonna remains the same. I’d call this a mountain biker’s mountain bike—it’s not some carbon eye candy that works best when it’s hanging off the back of a Sprinter van.

The aluminum frame has big bearings that are double-sealed against the elements, the cables are all externally routed, and the straight head tube, chainstay flip chips, and swappable lower shock mounts allow for plenty of geometry adjustments.

The geometry is dialed in its stock configuration—the chainstays are fairly long, the bottom bracket is low, and the stack height is fairly high, which creates the ideal position for attacking steep terrain. For riders that love going fast, the Madonna is an absolute riot. It corners like its on rails, and has gobs of grip for maintaining traction when things get slippery.

It’s quiet and composed without feeling too muted or dull, and it can smash down a rough trail with the best of them, especially when it’s set up with a coil shock rather than an air shock. —Mike Kazimer

How to Choose an Enduro Bike

Yes, all enduro bikes are aiming at getting you downhill, fast. But it’s important to consider climbing performance as well, assuming you won’t be using your enduro bike solely at bike parks. Also, keep in mind the type of terrain you’ll be riding—is it going to be steeper? More technical? Do you need a bike that focuses on excellent traction? Will you have to deal with lots of flat sections and mellower trails as well? Are you planning on hitting jumps and being playful, or will you be racing? Would a mullet bike serve you?

Answering these questions will help inform if you’d do better with a bike that has longer versus shorter travel, various head and seat angles, or a heavier versus lighter bike. It’s also a good idea to look around at what locals are on in the area you’ll be primarily riding.

Once you’ve nailed down these key factors, the field will have significantly narrowed down. See if you can get on a few test rides before you commit to anything, and ask your friends or your local bike shop gear nerds what they’ve been liking these days. Enduro bikes are so good now that chances are you won’t go wrong, as long as you get your basics down.

You must take a bike at least for a spin around the block before you pull the trigger. You might find that you’re uncomfortable on a bike with a certain geometry that you’re not used to—and although sometimes it does take some more time on the bike—you’ll know if you’re just not sitting right. Taking it for a spin will also help the shop determine which size is best for you.

How We Test

• Number of Testers: 5
• Number of Products Tested: 18
• Number of Crashes Sustained: Countless

PinkBike leads our mountain bike testing and just like in previous years, the team took out as many trail bikes as they could over the whole year. They tested trail bikes in Bellingham, Washington, and Squamish, BC, in a wide range of conditions that included everything from muddy, rainy days to ones with blue skies and perfect dirt. Testing was lead by Mike Kazimer, the managing tech editor for PinkBike, who is based in Bellingham, Washington and manages all mountain bike gear coverage.

We tested most of the enduro bikes at the 2023 Enduro Bike Field Test last year in Whistler, British Columbia, and you can Of all the enduro bikes we tested, rear travel amounts ranged from 158 to 180 millimeters, with carbon, aluminum, and steel frames. We tested bikes on lift-serviced trails and we pedaled them uphill to experience them to their fullest extent.

Meet the Lead Testers

is the managing tech editor for Pinkbike and has been entrenched in the mountain bike world for well over 20 years. From crushing cardboard boxes as a shop grom to his current role as Pinkbike, he’s long been fascinated with the elegant simplicity of human powered machines. Based in Bellingham, Washington, Kazimer’s no stranger to wet weather, and his favorite rides tend to be long, technical forays deep into the forest.

Tech editor for Pinkbike, also based in Bellingham.

Tech editor for Pinkbike based in Squamish, British Columbia, and a former World Cup Downhill racer.

The post Get Up to Go Down with Our Favorite Enduro Bikes appeared first on şÚÁĎłÔąĎÍř Online.

The electric-mountain bike market has grown exponentially in the last decade, and this year’s options are better than ever. Whether you’re looking for an option that feels the same as a regular mountain bike or you want a hard-charging chop-crusher, we singled out the best four of the year.

We tested eight bikes this year from Bellingham to Squamish, and these four performed the best.

At a Glance

• Editor’s Choice:
• Best Lightweight e-MTB: Devinci E-Troy Lite ($7,399)
• Best for Quick Lunch Breaks:
• Best Race e-MTB:
• Best All-Around:
• How We Test
• Meet Out Lead Testers
• How to Choose an E-Mountain Bike

All gear in this guide was tested by multiple reviewers. If you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more.

Editor’s Choice

Orbea Wild M-LTD

Build: M-LTD
Weight: 49.8 lbs (size L)

Pros and Cons
⊕ Extremely calm and composed
⊕ Powerful Bosch motor with wireless controller, display
⊗ No mixed wheel options in any sizes

Orbea’s new Wild eMTB arrived at the party with revised geometry, a stiffer frame, and Bosch’s latest CX Race motor. All of the models roll on 29-inch wheels and have 160-millimeters of rear travel, but Orbea’s MyO program allows for a wide range of configuration options. Riders can select from a 160 or 170-millimeter fork, a 625-watt-hour or 750-watt-hour battery, the option to add on a display or light package, and to customize the paint scheme.

Orbea did a great job eliminating any unnecessary bells and whistles on the Wild. All too often, e-mountain bikes have big displays, awkward remotes, and a rat’s nest of wires cluttering the cockpit. With the Wild, there’s a small wireless remote on the left-hand side of the handlebar, Bosch’s System Controller integrated into the top tube—and that’s it. It’s clean, effective, and there aren’t any vulnerable delicate parts waiting to get smashed to bits in a crash.

A series of LED lights indicate the battery level, and another light at the top of the display shows what mode the bike is in. There are four levels: Eco, Tour+, eMTB, and Race. It’s possible to add on Bosch’s Kiox display for riders that want to see more information at a glance, but I’m a fan of the less is more approach—knowing what the mode and the battery percentage is all the information I need.

The Wild will blast up short, punchy climbs with ease, but it’s also possible to creep up extra-steep, technical sections the way a rock crawler would. Grab some brake here, a half-pedal stroke there, top it off with a final out-of-the-saddle lunge, and the Wild will get up some seriously awkward sections of trail. The high-end Bosch motor plays a large role in this equation, but the geometry shouldn’t be overlooked. The seated climbing position is upright and centers the rider between the wheels, reducing the number of times you’ll need to make dramatic weight shifts to maintain traction. When it is time to stand up, the higher front end makes it easier to lift the front end up and over obstacles.

Bigger jumps and drops didn’t pose any problems, and even when I used all of the travel there wasn’t any unwanted clanking or harshness at the end of the stroke. It’s the sort of bike that makes you want to go fast, just to see what will happen.

The new Wild may have been designed with racing in mind, but there’s no need to go near a race course to enjoy it. It’s fast, powerful, and incredibly composed while climbing and descending, making it an excellent all-rounder for riders who prefer their trails on the trickier, more technical side.

Best Lightweight e-MTB

Devinci E-Troy Lite

Build: GX AXS 12S
Weight: 43 lbs (size M)

Pros and Cons
⊕ Confident and playful descender
⊕ Top-performing and natural-feeling Bosch motor
⊕ Excellent value for components and a Made in Canada frame
⊗ The walk mode isn’t the easiest to use
⊗ Noisy on the downhill

The new Devinci E-Troy Lite will convert the e-mountain bike skeptics out there. It delivers power so seamlessly and naturally that it makes you feel like you’re a fitter version of yourself on the climbs. Not only is the climbing smooth and enjoyable, but the E-Troy Lite is a supremely confident descender with well-balanced suspension.

We reviewed back in January before the Canadian brand released the E-Troy Lite this spring, Devinci’s first lightweight e-mountain bike. It comes with a Bosch Performance Line SX motor with 55 Newton-meters of torque compared to the 85 Newton-meters of torque on the full-powered bike and has a smaller battery as well. With the same amount of travel but a slightly steeper headtube angle, the E-Troy Lite weighs over 10 pounds less than the full-powered bike. All sizes of the E-Troy Lite have mixed wheels.

While climbing, there are four assist modes that are easy to toggle through using the small wireless shifter on the thumb-actuated mini remote. While on eMTB mode, it really feels like you’re being rewarded for putting down watts since the motor reacts to rider input. I spent the majority of the time in the Tour+ (second) and eMTB (third) modes on singletrack climbs since they provided the perfect amount of assistance without burning through the battery or feeling like they were overpowering me. I never felt like I needed to jam on the brakes on a climb, which is certainly a feeling I’ve had with some full-powered eMTBs. Without a range extender, I found that the E-Troy Lite could do an 18-mile ride with about 3,200 feet of climbing (though that number will change based on your effort, the mode, your weight, and the trails).

There are some bikes that you just feel comfortable on out of the box while descending, and the E-Troy Lite is absolutely one of them. The geometry is dialed with a 63.6-degree head tube angle, putting you in a confident and strong position when things get steep and rough. While the bike is able to track well and absorb trail chatter, it also feels lively and light, thanks to the active suspension. My current daily rider weighs around 34 pounds, so the extra weight of the E-Troy Lite doesn’t feel as unwieldy as a full-powered e-mountain bike does. Most importantly, I found the E-Troy Lite perfectly manageable to slow down and control on descents, which isn’t something that I take for granted on a full-powered eMTB. There’s still more fatigue in my hands at the end of a long descent than on a lighter bike, but decidedly less so than on a full-powered eMTB.

While it’s a touch noisy on the descents, the E-Troy Lite makes up for it by being a joy to both climb and descend. In addition, the aluminum frame is made in Canada and the parts are well-selected for the bike’s intended use and it comes at a reasonable price. —Sarah Moore

Best for Quick Lunch Breaks

Santa Cruz Heckler SL

Build: GX AXS
Weight: 42.6 lbs (size L)

Pros and Cons
⊕ Relatively light, making it easy to handle
⊕ Quiet and unobtrusive motor
⊗ Smaller battery limits max ride length

The Heckler SL is powered by Fazua’s Ride 60 motor and a 430-watt-hour battery, a relatively light system that keeps the bike’s weight in the low 40-pound range. The frame has a much slimmer look than the full-powered Heckler, and from a distance, it doesn’t immediately stand out as an e-MTB. All models roll on mixed wheels, with a 160-millimeter fork and 150 millimeters of rear travel.

Climbing on the Heckler SL is a calm and quiet affair, especially in the lower two motor modes. The noise increases slightly with the highest level of assistance, but it’s still pretty subdued. The maximum level of assistance is similar to the middle “Trail” mode of a full-powered eMTB, which gives it a less frantic feeling on singletrack, and means there’s less chance of inadvertently pedaling yourself off the trail.

On the descents, the Heckler SL delivers a very impressive level of grip, especially when it comes to maintaining traction on slippery, off-camber sections of trail. It sticks to the ground incredibly well when necessary, but it’s also a good jumper. It’s noticeably easier to bunnyhop or pop off natural lips compared to a heavier, full-powered e-MTB, and its composed nature in the air is reminiscent of how a downhill bike feels.

Choosing between a mid-power e-MTB and a full-power option really comes down to what sort of ride experience you’re looking for. The handling of a bike like the Heckler SL feels much closer to a non-motorized mountain bike, and it could be the ticket for riders looking to squeeze more miles during a lunch or after-work ride.

Best Race e-MTB

Canyon StriveOn

Build: CFR LTD
Weight: 50.9 lbs (size L)

Pros and Cons
⊕ Relatively light, making it easy to handle
⊕ Quiet and unobtrusive motor
⊗ Smaller battery limits max ride length

Canyon’s new StriveOn has a penchant for racing, with an unabashedly full-powered 85Nm of torque and a maximum 600-watt power output delivered by the Bosch CX motor. The highest-end model can be equipped with Bosch’s CX Race motor, which is 150 grams lighter and provides extra overrun in Race mode for an additional climbing boost.

The geometry of the StriveOn isn’t too far off from its non-electric counterpart but with the notable omission of the Strive’s adjustability. Starting from the Strive’s downhill position, the Strive:On gets longer chainstays and a steeper seat tube angle to better navigate tech climbing, plus a shorter reach in the handlebars to keep the bike maneuverable.

With four size options, and a reach range from 450 to 525 millimeters, the fit of the StriveOn is definitely biased towards bigger riders. Canyon’s reach numbers are generally pretty aggressive for how long they are per size, but riders looking to size down for more agility will hit the low end of the range pretty quickly. Looking at the StriveOn as a standard enduro bike, it’s simply a well-sorted machine, with great geometry and handling characteristics. Where the head angle and reach might seem a bit extreme relative to current high-level pedal bikes, the extra system weight makes that long reach and slack front end feel calmer than you’d expect.

All told, the StriveOn proved to be an excellent bike for tackling gnarly terrain. The Strive is eager to remind you that you’re on an ebike on the climbs, but there were plenty of moments on the descents where the extra bulk faded away, making for some truly excellent runs.

Best All-Around E-MTB

Specialized Turbo Levo SL

Build: S-Works
Weight: 39.3 lbs (size S4)

Pros and Cons
⊕ Lightweight for a 50Nm eMTB
⊕ Adaptable for most riding zones or style
⊕ Plush suspension is the right amount of active
⊗ Expensive
⊗ Main battery isn’t easily removable

In my mind, the Levo SL is the pinnacle of what e-bikes could be—or all bikes, for that matter. First, it weighs as much as some enduro bikes, which includes its motor. This S-Works model is shod with the cream of the crop components; Fox Factory suspension that is tuned specifically by Specialized, SRAM’s bulletproof XX Transmission shifting, and carbon nearly everywhere possible on the bike.

As for that tiny motor, it’s gained 15Nm of torque over the previous generation (50Nm up from 35). A tidy display screen that can be personalized using the straightforward Specialized app is built into the top tube. On the handlebars, you can shuffle through a few of the chosen screens, toggle the assist, and activate the walk mode with ease. A 320Wh battery is located in the downtube. If you’re looking for extra juice, a 160-watt-hour range extender nestles into the bottle cage and firmly locks onto the charge port.

Its impeccable FSR suspension handles everything from stutter bumps to eroded downhill tracks. The whole time we rode it, the chain and motor clutch barely made a peep. That’s perhaps the best part of all—the silence and buttery suspension make it easy to forget that you’re ripping downhill with a motor hidden in the frame.

Bottom Line: It can be as aggressive as current downhill bikes, or as upright as some cross-country mountain bikes. It works for hauling down the steeps or remaining sharp in rolling terrain. Overall, it’s just about as adaptable as its motorless sibling, the Stumpjumper Evo.

How to Choose an E-Mountain Bike

Electric bikes have evolved at a break-neck speed in the past five years or so, transforming from huge, bulky beasts into much more refined and svelte electric machines. Though there is still ample room for progress, many of the problems with the first couple of generations of ebikes have been smoothed out. However, buying an e-mountain bike has become even more of a project thanks to all of the new tech that has come out to solve said problems.

For a full rundown on how to buy an e-mountain bike in our current market, check out PinkBike’s . Managing tech editor Mike Kazimer provides tips by asking questions like: what are you friends riding? How far do you typically go? What type of riding are you planning on doing? How much money do you want to spend? Of course, you can opt to go for a regular mountain bike that isn’t motored, but if you’re set on going electric, make sure you’re paying close attention to these factors.

How We Test

• Number of Bikes Tested: 8
• Number of Testers: 3

The bikes included in this roundup are the result of rolling testing done in Whistler, Squamish, and Bellingham throughout the year by the Pinkbike crew. We also rode some bikes at Crankworx Whistler, one of a multi-stop series of mountain bike festivals put on at multiple locations around the world every year.

Conditions ranged from dusty, rutted-out downhill trails to muddy, technical rides in the rainforest of Squamish. We took some bikes out for over and tested them in as many different types of trails as possible. Testers particularly considered the electric mountain bike’s climbing prowess, descending abilities, and sound levels.

Meet Our Lead Testers

: Managing tech editor for Pinkbike, alien skeptic.

: Tech editor for PinkBike, based in Bellingham, WA.

: Tech editor for Pinkbike, former World Cup Downhill racer.

The post The Best Electric Mountain Bikes to Take You Farther appeared first on şÚÁĎłÔąĎÍř Online.

Testers and PinkBike editors spent the last year hitting singletrack from Bellingham to Squamish to evaluate 2024’s newest crop of trail bikes. Fifteen bikes, ranging from hard-charging, downhill-oriented crushers to cross-country-style rippers, were in the mix, but when all the dust settled, these six impressed the most in overall performance.

At a Glance

• Editors’ Choice — Best Overall:
• Editors’ Choice — Best Value:
• Best Lightweight Trail Bike:
• Best High-Pivot Trail Bike:
• Best All-Around:
• Best for Getting Air:
• Best Easy Ride:
• How to Choose a Trail Bike
• How We Test
• Meet the Lead Testers

All gear in this guide was tested by multiple reviewers. If you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more.

Editors’ Choice — Best Overall

Scor 2030 GX

Build: 2030 GX
Weight: 29.9 lb (size M/L)

Pros and Cons
⊕ It’s a better descender than most 120-millimeter travel bikes
⊕ Very quiet, no cable rattle or excessive chainslap
⊗ Your enduro bike might start collecting dust

It only takes one three-letter word to summarize why the Scor 2030 is our 2024 Editor’s Choice winner: FUN. With its stubby back end and relatively slack head angle, the 2030 is incredibly entertaining, especially on technical, rolling terrain. Pumping, manualing, and jumping are the 2030’s strong suits, but it also squeezes every last drop of performance out of its 120 millimeters of rear travel. That trait allows it to shine brighter than most bikes in this travel bracket when faced with chunky, technical sections of trail.

The 2030 is more focused on the descents than some other bikes in this category (like the), but Scor’s designers didn’t forget that it needs to go uphill, too. It’s an energetic pedaler, free of any wallowing or mushiness while still delivering enough traction to keep that low-profile Rekon tire from spinning wildly. The perfect balance between efficiency and grip can be tricky to achieve, but the 2030 does it very well. It has the quickness you’d hope to get from a 120-millimeter bike without any accompanying harshness.

The geometry plays a large part in how comfortable the bike feels in the steeps, but the suspension deserves a mention, too: the Deluxe Ultimate shock is very well controlled, with a smooth ramp up at the bottom of the stroke. It’s a trait we noticed with the Scor 4060 a couple of years ago—there’s no harshness towards the end of the travel, which makes it easier to plop off a drop or push through a pointy rock garden without worrying about running out of travel.

Yes, there are limits—we’re still talking about a 120-millimeter trail bike here—and I’m not about to say it can go wheel-to-wheel with a full-on enduro bike. However, the fact that it can handle those more technical trails while also remaining entertaining on mellower ones is worth noting. The suspension opens up nicely at higher speeds, and it can deal with quick impacts very well.

The frame itself ticks all the boxes when it comes to the features we’d expect to see on a modern trail bike—there’s in-frame storage, angle-adjusting headset cups, well-sealed bearings, and effective chainslap protection that keeps the 2030 satisfyingly silent. The 2030 is one of those bikes that makes you want to keep on riding, sneaking in as many miles as possible before it’s time to return to reality.

Editors’ Choice — Best Value

YT Jeffsy

Build: Core 4
Weight: 33.3 lbs (size S)
Sizing: S-XXL

Pros and Cons
⊕ Easy and intuitive to ride
⊕ Good balance between stable and energetic riding
⊗ The suspension has its limits in rough, fast terrain

As a now-longstanding staple of the YT lineup, the main theme of the Jeffsy is alive and well: a 29er trail bike meant to get along with just about anything you might encounter. The all-mountain geometry of the updated model keeps the ride both stable and energetic—the ideal balance in a trail bike. But the third model also features a host of updates we’re seeing on many modern bikes, the most notable being the in-frame storage. The storage hatch stands alone above the bottle instead of doubling as the plate that carries the water bottle—eliminating the eventual loosening or rattling that might accompany the dual-duty designs.

I had an excellent first ride on the Jeffsy, and the positive feeling hasn’t waned much since that day. From quick laps on my local favorites to longer, very technical rides, the bike has felt predictable, fun, and simply easy to ride. YT seems to have nailed the tricky balance of a bike that is easy to cruise on while still holding its own when pushed hard or thrown into more serious terrain.

Climbing feels supportive and efficient—the bike remains energetic over technical terrain in and out of the saddle. Descending is intuitive and well-balanced, with excellent cornering performance and great pop on jumps and jibs. With the 145 millimeters of rear travel, I only bottomed out a few times on some serious hits. The bike has an active feel through chattery terrain, especially when you let off the brakes and push through the bike.

An immediate takeaway was just how quiet the Jeffsy is, with no rattles, creaks, or other annoyances developing over the past couple weeks of riding. Another rosy first impression is the dialed build kit—there’s nothing I’d change out of the gate on my Core 4 test bike. The brakes, drivetrain, suspension, wheelset, and cockpit are all pretty close to what I’d choose for a bike of this ilk, so I’m more than happy to stick with the stock options.

Direct-to-consumer brands like YT can still offer value that most shop model brands can’t compete with, as with the new Jeffsy. Topping out at $6,499, the Jeffsy lineup has 5 builds that cater to a wide array of budgets, depending on price, experience level, and component preference.

Overall this strikes me as a great bike for people looking for easy and intuitive handling, an unfussy layout, and a solid ride feel regardless of how hard you’re pushing the bike. But don’t let that dissuade you if you’re keen to ride hard, as Jeffsy is more than willing to get rowdy.

Best Lightweight Trail Bike

Giant Trance X Advanced

Build: 0
Weight: 30.6 lbs (size M)

Pros and Cons
⊕ Neutral and consistent suspension inspires confidence
⊕ Light
⊗ North America doesn’t see the full range of models

The Giant Trance needs no introduction, having been around for several decades. Today, there are three builds in the Trance family: the trail-ready Trance, the slightly longer travel but still full 29-inch Trance X (which we tested here), and the Trance SX, which uses mixed wheels and has slightly longer travel.

The Trance offers very well-balanced geometry, which excels on flowing trail climbs. The seat tube is amply steep yet slack enough that you feel you can canter along without having too much weight channeled through your hands. The Trance X has a head angle of 64.8 degrees and a solidly steep seat tube angle of 77.2 degrees.

Overall, this is one of those trail bikes that perform extremely well climbing on singletrack and natural tech terrain, all while doing so with efficiency and balance. The Trance offers excellent tracking while climbing, all while being efficient and being able to handle surges in power. While descending, the Trance also excels in balance and consistency. Everything about this bike is well-measured, and it’s a bike happily bereft of any quirky geometry features or strange sizing dimensions. Whether turning on a dime or pointing and shooting through rough and committing chop, the Trance is well executed and composed, thanks to the predictable nature of the suspension. Everything about the platform is consistent, easy, and settled.

The Maestro 3 suspension system is at the heart of this bike, which includes a flip chip, but its function extends beyond just adjusting the bike’s angles. This chip, with its three positions, also allows the Trance and Trance X to switch between 29- and 27.5-inch rear wheels. Due to the extra travel of the SX, it can’t accommodate larger wheels.

All around, I’m a big fan of the Maestro 3 suspension system for shorter travel bikes (the Giant Trance X has 140 millimeters of travel in the rear and 150 in the fork). Packing as much as possible into 140 millimeters is no easy task, and I think Giant has chosen their features well—it blends great support with very adequate small bump sensitivity. In regards to stiffness, the bike feels direct and stiff, all while being comfortable. —Henry Quinney

Best High-Pivot Trail Bike

Forbidden Druid

Build: GX FX
Weight: 32.4 lbs (size M)

Pros and Cons
⊕ Descends like a longer travel bike
⊕ Extremely quiet ride
⊗ The extra idler wheel can require more servicing
⊗ A unique spin on geometry means the XL frame’s chainstay grows extremely long through the travel

If you’ve ever ridden an idler-equipped high-pivot bike—meaning the bike’s main pivot is placed above the top of the chainring and the rear wheel axle—you know the calming effect that the rearward axle path brings to the nature of the ride. Forbidden has taken that to a trail bike, something seldom utilized on a 130-millimeter-travel bike. The original Druid won over fans of shorter travel bikes with its ability to handle descents as if it had magical powers—now, it’s transcendent. Even with a longer-travel model in the lineup, Forbidden’s enduro racer, Rhys Verner, claimed the top spot this season aboard the Druid V2.

We took the Druid out on singletrack uphills and downhills with chunky rock outcrops, and the bike felt superbly balanced. Thanks to the high pivot design and the Super Deluxe rear shock, the Druid handled technical bumps with ease and had no trouble carrying speed. The Druid thrives in singletrack because you can stay seated upright and comfy, and you don’t lose much speed when pedaling across roots.

However, the admirable suspension qualities of high-pivot bikes don’t come easily—they typically require more upkeep to maintain maximum drivetrain efficiency. Due to the precise placements of the pivots on the Druid V2, you cannot adjust the geometry. To pick between a 64 or 64.5-degree head tube angle, you’ll need to choose the specific frame member that houses either a 27.5 or 29-inch rear wheel. Although the brake line’s routing passes through the seatstay, it’s not a swap you’ll be making in the parking lot. On that note of chainstays, Forbidden scales their front to rear center lengths proportionally per size, so the same ratio is kept on all frame sizes. Even taller riders may have trouble wielding the 466-millimeter chainstay found on the XL frame size.

Overall, the Druid is one of the more capable short-travel bikes for riders who prefer snappy handling. It might take a while for some riders to acclimatize to its lengthy rear triangle, but the unbelievably smooth descent is worth it.

Best All-Around

Cannondale Habit Carbon LT 1

Build: Sram GX Eagle
Weight: 31.4 lbs (size L)

Pros and Cons
⊕ Balanced and composed in tricky situations
⊗ Not super efficient on the uphill

When we covered the , it struck me just how sensible and conventional it was. There was no quirkiness to it, at least on the surface, and everything about it seemed to be pragmatic and well-judged. The Habit LT’s geometry, frame features, and simple layout all scream modern, sensible trail bike. The frame has some nice subtle features, with a rubber cover to stop your chainstay from gobbling up rocks, non-guided routing that is very easy to work with thanks to a removable panel on the downtube, ISCG threads, and a tried-and-true threaded bottom bracket.

Though it is a typical four-bar bike, the Habit has a comparatively low anti-squat value. This may be bad news for all-out efficiency on smooth roads, but it’s good news if you need your suspension to adapt to terrain on rougher climbs. The Habit is comfortable on undulating terrain thanks to that higher stack, and the suspension tracks and grips well. I sometimes used the climb switch for hard-pack fire roads or tarmac stretches, but for anything remotely rough, I set it to open and let it flow. It might not be the most suited to out-of-the-saddle pedaling hard, but the bike does strike a great balance between tracking and efficiency. The Habit LT is weighted on the front, balanced on most trails, and able to handle very steep trails because of this well-proportioned and pragmatic geometry. I’m not a believer in massive reaches, especially when combined with short rear ends—the grip the Habit achieves on any type of trail is a testament to this. Extra-regular is no bad thing.

Overall, this is a very well-executed bike that simply works very well. Balance, composure, maneuverability, and comfort can oftentimes seem like ideologies that are opposed to one another in bikes, and you can merely have two or three out of the four at best. The Habit LT makes a very strong argument that, as riders, we might just be able to have it all.

Best for Getting Air

Commencal Tempo LTD

Build: Tempo LTD
Weight: 30.9 lbs (size S)

Pros and Cons
⊕ Quick and lively
⊕ Never met a jump or corner it didn’t like
⊗ Thru-headset cable routing can make maintenance more difficult

No matter which direction the trail points, the Tempo is fast. It has a satisfying snappiness that rewards hard pedaling efforts, especially on rolling terrain where the bike can be pumped and pushed to maintain that momentum. It’s also a very energetic climber, which will be a welcome trait to anyone coming off of a longer travel machine with more subdued pedaling manners. Compared to longer, slacker bikes where you need to swing wide to navigate awkward switchbacks, the Tempo is happiest taking the inside line, following a tight, precise arc on its way upwards. I’d be tempted to call it a trail bike for riders who prioritize the climbs—except that it’s a blast on the downhills too.

The Tempo is the type of bike that can breathe new life into mellower trails while also holding its own on the rowdier stuff. Modern mountain bike categories can be nebulous at times, but this is a trail bike in the truest sense of the term, well-suited to spinning out the miles while also goofing off and hitting every lip and landing possible. Do I wish it didn’t have thru-headset cable routing and better-sealed frame bearings? You bet, but I wouldn’t consider either of those deal-breakers. The overall ride characteristics of the Tempo are overwhelmingly positive, enough so that I’d be willing to deal with a little extra shop time.

Best Easy Ride

GT Sensor Carbon

Build: Carbon Pro LE
Weight: 32.7 lbs (M)
Sizing: S-XL

Pros and Cons
⊕ Feels like an old friend—easy to ride
⊕ Quiet
⊗ No in-frame storage
⊗ No flip-chips or ways to adjust the geometry

In 2023, it was nearly five years since the Sensor received a significant update, so it was high time GT revised its 29-inch trail bike. The Sensor’s frame still has that distinctive GT look, but the amount of rear travel has been bumped up to 140 millimeters, a change that’s accompanied by revised geometry.

There are five models in the Sensor lineup—three with carbon frames (except for the chainstays) with 140 millimeters of travel, and two with aluminum frames with 130 millimeters of travel. Prices range from $2,300 for the alloy Sensor Comp and go up to $5,750 for the Sensor Carbon Pro LE.

The Sensor’s geometry falls into what I’d call extra-normal-modern. The 65-degree head angle is moderately slack, but not extreme, and the 480-millimeter reach for a size large paired with a 77-degree seat angle is a familiar recipe. Compared to the previous version, the reach is approximately 10 millimeters longer per size, and the seat angle is a degree steeper.

After a series of almost suspiciously great rides, my conviction is growing stronger that the new Sensor is a good one. It climbs well, with enough support to leave the shock’s climb lever alone, and there’s plenty of traction even when set up with 25 percent sag. On the descents, the suspension does a great job of muting hits of all sizes. The tune on the RockShox Super Deluxe feels ideally suited to the Sensor’s kinematics—it’s fluttery off the top to take care of the small bump chatter, and then settles nicely into its stroke when dealing with repeated larger impacts.

The geometry may be fairly middle of the road, but it’s a recipe that works well, and the result is a bike that feels like a familiar, friendly companion almost immediately.

How to Choose a Trail Bike

The trail bike category is the most saturated in mountain biking, so it’s understandable if you’re feeling a bit overwhelmed. Fortunately, there are a few easy questions you can ask yourself to narrow the field.

What Kind of Riding Will You Mostly Be Doing?

As much as you may want to answer this one with flowy, singletrack heaven, it’s important to be realistic about what you’ll actually be riding. This can be determined by the time of year that you mostly get out there (which will determine what the conditions will be like), which trails are most accessible to you, and which region you bike in. Are you planning on taking big trips consistently, or will you mostly stay local?

Will You Be Riding Lift-Accessed Trails?

If most of the riding you’ll be doing is lift-accessed, you may want to look in the enduro category. If you’ll be doing a mix of both and are planning on hitting jumps, look for a bike that has enough travel but doesn’t compromise on the uphill either.

What’s Your Riding Style?

If you prefer to charge through steep, technical sections, you could be looking at a very different bike than if you’re a more playful rider who likes to find side hits. Again, be honest with yourself about this. How do you actually ride, and what’s aspirational?

What’s Your Budget Like?

Yes, mountain bikes are expensive. But you do have options. Consider buying used (the market has finally gotten more reasonable this past year), by checking out or looking on Craigslist. Or, check out our best value bikes page for cheaper new bikes. If you’re thinking about buying a used bike (which can be an excellent option), watch from PinkBike Originals.

Are You Able to Test it Out?

You must take a bike at least for a spin around the block before you pull the trigger. You might find that you’re uncomfortable on a bike with a certain geometry that you’re not used to—and although sometimes it does take some more time on the bike—you’ll know if you’re just not sitting right. Taking it for a spin will also help the shop determine which size is best for you.

How We Test

• Number of Testers: 6
• Number of Products Tested: 15

PinkBike leads our mountain bike testing and just like in previous years, the team took out as many trail bikes as they could over the whole year. They tested trail bikes in Bellingham, Washington, and Squamish, BC, in a wide range of conditions that included everything from muddy, rainy days to ones with blue skies and perfect dirt. Testing was lead by Mike Kazimer, the managing tech editor for PinkBike, who is based in Bellingham, Washington and manages all mountain bike gear coverage.

Meet the Lead Testers

: Managing tech editor for Pinkbike, alien skeptic.

: Tech editor for Pinkbike, believes in aliens (or lizard people at the very least).

: News editor for Pinkbike who sometimes moonlights as a tech editor.

: Content manager for Pinkbike, former elite-level cross-country mountain bike racer.

The post Our Favorite High-Performance Trail Bikes This Year appeared first on şÚÁĎłÔąĎÍř Online.

There’s no denying that mountain biking is an expensive sport, and the prices of top end models can be high enough to make you consider taking up barefoot running instead. Luckily, the more reasonably priced options are better than ever, thanks to advancements in geometry, brakes, and suspension.

editors recently reviewed five great options that all retail for $3,500 or less. All of these bikes are capable of tackling a wide range of terrain, and could serve as an excellent upgrade for riders on a budget looking for a bike that won’t hold them back. Watch the roundtable discussion below, and check out the individual reviews at the link below each model.

 

Vitus Mythique 29 AMP

• Travel: 140mm rear, 140mm front
• Wheel size: 29″
• Head angle: 65.5°
• Seat angle: 77.5°
• Reach: 482mm (lrg)
• Chainstay length: 445mm
• Weight: 33.8 lb / 15.3 kg
• Price: $2,599 USD
•

 

GT Sensor Comp

• Travel: 130mm rear, 140mm front
• Wheel size: 29″
• Head angle: 65.5°
• Seat angle: 77°
• Reach: 485mm (lrg)
• Chainstay length: 440mm
• Weight: 34.2 lb / 15.5 kg
• Price: $2,600 USD
• Full review

 

Marin Rift Zone 29 XR

• Travel: 130mm rear, 140mm front
• Wheel size: 29″
• Head angle: 65.5°
• Seat angle: 77°
• Reach: 485mm (lrg)
• Chainstay length: 435mm
• Weight: 34.8 lb / 15.8 kg
• Price: $3,499 USD
•

The post Tested: 5 of the Best Mountain Bikes Under $3,500 appeared first on şÚÁĎłÔąĎÍř Online.

After months of hype, leaks, rumors, and speculation, SRAM’s new Eagle Transmission has officially launched. It’s an entirely new 12-speed electronic drivetrain, free of any wires, derailleur hangers, limit screws, or B-tension adjustments. Three groupsets are being released–XX SL, XX, and XO.

I spent the last 6 months using and abusing the XO drivetrain in and around Bellingham, Washington. During that time period, I racked up over 1,000 miles (1609 km) and 175,000 vertical feet (53,340 m) of climbing over the course of 65 rides. Those miles included lots of rain, more snow than I would have liked, and a healthy dose of magical hero dirt to round things out.

The video above gives a look at the basics of the new groupset, and goes into my riding impressions. For the full in-depth review and development story, head over to .

The post Is This New 12-Speed Electronic Drivetrain the Death of the Derailleur Hanger? appeared first on şÚÁĎłÔąĎÍř Online.

If you ride your bike to do various adventures, but could use a little more boost to go farther and faster, you might want to check out Specialized’s new (from $4,500). The new aluminum-frame e-bike that can be used for everything from hauling camping equipment, groceries, trail-building tools, or even skis. Basically, it’s an electric approach bike for getting to more remote areas with your adventure tools.

With 120 millimeters of rear travel and a 130 millimeter fork that utilizes a single-pivot suspension layout, the bike has enough travel for actual off-road riding—this is not just a warmed-over commuter bike. That doesn’t mean it wouldn’t make a great commuter, though, especially since all models have fenders, a rear rack, plus integrated headlights and tail lights. The highest end model has a 1,000 lumen front light, and a tail light that gets brighter when the brakes are applied.

The Tero X also has Specialized’s Turbo System lock, which disables the motor and sounds an alarm if the bike is moved when it’s armed. The alarm is set via the Mission Control app, the same app that can be used to customize the motor settings, record rides, and receive over-the-air system updates. Specialized does point out that a physical lock is still the best defense against theft, but it certainly doesn’t hurt to have another deterrent against thieves.

There are three models in the Tero X lineup, the 6.0, 5.0, and 4.0. The Tero X 6.0 ($6,500) uses Specialized’s Full Power 2.2 motor, which has 90 Nm of torque and is attached to a 710 Wh battery. The 5.0 ($5,500) relies on the Full Power 2.0 motor, which has 70 Nm of torque and a 710 Wh battery. The 4.0 model ($4,500) has a Full Power 2.0E motor with 50 Nm of torque and 530 Wh battery.

In Eco mode the claimed range is 68 miles with a 20 MPH/32 KPH speed limit, and a range estimator let’s you know how far you can go.

All of the bikes have a 29-inch front wheel and a 27.5-inch rear wheel for sizes medium, large, and extra large, while the size small gets two 27.5-inch wheels.

The post Specialized’s New Turbo Tero X Could Be Your Next şÚÁĎłÔąĎÍř Vehicle appeared first on şÚÁĎłÔąĎÍř Online.

E-bikes remain a contentious topic, especially in North America, but I’m not going to delve too deeply into that here – just keep in mind that e-bikes aren’t allowed everywhere, and no matter where you’re riding it’s important to be a courteous trail user.

The purpose of this guide is to explain the difference between the various options on the market, and hopefully make it easier to decide which one makes the most sense for your riding style. Jumping into this world requires a substantial investment, even for the most budget-oriented models, which makes gathering as much information and trying as many options as you can before making a purchase even more important.

Of course, there’s also always the option of buying a regular, non-motorized mountain bike—going that route is much less expensive, and you won’t ever need to worry about your battery dying in the middle of a ride. For riders interested in going down that path, we’ve put together a helpful guide to help explain the various options.

Let’s start with the absolute basics—what exactly is an e-mountain bike? At its core, it’s a mountain bike with an electric motor that provides pedaling assistance, and a battery to run the motor.

There are three different classes of e-bike, but we’re only focusing on Class 1 bikes, ones without a throttle and which only output power if the rider is pedaling. These bikes are also limited to 20 miles per hour; you can certainly go faster than that, but the motor won’t be providing any help above that speed.

Battery Capacity: Battery capacity is measured in watt hours (Wh), and varies depending on the type of bike, ranging from around 320 Wh all the way up to 1,000 Wh. The greater the capacity, the longer the range, although those bigger batteries do come with a weight penalty.

Torque: Torque refers to how much assistance the bike will provide when you’re pushing on the pedals. (There’s more to it than that, but that’s the extra-simplified version). A bike with a motor that provides more torque will require the rider to exert less force on the pedals when climbing a steep hill compared to one with lower torque. Mid-power e-mountain bikes typically have motors with 35-60 Nm of torque, while the motors on full-power e-mountain bike’s put out 85 -100 Nm of torque.

Types of Electric Mountain Bikes

Full Power E-Mountain Bike

Full power e-mountain bikes have the most powerful motors and largest batteries. As a result, they also have the highest overall weights, typically in the neighborhood of 50 pounds.

All of that power makes it possible to climb up features that would be impossible on a regular bike, which can lead to an entirely different riding experience. This style of bike is great for spinning up fireroads to get to a rowdy descent, but they’re also a blast when it comes to getting up technical climbs.

The overall ride experience is different than regular mountain biking—bunnyhopping and making quick maneuvers is more difficult due to the higher weight (lifting the bike up onto a bike rack can be challenging too), but the flipside is that this style of e-mountain bike feels the most stable, especially while cornering.

The bigger batteries also allow for a longer run time at full power, increasing the distance that you can travel at the highest level of assistance.

Price range: $5,000 – $12,000+ USD. Just like with non-motorized bikes, there’s a wide range of price points that are determined by the frame material (aluminum is slightly heavier than carbon fiber, but it’s also much less expensive), and by the component kit.

Examples: , ,

Mid-Power E-Mountain Bike

The mid-power category has grown rapidly over the last couple of years, thanks to improved battery technology and new motors that make it possible to create bikes that weigh around 40 pounds. The ten-pound weight difference between these bikes and their full-powered counterparts is very noticeable, and riding one feels much more like a regular bike when descending.

The typical power output ranges from 35 Nm to 60 Nm, depending on the motor, which means this style of bike doesn’t surge up the hill the same way the full-power options can. Their assistance is still noticeable, it’s just more subtle, closer to a gentle yet steady push rather than a hard shove.

In order to keep the total weight down, the standard battery capacity of a mid-power e-mountain bike is typically somewhere around 350 Wh, which does limit the maximum range compared to the bigger bikes. Several of the available models do offer the option of a range extender, an external battery that can be slid into the water bottle cage to eke out even more run time.

Price range: $5,000 – $12,000+ USD. There isn’t really a huge price difference between going the full-power or mid-power e-mountain-bike route. The motor outputs are different, but the frame materials and component costs are similar.

Examples: , ,

Questions to Ask When Shopping for an E-Mountain Bike

What Are Your Friends Riding?

Unless all of your rides are going to be solitary affairs, it’s a good idea to consider what your style of e-mountain bike your closest riding buddies are on. It turns out full-power and mid-power bikes don’t mix that well in a group setting—the riders with more power will constantly need to wait for the mid-power riders, or at the very least drop down into a mode that offers less assistance.

It’s obviously not the end of the world, but if you end up with the same style of e-mountain bike as your closest partners, it’ll make ride logistics a whole lot easier.

What Type of Ride Experience Are You Looking for?

Do you want a bike that can act as a replacement for a shuttle vehicle, one that makes it possible to knock out the most vertical in the shortest amount of time? The full power route is the way to go.

If you’re looking for something that’s easier to handle, the mid-powered e-mountain bike is a more mild-mannered option that can still knock out a solid amount of climbing in a short amount of time.

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Features to Keep in Mind

Battery Size

Bigger is better, up to a point. These days, batteries in the 700-750 Wh range seem to sit in the sweet spot for full-power e-mountain bikes, giving riders the ability to get out on long, multi-hour rides without incurring as much of a weight penalty as the 900 Wh options.

Cockpit Controls

There are a wide variety of cockpit displays—some that look like they’d be better suited to the inside of a spaceship, and others that are much more minimalist. Personally, I like the smaller, less obtrusive options—Specialized does a good job integrating their display into the top tube, as does Crestline using Bosch’s Kiox display.

Key Components

On an e-mountain bike, powerful brakes and tough tires should take top priority. Splurging for an extra fancy shock isn’t typically worth it, at least in my experience— the extra weight of an e-bike can make middle-of-the-road suspension feel excellent. Going with an aluminum frame will save money at the cost of additional weight, although there’s a motor to take off some of the sting.

Maintenance

Unfortunately, e-bike motors aren’t that easy to service at home. When something goes wrong, it’s typically time for a visit to a bike shop, so it’s not a bad idea to consider what type of dealer network is available for the motor in the bike you’re looking at.

Every spring there is an influx of riders keen to get into mountain biking, and at Pinkbike and şÚÁĎłÔąĎÍř, we know that these newcomers are often overwhelmed with information and opinions. So we’re launching a seven-part series called MTB Explained, where we help new riders navigate some of the basics of our sport. If you’re new, welcome to the best damn sport in the world, and if you’re a long-time rider let’s welcome these folks to the club.

The post What Type of E-Mountain Bike Should You Buy in 2023? appeared first on şÚÁĎłÔąĎÍř Online.

You’ve decided to take the plunge and dive into the world of mountain biking. How complicated could it be? A mountain bike’s a mountain bike, right? Unfortunately, it’s not that simple any more. When the sport first started rolling in the 1970s there was pretty much only one type of bike, but now, after nearly a half-century, there are bikes to suit almost every riding style imaginable.

It can be intimidating trying to sort through all of the choices, and the ever-expanding list of categories and sub-categories can make it even more difficult. Just like in the ski or snowboard world, there are different bikes for different conditions, and it’s a matter of picking the right tool for the job. But we’re here to help.ĚýLet’s start with the easiest two categories to differentiate.

Hardtails versus Full-Suspension Bikes

Hardtail

A hardtail is just like it sounds – a bike with no rear suspension. The vast majority of new hardtails have a suspension fork, although there are still a few options out there without suspension of any kind, for those riders looking for the simplest (and roughest) ride.

Hardtails can be a great way to save some money, since the lack of a shock and a less complicated frame design helps keep the cost down. Hardtails can be designed for any of the riding categories that we’ll go over shortly, although they are best suited to slightly mellower terrain. It is possible to get down very rough, technical trails on a hardtail—and have a lot of fun doing it—but there’s no getting around the fact that a full-suspension bike makes navigating those harder trails much easier.

Full-Suspension

Again, it’s all in the name. A full-suspension bike has a suspension fork and a rear shock to help take the edge off rougher trails, which means the frame (and rider) is fully suspended above the wheels. The amount of travel (how much the suspension moves) will vary depending on the bike’s intended purpose, ranging from 80-100 millimeters of rear travel for more cross-country oriented bikes all the way up to over 200 millimeters of travel for pure downhill machines.

Mountain Bike Category Definitions

Moving on from the basic frame configuration of a mountain bike brings us to the more convoluted part of the equation—deciding what type of riding the bike is for.

We’ll start with the basic categories, and then touch on some of the other terms you might hear floating around a bike shop or see mentioned online. You’ll also see that each category has a ‘climbing / descending split’. This is intended to illustrate where a bike’s performance is focused. For example, climbing takes a higher priority on a cross-country bike, so the split is 70 / 30, compared to a DH bike, where it’s a 0 / 100 split—climbing performance isn’t even part of the downhill bike equation.

Cross-Country (XC)

These are the speed machines, the lightest and quickest handling mountain bikes around. They’re designed for covering lots of ground as efficiently as possible, and typically have around 100 millimeters of rear travel paired with a 100-120 millimeter fork.

Ideal Terrain

XC bikes are a great option for riders in areas with rolling terrain that isn’t super rough—this much travel helps take the edge off chattery sections of trail, but when things get really chunky an XC bike won’t be the best option.

Rider Type

You don’t need to be a racer, or even harbor any dreams of racing, to enjoy a cross-country bike—for riders that want their bikes to feel fast, light, and efficient, this is the category to consider. It’s also the category where a hardtail makes the most sense, since the lack of a shock saves weight, and the most efficient suspension is none at all.

This is good bike type to consider for riders who prefer the challenge of conquering a long, strenuous climb over seeking out the gnarliest descent, those who prefer to zip along with both wheels on the ground versus hitting every jump around.

Examples: ,

Climbing / Descending Split

70 / 30

XC Sub-Category: Downcountry

Downcountry is a term whose origins aren’t totally clear, although some of the credit and/or blame rests on Pinkbike tech editor Mike Levy’s shoulders. It was originally more of a tongue-in-cheek description for an imaginary category, but the term stuck, and more than one bike manufacturer has used it in their marketing campaigns. The idea is to take a lightweight cross-country-ish bike and make it more downhill oriented via things like wider handlebars, a dropper post, and longer, slacker geometry.

The travel and overall light weight remains, but the bikes in this category aren’t as uphill-focused as their more race-oriented siblings. Bikes like the , Specialized Epic EVO, and are all examples of this concept. More advanced riders can push these bikes hard in terrain they might not be expected to excel in, and beginners will appreciate the extra confidence that the more relaxed geometry provides on steeper trails.

Trail Bike

This is arguably the largest category of mountain bike, and for good reason. Trail bikes are intended to handle a huge variety of terrain—these are the generalists, the all-rounders that can take on just about anything. Rear travel amounts range from 125 up to 150 millimeters, and typically, the longer travel options tend to be a bit more downhill focused.

Ideal Terrain

Almost anywhere. We recently finished conducting a round of trail bike testing in Whistler, BC, and the biggest takeaway was just how capable modern trail bikes have become. The idea of using the same bike for long backcountry rides and lift-served laps in a bike park used to be a fantasy, but now there are numerous options that can do just that.

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For someone who wants one bike that can handle just about anything, this is the place to look. Modern geometry makes the bikes in this category more confidence inspiring on the descents than ever, and they’re still very manageable while climbing or riding on more rolling terrain. Tires can play a big role in how one of these bikes feels—lighter tires can make it better suited for big, pedal heavy rides, while beefier, more aggressive tires can help provide more traction and better handling in steeper terrain.

Examples: ,

Climbing / Descending SplitĚý

40 / 60 or 60 / 40 (depends on model)

Enduro Bike

Technically, enduro is a mountain bike race format, where multiple timed downhill sections are connected by untimed transfer stages. The term has evolved to describe longer travel bikes with a clear focus on downhill performance that can still be pedaled to the top of a climb. Travel amounts range from 150-170 millimeters, and in some cases the bike’s geometry isn’t far off from what you’d find on a downhill bike.

Ideal Terrain

About as rough and steep as it gets, just short of a full-blown downhill track. Enduro bikes are a great option for riding in lift-served bike parks, since they can handle bigger drops and jumps, and when the lifts stop spinning, they can be pedaled on other trails without being too much of a hindrance. Descending is the main focus of this style of bike, which means they don’t feel quite as quick or efficient as their shorter-travel siblings. Still, many modern enduro bikes have impressive pedaling performance, and if there’s terrain to warrant the extra travel they can certainly be taken out on extra-long missions.

Rider Type

The ideal candidate for an enduro bike is someone that’s interested in challenging themselves on steep, rough terrain. There’s no minimum ability level to have fun on a bike with this much suspension, although many of the bikes in this category do ride better at the higher speeds they were designed around.

Examples: ,

Climbing / descending split: 30 / 70

Sub-Category: Super-Enduro/Freeride

There’s a small niche that exists between enduro bikes and downhill bikes, which is where you’ll find long-travel machines that are even more downhill focused, bikes where weight and efficiency aren’t as much or a priority as durability and stability as speed. These are the models that benefit from the use of a chairlift of shuttle truck, but they’re still able to be pedaled to the top when those options aren’t available.

Examples: ,

Downhill Bike

Do you want to go downhill, fast? This is the place to look. The downhill (DH) market has grown smaller as the capabilities of trail and enduro bikes have increased, but those bikes still can’t beat a dedicated DH bike when it comes to outright speed. If you’ve never ridden a downhill bike before, renting one from a bike park can be a good way to see if the handling and overall characteristics are something you’d like to invest in. This is the mountain bike equivalent of a pair of extra-fat powder skis, and if you don’t live somewhere with the right terrain, it’s likely going to be overkill.

Ideal Terrain

DH bikes are purpose-built for descending, which means that they require a chairlift, shuttle truck, or a long stint of pushing to get them to the top of the hill. Once gravity takes over these long-travel machines make a lot more sense, with geometry and suspension designed to take on the gnarliest terrain and the biggest jumps around. They’re well suited to bike-park usage, where the overbuilt frames and components typically do a better job of withstanding the abuse that weeks or months of lift-served laps can dole out.

Rider Type

You don’t need to be a racer to appreciate a downhill bike – they’re great options for bike park usage, or on extra-rugged terrain where no pedaling is required. The way they carry speed and soak up bumps is something that all riders should experience at least once in their riding career. If you’re only riding the lifts a few times a year renting may be the way to go, rather than shelling out thousands of dollars for a bike that doesn’t get ridden all that much.

Examples: ,

Climbing / Descending Split

0 / 100

How Much Do These Bikes Cost?

So you’ve figured out the style and type of mountain bike you want. How much will that cost? Well, that depends. Along with the wide variety of bike models and designs comes a wide variety of prices, so there’s no easy answer. In addition, bike prices have jumped dramatically over the last few years, so going the is the best method to save money. Prices also vary depending on if a company is solely direct to consumer or if they’re sold in brick-and-mortar bike shops, although the price difference between those two sales models isn’t as great as it once was (we have a post coming on this later this week!).

In general, expect to spend around $3,500 for an entry-level full-suspension bike. At that price range there are multiple options that’ll serve as great entries to the sport, with hydraulic disc brakes, wide-range drivetrains, and basic suspension components.

Around the $6,000 is where you find bikes that don’t really need any upgrades, even for more advanced riders. Going even higher up the line, many companies have their highest-end models priced in the neighborhood of $10,000 – $12,000. Bikes at the price point come with carbon fiber frames and wheels, and typically have electronic shifting or a very high-end drivetrains.

There you have it: a quick primer on the various different types of mountain bikes that are on the market in 2023. Instead of getting bogged down in spreadsheets or internet forums, get out there and try a few options. Find a demo event, borrow a buddy’s bike, whatever it takes to gain more familiarity with what’s available and what will work best for you. After all, the best bike for someone in Des Moine, Iowa is going to be different than what’s best for someone in Whistler, BC.

And finally, don’t forget that at the end of the day they’re all just bikes, and mountain biking is supposed to be fun. Good luck!

Every spring there is an influx of riders keen to get into mountain biking, and at Pinkbike and şÚÁĎłÔąĎÍř, we know that these newcomers are often overwhelmed with information and opinions. So, we’re launching a seven-part series called MTB Explained, where we help new riders navigate some of the basics of our sport. If you’re new, welcome to the best damn sport in the world, and if you’re a long-time rider let’s welcome these folks to the club.

The post What Type of Mountain Bike Should You Buy in 2023? appeared first on şÚÁĎłÔąĎÍř Online.

We were able to sneak in one more round of testing up in Whistler, British Columbia, this fall, thanks to a string of unseasonably dry and warm days, an extended season that made it possible to put in a bunch of miles on some of the newest mountain bikes around. The trails are now resting under multiple feet of snow, which is great news for skiers and snowboarders, and bittersweet for riders who live for those sunny, warm laps.

It’s never too early to start planning for next season, though, and this crop of five of the hottest trail bikes for 2023 is a great place to start. All of the bikes have between 130 and 150 millimeters of rear travel, and they all roll on 29-inch wheels. They each have their own distinct traits out on the trail, so be sure to check out the full reviews on our sister site, to see which ones rose to the top.

Santa Cruz Hightower C GX AXS Reserve

Travel: 145mm rear, 150mm front
Wheel size: 29″
Head angle: 64.5°
Seat angle: 76.4°
Reach: 472mm (lrg)
Weight: 32.4 lb / 14.7 kg
Price: $9,799 USD

Yeti SB140 LR Turq

Travel: 140mm rear, 160mm front
Wheel size: 29″
Head angle: 65°
Seat angle: 77°
Reach: 480mm (lrg)
Weight: 32.7 lb / 14.8 kg
Price: $10,200 USD

Trek Fuel EX 9.9 XX1 AXS

Travel: 140mm rear, 150mm front
Wheel size: 29″
Head angle: 64.5°
Seat Angle: 77.2°
Reach: 485mm (lrg)
Weight: 31.9 lb / 14.5 kg
Price: $10,750 USD

Norco Fluid FS A1

Travel: 130mm rear, 140mm front
Wheel size: 29″
Head angle: 65°
Seat angle: 76.7°
Reach: 480mm (lrg)
Weight: 33.8 lb / 15.3 kg
Price: $3,999 USD

Scott Genius ST

Travel: 150mm rear, 160mm front
Wheel size: 29″
Head angle: 63.9°
Seat angle: 77.2°
Reach: 485mm (lrg)
Weight: 30.1 lb / 13.7 kg
Price: $11,000 USD

The post Tested: 5 of the Best New Trail Bikes for 2023 appeared first on şÚÁĎłÔąĎÍř Online.