Earlier this year, Bontrager launched four all-new MTB treads. Those tires started with the super-fast Vallnord, ranging up to the all-around trail tire called the Gunnison. Now Bontrager is completing their new MTB tire lineup with the most aggressive options in the lineup – the Brevard and Galbraith.

Like those launched in April, the Brevard and Galbraith ditch the ‘XR/SE’ naming convention of the outgoing tires. Instead, the tires take naming inspiration from legendary MTB zones where the tire would be appropriate. For enduro and aggressive trail, the Brevard replaces the XR5/SE5 while the Galbraith replaces the SE6.

The new naming structure also includes some changes to the levels and constructions. While the old tires went from Comp, to Expert, to Team issue for Entry/Good/Best, the new level goes Comp, Elite, Pro, and RSL for the top end. Constructions are noted as XR for XC/Trail, XT for Trail, SE for Enduro, and G for Downhill. That gives you three parts of the name, as in Brevard RSL SE which would be the top-level Brevard tire in an SE casing. Four parts if you add the TLR Tubeless Ready acronym.

Named after Brevard, North Carolina, the Brevard is optimized for loose and mixed terrain. Looking at the tread pattern, it’s hard not to think Minion, which is fine since it’s one of the most popular all-around aggressive tires.

The Galbraith is named for Bellingham, Washinton’s Galbraith Mountain, and these tires claim to be ideal for anything from rocky to loose, soft, and loamy trail conditions like you’d find in the Pacific Northwest.

The Brevard tire comes in either Bontrager’s new Trail Dual-Compound, or their Trail Triple-Compound. The Galbraith is only offered in Triple-Compound which adds softer shoulder compounds for better cornering grip, a medium center for climbing and braking grip, and a firm base for knob support. The Dual-Compound uses a medium shoulder for cornering grip and a firmer center for faster rolling and better longevity.

Both tires are also offered in Bontrager’s new RSL SE construction which uses a 60TPI casing with sidewall, bead-to-bead, and apex puncture protection. This is the only casing offered for the Galbraith, but the Brevard also comes in XR and XT. According to Trek’s testing, the new SE casing improved pinch-flat resistance by an impressive 33% on the Brevard compared to the SE5, while the Galbraith improved by 26% from the SE6.

The Galbraith is also only available as a 29 x 2.5″ tire, while the Brevard is offered 29 x 2.5 and 27.5 x 2.5.

Actual Weight

These tires have thick casings and a lot of rubber. As a result, they’re not super light at 1406g for the Brevard RSL SE 29 x 2.5, and 1414g for the Galbraith RSL SE 29 x 2.5.

First Impressions

First impressions always start with the installation, and for me that meant mounting to a pair of Forge + Bond 30 AM wheels with a 30mm internal width. Out of the box, the Bontrager tires are pretty stiff and were a bit of a challenge to mount to the rim. An application of Schwalbe Easy Fit Tire Mounting Fluid seemed to help. Still, I had to use a tool at points, but once they were on the beads easily popped into place. I mounted the Galbraith to the front and the Brevard to the rear in hopes that the Galbraith would help hook up on the sketchy loose-over-hard fall conditions.

Starting at my usual 21psi rear, 19psi front, it was immediately apparent that these tires are stout. I could definitely feel the weight difference from the 19 x 2.4″ Maxxis Dissectors that came off the bike, but the trade-off was a nicely damped ride feel.

The SE casing is supportive enough that I started lowering the air pressure, eventually setting at 16/17psi front/rear. Even at those pressures on a light weight ebike, it didn’t feel overly squirmy and offered excellent traction.

All of my rides so far have been in the same conditions – tons of leaves, acorns, walnuts, and sticks over rock-hard dirt. This time of year you can’t even see the trail in most spots, so you really have to trust your tires. So far, the Bontragers have worked out pretty well as long as you’re OK with some controlled sliding. Understandably, with so much loose debris on top of the trails, the tires haven’t been locked into place, but the sliding is predictable and there is still plenty of grip while climbing and braking. The tires also improved quickly with some miles, but it’s still early.

Pricing & Availability

Available now, the Brevard and Galbraith RSL SE TLR both sell for $69.99. The Brevard is also offered in Black/Tan.

The post Bontrager Charges Into Big Terrain with New Brevard & Galbraith Enduro MTB Tires appeared first on Bikerumor.

No one likes a flat tire, and the industry has worked tirelessly (zing!) to develop more straightforward and efficient ways to fix punctures. Stan’s (one of the OGs in tubeless sealant technology) has updated their unique DART system, this time working alongside Daysaver to help store and keep the updated tool lasting longer and performing consistently. 

What is the Stan’s Incredible DART?

The DART is a plug-style tubeless flat tool that uses a unique blow-dart-style insert to fill cuts in the tire carcass. The flexible nature and flower-style design of the DART plug allow it to fit nicely into large and small tire cuts and cover more space. 

What’s New? 

The Stan’s Incredible DART builds on the base design launched some years ago. There was never a great storage solution for the DART; you mostly had to store it in your jersey pocket, but it wasn’t a burden – it was just easy to forget (or lose, in my case). 

The updated Incredible DART design focuses on elegant storage and ease of use. Stan’s partnered with the engineers at Daysaver in Switzerland to create this sleek, updated design that will be much harder to forget.

How Does the Stan’s Incredible DART Install? 

The Incredible DART can be installed inside a handlebar (with Stan’s Incredible Handlebar Mount, sold separately) or stored in a pocket or backpack like the OG DART. 

Stan’s supplies three different grommets with the Incredible DART handlebar kit, and they should fit most flat bars. To install the Stan’s Incredible DART on your bars, all you need to do is install the grommet on the tool (opposite the side of the Stan’s logo) and slide the tool onto the bar end clip. 

Next, tighten the 3mm fitting while the quick release is engaged and secure the fit. To use the tool, flip the quick release, and the tool will slide out when you pull the tab. Then, you’re ready to fix a flat.  Also – the new Stan’s DART works with any of Daysaver’s modular Incredible tool ecosystems. 

How Do You Use the Stan’s Incredible DART? 

If you’re familiar with tire plugs or bacon strip-style repairs, the Stan’s Incredible DART works nearly the same. You take the tool out of your bar end (or your pocket) and twist the tool while holding the silver alloy piece. 

Twisting will pop the spring-loaded DART installation bit and DART plug from their hidden home in the tool. Mind how quickly you turn the preloaded tool—I’ve had the DART plug fling off into the installation tool. 

Then locate your flat, and push the Stan’s Incredible DART plug into the puncture. The installation tool has a bottom-out feature that only allows the plug to be installed at a certain depth. 

After you successfully install the DART plug, spin the wheel and flood the puncture site with the tubeless sealant in your tires (Stan’s or not). After this, you should be ready to inflate and roll. 

If you unfortunately get another flat (we’ve all been there), the new Incredible DART holds three DART plugs. So you should be good to get home or at least go to a corner store. 

First Impressions: Stan’s Incredible DART

I’m a fan of the current Stan’s DART, it’s easy to use and fits in my flat kit. My only complaint is that it takes up more space than the bacon strips or slim Dyna Plug tool. It seems that the updated Stan’s Incredible DART has solved most of those problems.

The installation installation is easy enough, and the tool is well-designed. I like how resilient the design is. The alloy outer looks like it will last the long haul, and the tool doesn’t rattle in your bars, thanks to the various-sized grommets in the hardware kit.

A No-Go For Most Road

I was bummed to see that it wouldn’t work in any of my drop bar bikes. There is a minimal chance it could work with gravel bars that are very flared, but that’s wishful thinking. As I imagine, this is a flat bar-only install tool. BUT its slimmer and cylindrical design is better for packing and storing quickly.

The updated tool design is a nice improvement and upgrade from the current model. The spring-loaded piece is a bit novel, and it’s not just for show; it works, and that’s all that matters. Just don’t spring your DART plug into the woods.

Premium Price for Premium Tools

The cost is significantly higher than that of the original model. The Stan’s DART tool (OG) is $25.00, with refills being $20.00. The new Stan’s Incredible DART is $72.00, and an extra $35.00 if you want the hardware kit. That means getting the whole kit (hardware for the bar installation) will cost $107.00.

Why the price increase? The OG DART is crafted out of plastic and is slightly less refined. The new Stan’s Incredible DART feels like a tool that you can get more use out of, one that will last a long time — primarily because of its alloy construction.

Is it worth the extra cost? I would say yes – especially if you’re a Stan’s DART fan. The tool fits seamlessly into the bars of most flat-bar bikes (it fits all of mine, but I don’t want to say it fits them all). Plus, the tool design is cool, and I like cool, neat tools, especially practical ones.

What about the weight? The original Stan’s DART weighs 15g with two DART plugs in the chamber. The Stan’s Incredible DART weighs slightly more, at 37g with the hardware piece and 29g as just the tool.

Stan’s Incredible DART 

• Include 3 DART heads
• Precision engineered in Switzerland
• Compatible with Daysaver’s modular Incredible tool ecosystem
• Incredible DART Handlebar Mount sold separately
• 6061-T6 alloy body
• Color: Silver with laser-etched logos
• Made in Taiwan
• Compostable packaging 
• Weight:
• Price: $72.00 (tool only) $35.00 (Hardware Mount)

Stans.com

The post Stan’s Teams Up with Daysaver On Incredible DART Tool to Help Save Your Ride appeared first on Bikerumor.

I want to talk a bit about bike grips. More specifically, the Ergon GE1 Evo Factory grips. I’m a fan of Ergon Bike products. I use their SM Pro Men’s saddles when not riding my trusty Brooks B17. And for grips, I’ve used Ergon grips for over 6 years.

First, it was their GA2 and then I switched to the GA3, which I ran for most of the 6 years. I use their GP1 Evo (the one with the big “wings”… you’ve all seen them around) on my Rivendell Clem Smith Jr. And, most recently, I’ve fallen for their GE1 Evo Factory for the mountain bikes in the stable.

The GE1 Evo Factory is by far my favorite Ergon grip. I use this grip on both of my all-mountain bikes, the Haro Saguaro 1, and the Salsa Blackthorn. I wasn’t planning on reviewing them, but I think they’re great and thought I’d share my thoughts.

Ergon = Bike Ergonomics

Ergon Bike is a German company that focuses all of its attention on making our riding experience more comfy. They have a staff full of people like physicians, engineers, and even sports scientists. They focus their products on the ergonomics of human anatomy. This kind of focus, in my opinion, is highlighted in the comfort of their products.

If you want to find a grip and saddle that fit your body and needs, check out the Grip Selector and Saddle Selector.

I mean, they aren’t messing around over there.

The Ergon GE1 Evo Factory Grip

Retail: $40

The Ergon GE1 Evo Factory Grip is an ergonomic mountain bike-specific grip that was developed in partnership with Ergon’s Enduro World Series athletes. Ergon says that the ergonomic shape of the grip will “automatically put you in an active riding position”.

This is 100% the truth. After installing the grip and going for that first ride, I found my riding position to be more “active” than it would be without the GE1 Evo. I wasn’t even trying, it really was “automatic”.

The grip is made using their unique in-house produced Factory rubber compound. I find that compound to provide a very useful amount of damping, without losing the “feel” of the trail.

The GE1 Evo is also specifically designed for use with wide handlebars, like my 800mm wide PNW LOAM bars. The grips have textured zones that are oriented against the direction that your hands naturally rotate on the grip.

There is an aluminum inboard clamp and built-in handlebar end plugs. This gives the grips a great, high-end fit and finish. The end plugs do not come out, so if you have a quick tool or tire repair kit that fits in the handlebar end, these grips won’t work.

Installing the GE1 Evo

They are right and left-specific, as well as top and bottom-specific. Setting up the grip is easy. Each grip is labeled Right or Left, and has an ‘Up’ graphic printed on the shoulder of the locking collar (it’s harder to see on the oil slick clamps). Match up the left and right grips, and slide the grips over the bar with ‘Up’ pointing… up. Situate yourself in the riding position of choice, and wrap your hands around the grip.

You can rotate the grip slightly until you find that the grip matches the ergonomics of your hand. You can use the hash marks on the collar to make sure both grips are equal. Once this happens, tighten the 3mm screw and you’re done.

Quick GE1 Evo Specs

• New unique in-house produced Factory rubber compound.
• Design to be used on the wide handlebars found on most gravity MTBs.
• Textured zones orientated against the direction of rotation of the hand.
• Lightweight high-quality inboard aluminum clamp.
• Built-in handlebar plug.
• Right and Left specific grips, which are also Top and Bottom specific.
• 135mm length
• 32mm average diameter
• 119 grams for the set
• No removable end plug

Riding with the Ergon GE1 Evo Factory

I received the Ergon GE1 Evo Factory grips in Frozen Stealth (black) with the Oil Slick clamp on the Salsa Blackthorn, and the Frozen Moss (green) with the Oil Slick clamp on the Saguaro 1.

This grip is one of the most noticeable, low-cost upgrades I’ve made to a bicycle. They instantly made a difference in how my hands felt on both short and long rides.

I noticed the grip’s highlights and features on rides with long technical descents, where the terrain requires a tighter grip while using more brakes. The soft compound helps keep the numbness at bay while providing ample damping.

The ergonomics of the grip are subtle, but obvious as it keeps you in a riding position that is ready for action. And while the grip’s compound feels soft, its purposeful shape still feels very defined and precise.

Besides the awesome appearance, vibration damping, and ergonomics of the grip, I think one of my favorite features of the GE1 Evo Factory is the extended outer edge.

I tend to ride with my hands to the outside, and sometimes hanging slightly off of the end of the bar. And these extended end portions of the grip seemed to be made just for me. It gives your hand a nice perch to be on.

The Gripping Conclusion

In my opinion, most grips that boast relief from hand numbness or offer damping, often end up feeling too vague and squishy. This results in a grip that leaves you feeling less in control. The GE1 Evo Factory grips manage to accomplish the real job of offering relief from hand discomfort. Plus they offer great damping that doesn’t leave you feeling disconnected from the trail.

For $40, the Ergon GE1 Evo Factory grip is a low-cost, upgrade for your bike that will yield very noticeable differences in your ride feel and hand comfort. I would highly suggest trying them out. I don’t think you’ll be sorry.

Check them out at the link below.

ErgonBike.shop

The post Get a Grip: Ergon GE1 Evo Factory Grips Convert Another Fan appeared first on Bikerumor.

While the recently revamped ENVE M-Series wheels continue to push the category forward at the high end, many riders are looking for a more affordable option that doesn’t skimp on quality. And that’s where ENVE’s Foundation Series wheels come in, so I tested the AM30 mountain bike wheels to see how they compare.

I’ve been riding the original M5 since they launched and they’ve held up impeccably. The AM30 is a decidedly more trail-to-all-mountain wheel than the XC-oriented M5, but it shares some of the key features and, for now*, come with Industry Nine hubs. (*Their Foundation Road/Gravel wheels now come with ENVE’s InnerDrive hubs, but the AM30 hasn’t made that switch…no word on whether they will)

For comparison, the AM30 wheelset is $1400, while the M6 “trail” wheelset is $2300. So, here’s what happens when you spend $900 less…

Actual weights & widths

The wheels ship bare and weigh in at 858g (front) and 1011g (rear) without rim tape or valve stems. Total is 1869g actual (claimed weight is 1852g).

Add the rim tape and valve stems and they weigh 877g (+19g, front) and 1029g (+18g). That’s 1906g total ready to ride.

Tape and valve stems are included with the wheels, and these are equipped with a Micro Spline freehub body so I could test them with the TRP EVO 12 mountain bike group.

Claimed rim widths are 30mm internal and 39mm external. Mine measured 29.83mm internal and 38.92mm external…well within expected tolerances. Depth is a claimed 20mm.

This is one of the key differences between the AM30 and M-series. These have the same rim front and rear, while the M-series wheels use different profiles and widths front to rear. For example, the M6 measures 32mm front/internal and 29mm rear/internal.

But the AM30 keeps one of ENVE’s best features – the wide bead wall with rounded corners. Using math, they should be 4.5mm wide each, and that’s exactly where mine ended up.

In my opinion, this is why ENVE’s wheels are so good, they’ve nailed a design that virtually eliminates pinch flats. Even when I’ve run intentionally too-low pressures and hit rocks just to test them, I didn’t have issues. Under normal setup and conditions, I’ve been able to rally rough terrain, rocks, and roots without fear. And without incident.

Details

Here’s what that looks like as a profile. Note the little bead seat channels, too, and rounded ramps to bring the tire up from the deeper center for easier tubeless tire installs.

The ultra-shallow rim depth improved compliance, and these wheels are indeed very comfortable without giving up lateral stability or the ability to rail corners.

External nipples are now the norm for both Foundation and M-Series wheels, but they were a new thing for ENVE when this wheelset launched. But, these rims also use molded spoke holes, not drilled, which is a premium touch that’s trickled down.

I also really like the matte finish that still allows some of the carbon’s sheen to come through. It’s subtle, but there.

There’s a reason why a lot of wheel brands spec Industry Nine hubs…they’re fantastic. These I9 1/1 hubs are a proven element, and J-bend spokes are easy to source and replace at almost any bike shop. End caps are tool-free, making them easy to service and clean, too.

ENVE AM30 ride review

I’ve ridden these in Deer Valley, Utah’s steep and flowing trails that (thanks to some local knowledge) weren’t always fully established.

I’ve ridden them at Beech Mountain’s bike park, where lift-served trails range from groomed and bermed to “I can’t believe this many rocks exist in one place!”

And I’ve ridden it in Vermont’s expansive trail network of long climbs, blazing descents, technical trails, and man-made ramps and features:

Everywhere I’ve ridden them the AM30 wheels excelled. ENVE calls them the “one-wheelset quiver for lunch laps, park laps, and backcountry epics”, and I’d agree.

I’ll admit, $1400 is still a lot for a wheelset, but it’s a lot better than $2300. And it finally put ENVE at a competitive price point without watering down the product or adding a ton of weight. These are only 277g heavier than the M6 (claimed weight comparisons), and some of that weight comes from the hubs, so it’s not all out at the rim.

The reason I often ride and recommend ENVE is because I’ve seen how they make their wheels. I’ve ridden them enough to know they hold up to abuse. I appreciate the design thinking that goes into them. And I appreciate that they’re made in the USA (and in this case with US-made hubs, too).

If you’re looking for a bombproof mountain bike wheel that’ll handle almost anything and has a killer pedigree, the ENVE AM30 is worth a look.

ENVE.com

The post Review: ENVE AM30 Foundation Mountain Bike Wheels appeared first on Bikerumor.

One Up Components makes some of my favorite cockpit parts, I’ve been riding their carbon riser bar for years and it’s amazing. Same with their 2nd generation dropper post.

So, when they introduced an alloy version of a handlebar that adds a little flex to soften blows, I was intrigued. And when their 3rd gen dropper promised significant weight savings, I reached out. Here’s how it all came together, starting with actual weights.

One Up Cockpit – Actual Weights (and Details)

Actual weights for the front end are:

• Handlebar: 348g
• Grips: 108g (pair)
• Stem: 155g (claimed, 35mm length)

The new One Up V3 dropper on the left is a 180mm travel post and weighs 484g. That’s compared to the 150mm V2 dropper on the right at 500g.

So, longer travel for less weight…yes, please.

At a glance it’s hard to tell them apart save for graphics and the ridges on the collar. Read our launch coverage for all the tech details, but basically it’s a new, lighter cartridge with fixed air pressure that saves most of the weight.

I tested One Up’s Thin Grips, which are 29mm in diameter and 138mm long. They also make Standard (30mm diameter, but with ridges on the bottom, and Thick Grips (32-35mm diameter). All come in six colors plus Black, and all are $27/pair.

To be honest, I’m not sure why I requested the Thin Grips as I actually like the design of the standard ones better (and the 0.5mm extra cushioning wouldn’t hurt either, but these Thin Grips are great.

They’re grippy even in the wet (I always wear gloves, so no comment on bare handed grip), and perhaps as a testament to the bar’s ability to soak up the bumps, haven’t felt harsh…which is a compliment for thinner grips, I can’t say that about every brand. They’ve also held up well. The only potential knock is the ends are closed, so they’re not compatible with bar-end tools without some cutting.

The handlebar accomplishes its vertical flex by using an ovalized shape at the rise. It’s a bit thinner from the front, and a bit wider from the top.

Having ridden both the carbon and the alloy version, and generally NOT being a fan of how harsh alloy bars are, I’m surprised at how much I like this bar. To be fair, it’s on a 170mm bike with big tires, but it’s still immediately apparent that the bar is doing something to mitigate impacts and fatigue.

If your (or your wallet’s) preference is alloy, One Up’s Aluminum Handlebar is a great option at just $90.

One Up’s Stem comes in 35mm (tested), 42mm, and 50mm lengths, all with 0º rise and only for 35mm handlebars. Bar clamp width is a stout 55mm, which makes it very sturdy but still leaves a little room for computer mounts.

Stems aren’t the most exciting product, but their critical, and this one does what it should without drama. It also looks good, is reasonably light, and will handle everything from trail to freeriding.

Ride Review

I mostly summed up my feelings on the cockpit above. The handlebar is the standout, offering better (any!) compliance than other alloy bars by a large margin. If you feel a little roughed up after longer, more aggressive rides but can’t pinpoint why, swap this (or their carbon) bar in and I bet you’ll like your bike a lot better.

As for the dropper post, it’s great, and it’s worth giving a nod to the V2 version (shown above) because it’s still available and just $185 (compared to $270 for V3). I ran this post for quite a while on some rough stuff, in varying conditions, and it’s still performing well.

But my Fezzari (now Ari) La Sal needed more drop, so the 180mm V3 replaced it (below).

Not only is the One Up V3 post one of the lightest (if not the lightest standard dropper post) on the market, it also comes in an huge range of travel, from 90mm up to 240mm! It can be adjusted by 20mm, and you can drop another 10g with their titanium bolt kit. It’s also super easy to rebuild with basic tools, and all parts are available

As for performance, it’s smooth and actuates easily. While you can’t adjust the return speed anymore, I have no complaints with its speed or reaction. It goes down and up just like I want. The only improvement I’d make is to angle the front saddle rail clamp bolt forward to make it easier to adjust, but that’s an issue with almost every seatpost out there, not just One Up.

One Up makes a great Dropper Post Remote lever, too, which I used here. The post has a standard brake cable attachment point on the bottom, so you can run basically any remote you want that clamps at the lever, but I’m a fan of matchy-matchy components, and One Up’s has the added benefit of a three-position mount that lets me fine-tune how far inboard it is without having to change my brake lever’s position, and that works whether you pair it with its own bar clamp or a Match Maker setup.

Final call? Get it. It’s light, long, and smooth, which is everything I want out of a dropper post.

OneUpComponents.com

The post Review: One Up Cockpit – Bar, Stem, Grips & V3 Dropper appeared first on Bikerumor.

Vision Wheels has slowly revamped its road offering over the past few years. The change has garnered wider tubeless ready rims, updated hubs, and overall versatility. With this change, the higher-end wheels received the update first, and then the tech slowly trickled down. The Vision SC (Service Course) 30 AGX wheelset is the latest on the receiving end of the tech updates. Vision didn’t change much from the higher-end SL version. However, they gave this wheelset its own path, with a deeper rear rim and gravel capability.

What is it? Vision SC 30 AGX Disc Wheelset

Vision’s newest low-profile carbon wheelset, the SC 30 AGX, offers nearly the same rim as the SL versions but at almost half the price. How? They swap out the PRS hub (reviewed here) for a less advanced (but solid) pawl-driven hub. If this sounds familiar, thats because it is. We reported on this at Sea Otter Classic, and the wheels even received a “best of” award. 

The Vision SC 30 AGX Disc wheelset is the latest addition to the Vision AGX (gravel and all-road capable) line. It is the first to employ two different rim depths on the same wheel. 

The front of the SC 30 AGX is 30mm deep, and the rear is a slightly taller 35mm. Both use the same 24 straight pull spokes and lacing pattern. The internal rim width is modern and measures 22.55mm with a solid hooked bead wall. 

I’m new to the updated graphics package of the newest Vision wheels. It’s classic but with a modern twist of overblowing the logo. It’s subtle enough that it doesn’t call out much and won’t throw off your bike motif. 

Vision SC 30 AGX Weights 

Vision SC 30 AGX Wheelset Details 

• Front wheel: 30mm depth rim
• Rear wheel: 35mm depth rim
• Internal Rim Width: 22.55mm
• Outer Rim Width: 30.11mm
• Tubeless-ready – Clincher rim
• Centerlock rotor mount
• TA-12 and X-12
• Six sealed cartridge bearings (2F + 4R)
• DP Spokes – 24F / 24R
• Includes rim tape included
• Artisan-built, entirely by hand
• Alloy freehub: Shimano 10-11sp, SRAM XDR
• Weight: 1547g (with tape and valves)
• Price: $1,298

Ride Review: Vision SC 30 AGX 

I was very excited when the Vision SC 30 AGX came across my desk. I am a fan of Visions wheels, having raced their tubulars for years in cyclocross and deep-section wheels on the road. 

Most riders know Vision wheels and components, but they mostly come from various World Tour teams and OEM products that arrive on their bikes. I feel Vision sometimes gets a bad wrap, and riders write them off as the “gear that comes stock” on the bike they purchased, not as the upgrade gear that riders look at for a performance boost and speed. The new Vision SC 30 AGX wheels prove you can have performance, reliability, and rational pricing in an all-around wheelset. 

So, are they gravel wheels? Good question, and the answer is… Sorta. The Vision SC 30 AGX fits that niche of all road and gravel that floats between categories. The rim width is enough to fill out a 40-45mm tire well without getting the lightbulb effect. The same applies to modern road tires; the SC 30 AGX works very well with a 26-30mm road tire. So, they have a progressive road feel and a slightly conservative modern gravel feel. For cyclocross and anything in the 33-40mm range, they are perfect (rim-wise).

On the All-Road

For the road and all road portion of my time on the SC 30 AGX, I opted for a thicker casing Teravail Telegraph 30mm tire. It’s a tire I wouldn’t flat on gravel exploration and one that rolls pretty well on the tarmac. 

My first impression of the SC 30 AGX wheels was, “These feel light.” When actually — they are not. At 1547g, they are closer to the weight of XC mountain bike wheels. However, the overall weight of the wheelset was in the hub. This is similar to my sensation when I recently reviewed the FSA KFX i28 MTB wheels. 

The wheels feel nice and calm on the open road. They are only 30/35mm deep, so they don’t catch much wind. They do have a nice roll, slightly rounding out the rough spots and delivering a punch when needed on a steep climb. 

The size of the 30mm tire paired with the 30mm rim boosts confidence in cornering without feeling dull, like some wider rims.

Familiar Color Palette

Regarding aesthetics, the SC 30 AGX adheres to a familiar style guide that the top-tier Vision wheel follows. The graphics are subdued, pale grey, and pop slightly in the sun. The rims have a matte finish, with UD carbon and a slight rise in the middle. 

To Gravel and Beyond 

Most, if not all, of my time on the SC 30 AGX was spent riding gravel and cyclocross. Light gravel is where the wheels shine. The amount of abuse and power washing (cyclocross is excellent for your equipment) is worth noting. I’ve flatted several times while on the SC 30 AGX wheels but have yet to see rim damage. I’ve often thought, “There goes the rim,” only to find a sliced tire and an unscathed rim. 

Some (most) flat tires occurred from experimenting with the lowest pressures I could get away with while training in our cyclocross course. The 30mm rim width allows for an excellent contact patch without lowering the pressure much to get the desired feel. Paired with the 30/35mm depth, the wheelset has some natural give that helps soften the roughest roads and grassy fields. 

To me, the wheelset shines as a true all-arounder, allowing riders to roll from road to gravel as quickly as they can swap tires. The $1,298 price tag put the SC 30 AGX on the bubble of accessible performance carbon wheels. 

Long Haul Hubs 

The hubset on the SC 30 AGX is one piece that I both loved and have some gripes about. The bearings (six in total) are super trustworthy. After many washes, creek crossings, and mud baths — they came away rolling smooth. Plus, thanks to the hub construction, they are straightforward to service and access. 

Where they fell short for me is engagement. Since I’ve ridden the Vision wheels with the new PRS hub many times, the engagement gulf between the PRS and the 3-pawl design on the SC 30 AGX is a bit much. It’s not bad, and those who don’t swap mountain bikes and road wheels often would have difficulty noting a difference. However, those who appreciate a high engagement hub will. 

Is it enough to damage the wheels’ performance? No, but when you’re used to that instant engagement, it can feel like it is. 

Lasting Impressions

The Vision SC 30 AGX is a massive step in the right direction. It’s fast-rolling and reasonably accessible to those who want an all-arounder upgrade. The graphics are slight enough that they would pair nicely with any bike. 

The longevity of the bearings and rims during my testing makes me think the SC 30 AGX would be great for anyone who is hard on gear. They are still running as smooth as I remember from opening the package, with only superficial scratches on the rims. 

Would I change anything on the wheels? No, but I would love to see a higher-end version of the SC 30 AGX (SL30?) with the PRS hub. That would be a very popular gravel and cyclocross wheelset, especially now that tubeless cyclocross tires are performing at an all-time high. But one can dream. 

Visiontechusa.com

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As you probably figured, I like to ride all kinds of bicycles – as many as I can get my hands on. While riding all of these wonderful bikes, I’ve also ridden a lot of different types of handlebars. I have a mental list of favorite handlebars, and the PNW Components Carbon LOAM Bar just made it to the top.

I have a pretty wide variety of handlebars on that “favorites” list. For example, an old (’97?) Titec titanium flat bar, Jones H-Bar, Velo Orange’s Nouveau Randonneur Handlebar, two Tumbleweed Bicycles bars, the Prospector chromoly bar, and the Big Dipper Drop Bar.

I have two of the LOAM Bars on two different bikes. The Haro Saguaro 1 which is an aggressive “All-mountain” hardtail, and my personal Salsa Blackthorn which is a full suspension “all-mountain” bike. In both cases, the LOAM Carbon Bars replaced the aluminum RaceFace Turbine R handlebars.

The LOAM Bar has a different geometry than the Race Face Turbine R. And, as you might expect, it’s also lighter. In the picture above, you can see the difference in the weight between the two bars.

It’s How LOAM Bars Are Built…

PNW Components uses a “patent-pending, proprietary CBD layup process” when constructing the bar. They say it brings “unparalleled chatter-absorbing comfort” while “paired with an ideal amount of horizontal stiffness”. I say that the ride quality of the LOAM Bar is comfortable and predictable.

The LOAM Bar is said to be made by using the highest quality pre-preg UD carbon on the market. Blend the construction of the bar with PNW’s anti-fatigue geometry, and you have a bar that delivers the comfort and smooth handling that is promised.

The LOAM Bar has been extensively tested and rated strong enough for eBikes, and DH. Like all PNW products, the LOAM Bar comes with a Lifetime Warranty.

LOAM Bar Install

PNW recommends using a torque wrench when installing the LOAM Bar, which I did (and you should always do for any carbon component). PNW also conveniently provides a small tube of Finish Line Fiber Grip carbon assembly paste. They recommend you follow the paste’s instructions during assembly.

I added the paste to the stem, wherever it is touching the carbon LOAM Bar. I moved and adjusted the position of the bar in the stem, and tightened the face plate using the required amount of torque spec. There were alignment graphics on the bar which made centering and adjustment very easy to do.

When ordering the LOAM Bar, you have the choice of 10 different decal colors to get matchy-matchy on your steed. I ordered mine with the Moss Green but had a difficult time applying them. Once they were applied, I didn’t totally care for the looks of the decals. I mean, I didn’t install them very well, so your results may vary.

Anywho, I opted to remove the decals and run the bar in the handsome low-key Cement Grey branding that it comes with.

How Does the LOAM Bar Feel?

So far, the bar does feel a little different between the two bikes. This could be due to many factors. Geometry, headtube angle, amount of front travel, the front end’s lateral stiffness, and riding position all play into the equation.

I feel the effects of the bar a little more on the Haro. The Saguaro 1 is a 140mm travel hardtail, and the LOAM Bar was a game-changer on this bike.

It is so noticeable that the bar has a vertical compliance that smooths out all of the trail’s small frequency bumps. On the very first ride with the LOAM Bar, I quickly noticed the bar’s geometry relieved the wrist fatigue that I was experiencing with the Race Face bars. The difference isn’t much – just 2º of backsweep from the 8º Race Face to the 10º PNW. But I found that small increase in backsweep more comfortable.

In back-to-back testing, the LOAM bar seemed to offer the same level of control as the aluminum Race Face bar. Cornering was precise with zero perceptible flex from the LOAM Bar, with sharp and focused steering.

PNW LOAM Bar Specs and Retail

Retail: $159

• Patent Pending CBD Layup
• Premium pre-preg UD Carbon
• Rated strong enough for e-bikes and DH riding
• Upsweep: 5° Backsweep: 10°
• Width: 800mm (tested) (740mm minimum trim width)
• Clamp size: 31.8 and 35mm (tested)
• Rise: 25mm (tested) and 38mm
• Max stem width: 70mm
• Max stem torque: 8nm
• Max lever clamp torque: 6nm
• Max rider weight: 268lbs (130kg)

In Conclusion

PNW makes high-quality parts that won’t break the bank. And they offer excellent customer service. Supporting PNW is easy to do.

All in all, this bar has far exceeded my expectations. I was looking for a bar that would be more comfortable on my wrists, offered a tiny bit more rise and back sweep, and smoothed out the small stutter bumps that I frequently ride on. This bar tackled the challenge with ease. Plus, it looks great too.

The LOAM Bar is competitively priced and affordable for a carbon bar of this quality.

I would strongly suggest this bar to anyone in the market for a wide MTB carbon riser bar.

Check out the other quality bikey bits that PNW has to offer by hitting the link below.

PNWComponents.com

The post The PNW Components Carbon LOAM Bar is the Perfect Upgrade appeared first on Bikerumor.

With the rise of eMTBs and the continued progression of enduro and downhill riding, WTB decided it was time to address all that increased wear and tear with their toughest tires yet. Their new SG1 casing is the strongest and most durable option they’ve ever released.

The SG1 casing will be offered on WTB’s Trail Boss, Vigilante, Judge, and Verdict MTB tires. The new casing further increases the durability of WTB’s dual-ply ‘Tough’ casing option. WTB has also updated both their High Grip and Fast Rolling compounds to offer better longevity, puncture resistance, and wet weather traction.

I’ve had the Verdict and Judge tires on my bike for a few weeks now, and I used WTB’s tubeless sealant and Max-Flow valves to set them up. Check out my initial impressions of the tires and accessories below.  

SG1 Construction:

While designing the new SG1 tires, WTB set out to strengthen the most vulnerable areas of a tire. The new SG1 casing adds extra protection under the tread and in the sidewalls. To fend off thorns or sharp rocks, an extra layer has been added below the entire tread cap for additional puncture resistance.

For added sidewall and bead protection, WTB has tripled the height of their Inner Peace technology layer found on their existing Tough casing tires. The new design is called IP+, and it offers extra bead protection and supports the sidewalls without sacrificing tread compliance. The new IP+ layer provides 15mms of added protection to the bead/sidewall. This reinforcement allows riders to run lower tire pressures for increased traction and comfort, but without losing tire stability in corners or during harsh compressions.  

WTB says ‘We would rather not flat than think about the extra grams” and that is an apt summary of what kind of rider these tires are aimed at. The SG1 tires are comparable to downhill tires, and toughness is the name of the game here!

All models of the new SG1 tires feature tough 60TPI dual-ply casings, and they are all tubeless-ready. MSRP for all models is $89.95.

Updated Rubber Compounds:

WTB has updated both their High Grip and Fast Rolling compounds for the new SG1 tires. The new High Grip compound is used for the Judge, Verdict, and Vigilante tires. The Fast Rolling compound is featured on the Trail Boss.

WTB created these new compounds by toying with the ratio of natural and synthetic rubbers in the tires, and by finding an ideal balance between carbon black and other reinforcing agents.  

The resulting compounds are less slippery when they get wet. WTB points out that they haven’t created an overall tackier rubber, rather the compound specifically retains wet traction better than the outgoing rubber. Adjusting the reinforcing agents also made the new tires more resistant to wear and punctures.

WTB’s Tritec construction offers three rubber compounds within all the SG1 tires: Firm rubber for the center lugs to boost longevity and efficiency, soft side lugs for optimal traction, and a third compound layered under the tread.

Model Lineup:

Judge and Verdict Tires:

I received a set of the Verdict and Judge tires for testing. Here’s a close look at the tread patterns, specs, and how they rode on the trails.

The Verdict is intended as a front tire and comes in a 2.5” width. This tire is optimized for rim widths between 25-35mm. The Verdict is designed to perform in all kinds of conditions, from dry/loose/rocky to wet/muddy. WTB rates the Verdict 5/5 for grip and durability, and 2/5 for speed.

The 29×2.5” Verdict tire weighed in at 1388g.

Designed as a rear tire, the Judge comes in a 2.4” width. It is optimized for 29-35mm wide rims. Like the Verdict, the Judge tire aims to excel in various surfaces and conditions including dirt, rocks, loose conditions, and wet weather. The Judge offers the same ratings as the Verdict, with 5/5 for grip and durability and 2/5 for speed.

You might notice between the lugs on the Verdict and Judge tires there are smaller dimples on the casings. These small bumps help break the surface tension of mud, encouraging it to shed off the tires as you ride.

This Judge is a little heavy-handed, with the 29×2.4” model hitting my scale at 1577g!

Ride Impressions:

I installed the Verdict and Judge tires on my enduro bike, so I did climb with them on every test ride. While the weight of these tires is a definite downside for climbing on non-electric trail/enduro bikes, their grip was impressive. On dirt sections of trail, they were predictably grippy, but I was happy to find excellent traction while climbing up roots, smooth slabs, and off-camber rocks too. I got away with a few instances where I thought I might spin my rear tire, yet I just kept rolling.

Being a lightweight rider, I would not run these tires for trail riding on an unassisted bike. Their weight and slow roll are very noticeable while climbing. That said, if I were a heavier rider with a penchant for wrecking rims, or if I had an eMTB where weight is less of a factor, I would accept the weight in exchange for the traction, toughness, and protection they provide. On a downhill bike, I wouldn’t think twice about running these tough, grippy treads.

As for descending, two things stood out about the Judge and Verdict tire combo. First is their grip, which again was excellent on all trail surfaces. The second was the robust feel of the sidewalls. Compared to a trail-grade casing there is an obvious difference in how these tires resist harsh impacts.

As far as dirt, the Judge and Verdict tires had it pretty easy as I had fall conditions during my testing. In damp to wet conditions the tires gripped the trail with ease. Even knowing the dirt was good, the SG1 tires were grabbing nicely and railing me around corners with a firmly planted feel. On that note, the round profile of the Verdict front tire leaned nicely and predictably into berms.

My local trails still had some loose, dusty sections and in these conditions, the tires provided great braking response. The big lugs on both dig into the trail and make it easy to scrub a lot of speed quickly.

What impressed me more was how well the SG1 tires gripped roots and rocks. Even in wet conditions, I always felt solid while skipping over rooty sections of trail or rough rocky terrain. It was easy to hold a straight line through rough stuff, so I believe WTB is on to something with their moisture-friendly rubber compounds. In dry conditions, I had no problem creeping down rock slabs and keeping my speed under control.

The SG1 sidewalls are noticeably stiff compared to trail casings, and you can feel an obvious difference when facing harsh impacts or big compressions. I could easily see some riders removing tire inserts with these tires, as it would take a nasty blow to push through the sturdy sidewalls and threaten your rim. However, the stiff sidewalls don’t seem to affect traction negatively. At my usual tire pressures, I never felt the tires bouncing off rocks and roots instead of grabbing onto them, but I did try one ride at 2-3 psi less than normal. At slightly lower pressure the tire still felt perfectly stable and supportive, and overall traction was excellent.

With a short time frame for pre-launch testing, I got a good impression of the Verdict and Judge tires’ ride qualities but cannot comment on their longevity or long-term durability.  

WTB Tire Sealant and Max-Flow Valves:

WTB supplied me with a bottle of their tubeless tire sealant, which I used to set up the SG1 tires. This synthetic latex sealant seals punctures up to 6mm, should stay fresh for several months, and works into below-freezing temperatures.

WTB’s tubeless tire sealant recommends 3-5 ounces for MTB tires up to 2.5” wide. I used 4 oz in my tires, and both are hardly losing any pressure between rides.

WTB’s Max-Flow tubeless valves offer a large bore diameter for increased airflow and Max-Flow bases that work with tire inserts. The included aluminum caps include valve core removal tools.

So far I’ve had no clogging issues with either Max-Flow valve. While they offer plenty of airflow for topping off tires, I did have to remove the valve cores and use a shop-quality air compressor to get enough airflow to seat the stiff beads on the SG1 tires.

I don’t love how the valve caps screw onto the valve core’s threads rather than the valve stem. This just opens up the possibility of loosening the core by accident. As long as the valve core is tight and you don’t crank the caps on you should be fine. I will say the tiny bit of knurling on the caps helps you get a grip on them!

WTB’s new SG1 tires are now available online and at dealers across Europe and the USA. 

wtb.com

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When the Astral Luna wheelset launched, I called them a perfect all-rounder road wheelset that would deliver years of drama-free performance, and that about sums up my time with these wheels.

Quick background: Astral is the rim brand sister company of White Industries, and these come with your choice of several White Industries hubs. And they’re built in Eugene, Oregon, and the hubs are made in the USA while the carbon rims are made for them elsewhere (Astral is making their own alloy rims in house, but not carbon yet).

The Luna wheels range from $1,899 to $2,099 for the pair depending on whether you choose the base Approach hubs or White’s CLD hubs. Functionally they’re the same, but the CLD hubs get titanium freehub bodies and a bit more machining to save weight. They also have slightly lighter Sapim CX-Ray bladed spokes, making the CLD wheelset 80g lighter.

I tested the CLD version, but the rims are the same (~420g, 40mm deep), so overall ride quality should be about the same.

Actual Weights, Widths & Details

With tubeless rim tape installed, the wheels weighed 681g (front) and 857g (rear) for a total of 1,538g. Claimed weight is 1520g, so the tape likely makes up the difference. The included valve stems are 16g.

Claimed rim dimensions are 25mm internal and 31mm external, and these measured very close to that.

The rims have a semi-gloss finish with UD fibers. It’s not matte, and it’s not glossy, which should match up with a lot of unpainted carbon frames out there. And it blends in with painted frames, too. Astral showed it on steel road bikes for the launch, and unlike some racier-looking carbon rims, these seem to look right at home whether on a carbon or metal bike.

They don’t make any specific aerodynamic claims, but it’s a generally aero shape that worked well in my testing.

They use mini-hooks rather than go hookless. A broad bead shelf with minimal hump made tires easy to seat and setup tubeless, but getting the tires initially on was a bit tight.

I tried two different brands of tire throughout my test period and it was the same for both, so it wasn’t the tires…but, once the tires were on there, they popped into place quickly and easily and held air well. I didn’t need to remove them during riding (to fix a flat or insert a tube), but if you typically struggle to mount tires, it could be an issue.

The hubs are all Center Lock with Enduro stainless steel bearings, alloy bodies, and steel axles. Both versions uses bladed Sapim spokes, and the CLD model simply uses higher end versions of them.

As one would expect from White Industries, the hubs are fantastic. It’s hard to put into words other than to say White’s hubs are some of the smoothest rolling hubs I’ve ever ridden.

The only limitation on the Astral wheels is that you can choose black, or black. If you want White’s more colorfully anodized hubs, you’ll have to build up a set of hoops on your own.

Ride Review

The thing that stands out about the Astral Luna wheels is… nothing. And I say that with the biggest of compliments.

In fact, I talked to Alec White about this during testing because I was struggling to come up with any superlatives, and we agreed that there are a lot of great wheels out there now. And these are great, too.

So while they’re not the lightest, or stiffest, or most affordable (nor most expensive), there were a few things I liked about them that might appeal to you, too:

• The freehub isn’t too loud, but also not silent, hitting that sweet spot of coasting noise.
• They roll ultra smooth thanks to White’s excellent hub design.
• They look great on just about any bike.
• They’re optimized for 28-32mm tires but can handle up to 52mm.

Importantly, there’s nothing I disliked about them. They’re a great wheelset that’s versatile, smooth, and is backed by a solid company with a history of making great products. And the price is fair, IMO, especially considering you get White Industry hubs as part of the package.

If that sort of “really good without screaming it” thing appeals to you, the Astral Luna should be on your list.

AstralCycling.com

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The Mavic AllRoad SL wheelset returns to the classic alloy performance and versatility that the Iconic French brand is best known for. With brands (Mavic included) leaning into budget-friendly carbon wheels, it’s nice to see a performance-driven alloy wheel hold its own, especially one that looks to blur the lines of all-road and gravel wheelsets.

Mavic AllRoad Line

The Mavic AllRoad SL wheelset is part of the brand’s movement into the gravel and larger volume side of drop-bar life. The All Road line dropped with four variations of the wheelset. The entry point is the AllRoad disc (also available in 650b), followed by AllRoad S with more premium features. Then, fading into the race-ready designs; AllRoad SL and AllRoad SL Carbon, both hookless. To find out all the details of the Mavic AllRoad line, check out our technical piece here. 

What makes the Mavic AllRoad SL Different? 

Let’s start at the rim: Mavic runs a modern 25mm internal on the AllRoad rims – although some brands are now edging towards 29mm (and upwards) internals on all-road and gravel-focused wheels. 

This approach works in Mavic’s favor for the AllRoad line. The rim’s profile adapts to a reasonably large road, cyclocross, or gravel tire (anywhere from 28-40mm) without distorting the shape. Mavic claims the wheels can accommodate up to a 64mm tire, but I think that might be pushing it. 

The rim shape is classic Mavic: bare sculpted alloy, SUP welded with a slight variable height (20mm/22mm). It is hookless, tapeless, and well-crafted. 

What about the Hubs? 

The AllRoad SL uses the Mavic Infinity Hub with Instant Drive 360, a tech you’ll see on most of their high-end wheels. The Instant Drive 360 uses drive rings similar to other ring drive hubs on the market and are very easy to service and swap out (more on this later)

Presentation and Packaging

When my Mavic AllRoad wheels arrived, they came in a thick box with lots of cardboard padding. They shipped with nearly everything I needed to service the wheels and freehub body. Plus, there are some Mavic stickers that every shop has plastered on work stands. What I’m trying to say is that they came with intention. These wheels were meant for use, day in and day out, so you’ll need to service and care for them. 

I’ve seen beautiful wheelsets upward of $3K ship in a cardboard box I wouldn’t ship a tire in. These $950 Mavic wheels arrived in a way that ensured a solid customer experience. It’s small things, but I was impressed with the thoughtful care. 

I was slightly bummed to see that no extra spokes came with the wheels. Some wheel manufacturers going above and beyond lately have made a few extra spokes part of the purchase. Hopefully, we will see something like this soon from Mavic.

Tubeless Setup 

It’s always a good thing when the setup is uneventful, and I don’t get Stan’s everywhere. The AllRoad SL was uneventful and effortless. No taping or real work was required. I installed the provided valve and my set of Vittoria (Ride Armor 32mm) tires, and I was good to roll. 

The Mavic valves are slotted to accommodate tire liners and rim savers for those who choose that life. The rims, though hookless, are still reasonably narrow, with a bead around 2mm thick. 

A note: It’s best to check the side wall of your go-to tires before committing to a hookless rim. Though most tires over size 28mm are approved for hookless, it might surprise you that some aren’t. 

Classic Styling 

Mavic is classic and still has the classic yellow and black styling that this Pittsburgh’r loves – not only because it’s the Pittsburgh Penguins‘ colors. Because it adds that extra bit of pop to a bike without being overwhelming.

The AllRoad SLs have minimal graphics, just enough to know the model and brand. I would have loved to see that lone yellow spoke on these wheels. Or maybe just the one on the rear wheel…but one can dream. 

Mavic AllRoad SL Wheel – Details

• Hubs: Infinity Hubs, QRM Auto bearing preload technology, Instant Drive 360 freewheel 
• Spokes Lacing: Double Crossed Front and Rear, Contactless
• Nipples: Fore integrated aluminum Count: 24 front and rear
• Rim Height: 20/22mm, Hookless, Internal width: 25mm, External: 
• Rim Tubeless Tech: UST tubeless technology with Tapeless Tubeless Technology and SUP Welding
• Weight: 1730g (with valves)
• Price: $950
• Availability: Now 

Ride Impressions

My first rides on the Mavic AllRoad SL wheels weren’t “all road” but straight up the road. I mounted them on a review road bike and hit some of my favorite pave’. The Trek Madone frameset accommodated the 32mm tires well enough, and I got a taste of the wheels’ performance on the tarmac. 

I initially thought, “These are comfy.” Having spent many miles on the current test rig, I knew it was the wheels. The Mavic AllRoad SLs replaced the 42mm deep Bontrager carbon wheels on the Trek. The weight was nearly the same between the wheels, but the profile and ride quality drastically differed. 

All Day Comfort 

Speaking solely on the wheels’ comfort and ride quality (not aero-efficiency), I felt more excited to take on a long day in the saddle. The larger-volume 32mm Vittoria tires paired well with the 25mm internal of the AllRoad SLs and seemed mated for each other. 

Climbing and chugging along on the flats, the AllRoad SLs performed well. They were stiff and responsive (though not as stiff as the carbon wheels they replaced) and were an asset on poorly maintained roads. 

What About Gravel? 

My gravel times on the AllRoad SLs weren’t limited to cobbled old Pittsburgh roads. I took these guys out on proper chunky bits. I had them paired with the Challenge Gravine tires, and the match was perfect. The shallow rims’ forgiving nature, paired with the supple cotton casing of the Challenge tire, worked out well. 

What the AllRoad alloy wheels lack in aerodynamics compared to their carbon brethren, they make up for in ride comfort and nostalgic looks. I raced Mavic Ksyrium SLs on the road for years, and when I look at the AllRoad SLs, I get a slight memory flicker of those super cool wheels with the single yellow spoke. 

Hub Performance 

The Mavic Infinity Hub with Instant Drive 360 has just enough engagement for road and gravel. Mavic equips the AllRoad SL with the 24-tooth (15-deg of engagement) Instant Drive 360 driver. Those looking for more can upgrade (it’s a super easy job) to the 72-tooth driver with 9-deg of engagement. 

As for weather resistance, I’ve ridden these wheels in all weather. I’ve even thrown in a bike wash with a pressure washer a few times after muddy gravel rides, just for good measure. The bearings are just as smooth as the day I received them, and even with many dings, the rims are surprisingly dent-free. 

Final Thoughts 

For under $1000 ($950, to be exact), the Mavic AllRoad SL wheels are very much worth it. Yes, Mavic just released a $1000 performance carbon wheel. But is it as comfortable a ride as the AllRoads? 

If you’re a rider who likes to mix things up—gravel one day, a road ride over the weekend—and want one wheelset to do it all, the AllRoad SLs are it. The weight is a slight drawback, but the performance, comfort, and styling stick out in a world full of harsh riding budget carbon wheels. 

Mavic.com

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