It’s a good idea to update your MTB components every few years and the timing was perfect for me to give some 2010 Easton XC components a try on my Opus XC bike. Knowing very well that I toss my bikes around and really put them through their paces, I was stoked to install the Easton MonkeyLite SL low rise bar ($150 MSRP), the XC90 Zero seat post ($200 MSRP) and the EA90 stem in white ($90 MSRP). All three items sport new graphics and look clean on any XC bike.

My old carbon bar and seat post held out great over the years but both were showing signs of fatigue - chips, scratches, and small compression marks. The important thing to remember when installing carbon components is to follow all instructions to the letter using a torque wrench - otherwise you may cause serious damage. For the Monkeylite SL bar, tighten the stem bolts to 15 in/lbs and the master cylinder and shifter pods at 30 in/lbs. Careful attention here will also ensure you don’t develop compression marks on your shiny new equipment.

Starting at the front of the bike, the MonkeyLite SL CNT is not your run of the mill carbon handlebar. For starters you don’t see a flashy carbon weave. Easton decided way back in 2005 to use an enhanced resin which contains very small carbon nanotube structures that essentially fill the voids that would otherwise be pure resin. The upside is this makes a structure that’s much stronger than normal carbon and resin structures. At 135 grams and 635mm wide, this makes for a very lightweight bar that’s wide enough to help expand the rider’s chest and enhance breathing. The low rise, 9º back sweep, and 5º up sweep keeps both hands and wrists exactly where you want them.  Like the MonkeyLite DH bars, these felt very comfortable over roots and rocks without the unpleasant sting you would get from an aluminum bar.

The white EA90 stem is a great addition to any XC bike, with lengths from 90 to 130mm and a sub-130 gram weight for the 120mm version. This is a stem with significant engineering behind it starting with the way the front plate is mounted. The front plate design evenly distributes stress loads onto the bars and the top locking mechanism improves stiffness and strength without adding weight. At a 0º, ±10° you can opt for a low front  position or a slightly higher position which worked well for me. When installing this unit remember to tighten the top bolts first, then the bottom for an optimal fit.

Last but not least is the EC90 Zero seatpost. Available in three sizes (27.2, 30.9, or 31.6mm), I have to say this is one sexy seat post, as far as seat posts go. The EC90 Zero is full carbon, including the rail clamps. Easton uses a technology called EMC to shape the seat post, using essentially the same process used for forging metals. Extra long carbon fibers are compressed in a mold with a fiber to resin ratio of  60% and heat from the compression cures the carbon in the detailed mold. The result is a 3-dimensional carbon component that is both lightweight and strong.

The finished product comes in at 190 grams, is 400mm long, and uses CNT technology just like the MonkeyLite SL Bar. The EC90 Zero includes a clamping relief on the back side of the seat post which prevents the seat tube from digging into the post and causing damage.

Installation was mostly a snap - just remember not to use lube on a carbon post. There is a friction modifier that you can get from Finish Line called Fiber Grip which is probably the only thing I would consider using on this post. I had a somewhat difficult time setting up the angle and torquing the forward bolt because there’s very little clearance there. But once installed and on the bike, I haven’t had any issues - the post hasn’t slipped an inch or generated any creaks.

If you’re ready to upgrade your XC bike for next year’s race season, these are the lightweight, high performance components from Easton you need to make the podium. Next thing you know your mountain bike will be packing more tech than an F-15 fighter jet!

Thanks to the folks at Easton for providing the components for review.

Here’s something all you who own 2007 and newer Manitou forks are going to be extremely interested in hearing about. The best part? It won’t cost you an arm and a leg to upgrade your front suspension.

Just in time for the holidays, Manitou has released the new Absolute+ damper cartridge (MSRP $44.99 -$69.99 depending on fork model). The Absolute+ is basically a new damper unit that will give you 8 low speed compression levels and a shimable high speed compression circuit on your Manitou fork. It’s super simple to install and you can be up and running in just 15 minutes.

The Absolute+ unit is similar to a TPC damper but the Absolute+ allows you to change up both hi (called the Pro Stack) and low speed compression (called the Speed needle). Out of the box the Absolute+ is set up for the average rider, however if you find yourself riding super rough trails or are on the heavier side of the spectrum, (180+ lbs) you will need to re-shim the high speed compression unit for maximum performance (your local shop can help you out on this).

A close look at the damper side by side to a TPC you can see a totally redesigned piston assembly.

In this article I will give you the low down on installation which will allow you to decide if you want to DIY or get a pro to do it for you. For this job you’ll need a few socket wrenches (20mm and 24mm) and one 2mm allen key. Pretty simple tool list, huh? You may want to consider changing the fork oil at the same time but it’s not necessary. Factory oil will work well with this damper unless you’re over 250 lbs. (in which case you’ll want a heavier oil).

Installation

For most home mechanics, replacing the damper will take less time than reading this article. First, turn the TPC knob full open (soft, counterclockwise). Then with the 2mm allen wrench, remove the solitare screw that holds the adjuster knob on. After you remove that screw carefully remove the cap and remove the two detent bearings and springs. Once that step is done you can remove the damper cartridge by turning it counter-clockwise with a 20mm wrench until it is totally off. You can now compare the two damper cartridges.

With the cartridge out you can either dump the oil and replace with fresh stuff or just check the level and top it off as necessary. Use a measuring tool like a vernier caliper or a simple tool cut out of cardboard with graduations on it and top off the level using the chart provided by Manitou. Each fork has a different recommended oil level so it’s important that you get the right amount (my Minute needs a level of 87mm for example).

Once you have the right oil level, you can insert the damper cartridge and torque to 45 - 55 in/lbs or 5.1 - 6.2 Nm. Carefully install the springs and then the bearing detentes (180 degrees appart). For this step, make sure you have the fork level, otherwise the detents will fall out. The final step is to install the cap with the allen screw; torque it down and then you’re ready to go.

Performance

On rocky trails with big drops I found the Absolute+ improved performance over the TPC unit that it replaced. For one thing the new control knob is easier to adjust and makes it much easier to identify settings at a glance. There are eight levels of control which offer distinct differences in slow speed compression. The shock worked equally well on washboard technical stuff and even the larger hits. One great thing I observed was how the fork didn’t feel like it was blowing through its travel too quickly on drops around the 4- 6 foot level.

For about $50 this upgrade is well worth the coin and will really improve the performance of your older 2007+ Manitou fork. Once you get the fork dialed in you will see that the separated circuits really do a great job controlling how your fork behaves.

Manitou has been doing a lot of  work revamping their product line-up and beyond the Absolute+ they have several new and exciting products just around the corner. Thanks to the folks at Manitou for providing the Absolute+ damper for review.

HAVEN on earth and good will toward men! This is the Easton product I was most excited to test after Interbike and a few weeks ago it finally arrived.  The Easton Haven wheel set is a truly new design from the ground up and at $849.99 MSRP is meant for the 5 to 6 inch Trail / AM crowd.

The Haven is the first UST wheel that Easton has produced for mountain bikes. With an internal 21mm cross-section and a 22mm section depth (see diagram below), this is a wheel that will hold up to abuse while remaining true for a very long time. I love the fact that this wheel set is just 1650 grams, only 35 grams heavier than the 19mm internal rim width Crossmax ST wheels and a full 105 grams lighter than the 22mm Crossmax SX. This low weight makes any long climbs you might encounter a little more bearable.

The 2010 Haven is maximized for QR15 wheels but also includes a QR9 adapter. For those of you with a 20mm through-axle, be patient - it’s coming soon (just don’t tell anyone I said so). Unlike Mavic wheels, you don’t need a special spoke tool to adjust tension (not that you’re going to need to do that for a while). Instead, Easton uses an innovative spoke nipple that is both threaded internally and externally and screws into the eyelets in the rim.

Looking at the Haven hubs you can see Easton added a little bling for an awesome look on top of nearly flawless performance. This time around Easton profiled the flanges and cut a neat pattern in the center of the hub, an interesting way to shave off extra weight while adding visual interest. Keeping in tradition with the Havoc and XC-One wheels, the Haven wheel set also has the ultra quiet, highly efficient 3-pawl freehub and internally cut carrier body which makes for a feather-light, quick-engaging cassette.

Wrapping these wheels with a set of WTB Prowler 2.3’s and a set of ultra-light tubes, I was off to the trails. I chose the Prowler tires because I wanted to get a feel of the wheels with familiar rubber. From the start I could tell the new design didn’t mess with the characteristic smooth, solid feel of an Easton wheel. These wheels proved to be very fast rolling with quick acceleration and allowed military-GPS precise changes in direction. I found the Havens stiff enough to prevent unwanted flex without being overly harsh.

While riding and hitting rooted trails and rock gardens, I heard the wheels complain just once with a twinge from a single spoke settling in but that was about it. I cannot stress enough how light and responsive the Havens are. Climbing up a long ski slope these required very little energy compared to some other wheels I have tested in the recent past, making this a truly perfect wheel for those bikes in the 5 - 6 inch travel range. I dare say that you will probably see these popping up on some production mountain bikes soon enough.

Changing over to a set of Maxxis High Roller UST tires, I hit the same trails looking for any performance differences. This time around, mounting the tires was fairly easy using an air compressor at home. If you don’t have access to an air compressor, you can use a floor pump but I recommend using a lot of soapy water when attempting to place a set of UST tires on these rims. Once the tires were on I was off to the trails once again.

I did feel a few differences with the UST tires but mainly due to the tire’s characteristics rather than those of the rim. The slightly lighter setup gave me a little more gas on the climbs and the ability to run at 35psi rather than 40 psi without worry of pinching gave me a bit more traction.

Overall these wheels are easily in my top 5 favorite sets that I’ve ridden thus far. For the money I would have to say these are a steal so check them out and get yourself a pair. I really doubt you will be disappointed with the Easton Haven wheelset!

Specs from Easton:

I would like to thank the folks at EASTON for providing the HAVEN wheels for review.

Since some of us use our mountain bikes for more that just hitting the trails so I thought I’d talk about a great accessory I found for the morning commute. The Keen Commuter Bag is a bike courier-style side bag with a few tweaks to make it even more stylish and versatile for the workday rider.

One of the things that makes the Commuter Bag (MSRP $100) unique is its green design and manufacturing process. Using recycled aluminum for the clips and recycled rubber for the base, Keen is working hard to make a positive impact on the environment with this bag and many other products in their line.

The Commuter features a water resistant main compartment and a padded sleeve which is suspended to keep your laptop comfy (fits notebooks up to 15.4″). The bag also sports water bottle pockets on both sides, each large enough for a 20 ounce bottle. Inside the main compartment there are several pockets for organizing pens, pencils, business cards, etc. Even with all these pockets and compartments, the bag isn’t too bulky - 16.1″ x 16.5″ x 5.1″ - which is just barely wider than a laptop itself.

The strap system is great and holds the bag neatly to either side of your body without slipping. Adjusting the bag is pretty easy: just set up the sternum strap on either side (right or left), place the shoulder pad in the correct position and away you go! There’s even a dedicated pocket to store the strap when it’s not in use.

Riding around town with my laptop, a small camera, and some snacks I found the bag gave me the freedom to move about without slapping the bag with my knees when pedaling. The bag stayed securely on my shoulder and didn’t try to sneak around front like other shoulder bags I’ve tried. Best part about this bag is that when I got crud on it from my rear tire I just used a bit of soap and water and most of the stains came off with a brush and a little elbow grease.

If your day includes a mixed bag of biking and doing business around town, the Commuter Bag from Keen may be a nice addition. Save the earth by commuting and buying this bag made from recycled materials!

Thanks to the folks at KEEN for providing the Commuter bag for review.

If a picture is worth a thousand words, what does this one tell you? Clearly there must be guide wires holding this rider up. Actually there are just two forces at play here: centrifugal force pushing the rider outward and a counter-reactive force being applied by the Maxxis High Roller 2.5 UST tires. For about $73 MSRP you can get these two-ply UST tires for your DH rig and while they may not be the lightest in the category (1,230 grams), they’re clearly some of the best gripping tires around.

The High Roller is super easy to install on any UST-specific rim - just remember to use a lot of soapy water to help seat the beads in place. When I installed these tires on my rims I made sure the bead was always in the drop center which made for an easy installation and required no tire irons. As with any UST tire, I try to avoid using any tools on the beads since I don’t want to risk damaging them. I used an air compressor to pop the tires into place in no time, inflated to 40psi, and was off to the trails!

I took these tires to Bob_The_Builder’s secret trail stash where we could really push the High Rollers to the limit. These tires offer very high levels of traction on surfaces that can be anywhere from soft to medium hard, both in loamy soil and even rock gardens. Speaking of rock gardens, I found that even with a full head of steam there were no issues with these tires. I can’t recall hearing a single complaint from my rims due to excess tire compression. I guess that extra layer of butyl really prevents rim dings.

The ramped knobs in the center of the tread kept me rolling quickly with surprisingly little vibration along the trail. The center knob tread pattern also produced great traction even on the rare occasions when the bike was pointed uphill. Stopping power is awesome and felt consistently smooth and grippy during decelerations (very important when it comes to switchbacks in the trail).

The angular side knobs really bite hard when you pitch into corners, keeping the bike pointed where you want it without the side-to-side squirm you may notice with other tires. I found the side knobs on the High Roller to be very stiff and secure compared to other tires where the side knobs are a bit softer and more flexible.

I would definitely recommend these mountain bike tries to anyone who is going to hit the slopes in a serious fashion. If your rides include large drops, rock gardens, or heavily rooted trails, then these tires are for you. The dual-ply casing and great tread pattern will keep you sticking to the trails!

My overall impressions for the High Roller

8 out of 10 for rolling and efficiency
9 out of 10 for loose conditions
9 out of 10 for cornering
9 out of 10 for stopping in a straight line

Specs from Maxxis:

Durometer 42 rubber compound
Usage: All Mountain / Freeride  DH
Conditions: medium to wet
Size: 26 x 2.50
Weight: Rear 1230 grams (foldable)

Thanks to the folks at Maxxis for providing these awesome bike tires for review.

Interbike is basically like a strip-club where you aren’t allowed to touch any of the dancers. This year I got all worked up seeing the latest from Easton but left the show feeling pretty unsatisfied. After flipping through the catalog hundreds of times and burning up the Easton website I finally got a chance to test the goods for myself.

Easton hooked me up with a component trifecta that’s geared toward all-mountain / freeride / DH rigs. Most of us don’t realize it but handlebars, stems, and seat posts need updating and/or replacing every few years, particularly if they’re abused day in and day out (guilty). Fortunately Easton has just the ticket: the Monkeylite DH bar (now in 750mm width), the 65mm Havoc stem, and the Havoc two bolt seat post. These products alone or together offer the perfect complement to your long travel mountain bike.

First on the block is the MonkeyLite DH bar (MSRP $150). The first thing you’ll notice about the 2010 MonkeyLite DH is the new graphics and flat white center.  More importantly you also now have a choice of either 750mm or a slightly narrower 711mm version. The DH bar weighs around 230 grams which means it’s still lighter than most bars and incredibly strong. You get a very comfortable 9° back sweep which keeps your wrists fairly straight rather than twisted.

You also get a 5° upsweep which I noticed reduces fatigue when turning (that little amount of rise rotated my wrists slightly towards the center of the bike and made me use more triceps). The 40mm rise placed my body in just about the right spot for hitting the slopes, reducing that unsettling “over the wheel” feeling. Since this is a carbon bar you’ll notice reduced sting from taking hits. Carbon allows the bar to flex without transmitting the full force of rocks, logs and drops through the bar.

The Havoc DH stem (MSRP $85) comes in white or black this year and has new graphics as well. There are three lengths to choose from (50mm, 65mm, or 80mm) and each sports a 10°rise. The Havoc stem is made from 6061 aluminum making it durable enough for the demanding rider without worrying about it breaking. I chose the 65mm stem (203 grams) which is not the lightest I’ve seen but I’m definitely willing to trade off a little extra weight for improved durability. The four bolt front cap was made as wide as possible to evenly distribute clamping forces, making it safe for carbon bars as well. The double pinch bolt at the steering tube is really a must for the all-mountain / freerider crowd. This is a very stiff unit that’s a great addition to any front end overhaul.

NOTE: whenever installing stems or bars, always refer to manufacturer info for torque specifications and sequences. Failure to do so may permanently damage the stem and bar.

The double bolt Havoc seat post (MSRP $80) is the third piece of the all-mountain pie. At about 285 grams for the 350mm unit you’re getting an Easton EA70 aluminum tapered wall unit that can take a ton of abuse. Available in four sizes (27.2, 30.0, 30.9, or 31.6mm), the post will fit almost any MTB seat tube out there.  The killer feature here is that you can switch between either 7mm or 8mm rails by orienting the clamp plates. Perfect for those saddles with beefier rails!

The double bolt design allows you to easily set up your seat angle and provides a strong clamping area to prevent saddle movement. I did find the angle of the bolts a little annoying because I couldn’t use a tee-handle Allen key and ended up using a slower L-shaped tool.  On the bike and hitting trails the seat post held up great with no creaking and no slipping of the saddle position - a definite plus.

Overall the fresh new graphics, solid construction, and trouble-free installation of all these components make them a great choice for updating your all-mountain rig. Bring all three into the champagne room with you the next time you’re out!

Thanks to the folks at Easton for providing the components for review.

Formula started producing motorcycle brakes and wheels in 1987. By 1993 they were the first to produce and distribute a disc braking systems for mountain bikes and they’ve been refining their MTB products ever since. The Formula RX brake set is the perfect example of that commitment.

Borrowing technology from Formula’s top dog THE ONE and R1 brake sets, the RX is a pared down, less expensive alternative(MSRP from about $189.00 each). The first thing you’ll notice is the RX calipers are not forged like THE ONE and R1 calipers and the RX features a master cylinder with a single bleed port (the other brakes feature two). While those features are nice to have, the tradeoff is a higher price for the high end brakes. Fortunately these differences don’t make the RX brakes any less capable for the XC to light freeride mountain biker.

Formula RX brakes have some really cool features that should pique any rider’s interest. For starters, the brake caliper is a one piece design which makes it relatively lightweight and stiff. The one piece design also supports the perfect alignment of both cylinder bores which ensures even pad contact and rotor wear.

Stopping force is generated by two 22mm pistons. With the RX brakes you can change up the pads without removing the caliper from the bike which is actually my favorite feature. The caliper is equally advanced in design, using a radial cylinder and integrated high capacity reservoir (more fluid = longer fluid life). The caliper can also be used on either side of the bike thanks to its flip-flop design. The weight of each unit including a 160mm rotor is 351g which is a decent weight considering the R1 tips the scales at 270 grams - not too far off.

Installation and Configuration

When ordering these brakes, be sure to get the correct hose length and adapter for your intended application. Because the RX brakes can be used in a wide variety of conditions, follow this simple guideline: XC riders will do well with 160mm rotors front and rear; trail riders should use 180mm front and 160mm rear; and all-mountain (enduro) or light freeride folks may want to consider the 203mm up front and the 180mm rear. On my AM bike I went with a 203mm disk on the front and 180mm disk on the rear and the installation only took a few minutes - nothing too strenuous.

When installing items like brakes, be sure to follow all safety precautions as well as all the included instructions. Most importantly, use a torque wrench when installing any brake set. If you’re using carbon components like a carbon frame or carbon bar, do not even consider installing these (or any other) brakes without a torque wrench. All the proper torque values can be found in the instructions. The last thing you want to do is crush your tubes by over-torquing. I also recommend turning your handlebars to their limits carefully after installing the brake levers. Make sure that the lever blades don’t strike your top tube.

On the trail

Out at Kelso and a “secret” spot about 40 minutes from my place (my new favorite place for testing), I did the usual routine of breaking in the pads. This involves stopping with medium force about 20 - 30 times on straight, level ground followed by riding with a finger on the brake to generate some friction. Once the pads are burnished in and seated nicely, I really hit the trails hard.

The first thing I noticed during my test was the nice, crisp feeling of the brake lever. Even using one finger on the lever I got decent force along with a comfortable feel to the brake. The lever action is silky smooth with no hang-up whatsoever and there’s no excessive lever travel with the RX. On a full squeeze the lever blade was just about parallel with my handlebar, right where it should be, and felt rock solid - not spongy at all. Lever position is adjustable with a 2mm allen key.

On the rougher side of the trails with steeper descents and rocky, rooted areas I got a good measure of how well the RX brakes perform. On steep descents I found these brakes brought me back to sane speeds quickly, but the stock organic pads needed to heat up a touch. Unlike some other braking systems, these brakes didn’t pop my eyes out of their sockets on short stops but their performance was pretty damn close.  The RX brakes offer more than enough braking force for your AM bike or Trail bike.

I also really enjoyed the modulation on the Formula RX brakes. These babies came on gradually with consistent braking force and released pretty quickly without a hint of pad drag. Running these brakes with sintered pads rather than the stock organic pads should increase stopping power even more. In low temperatures and dry conditions the brakes didn’t make a sound.

Overall the Formula RX is a decent MTB brake set with good power and excellent modulation. For those who plan to shuttle these brakes I say switch up the pads to  sintered but for those who will be riding technical trails the RX brakes are good to go. The performance chart below is based on using the stock organic compound pads; sintered pads would add another point on braking levels.

Technical data from FORMULA:

• Radial master cylinder
• High capacity, integrated reservoir
• Removable handlebar clamp
• Flip-flop design
• 1-piece caliper design with 22mm pistons
• Post mount
• Top loading pads
• Matte black / Gloss White
• Organic pads
• 351g complete with 160mm rotor and hardware

Thanks to the folks at Formula for providing the RX brakes for review.

Holidays are just around the corner and Hayes has introduced some new products for use with their MTB braking systems. Check these out: the new Pro Bleed kit, the Stroker tool kit, and my personal favorite, the brake pad spacer called the Feel ‘r Gage. Each item is sold individually and certainly won’t break the bank. In fact, these tools can help you save in the long run by avoiding costly repairs due to poor maintenance. I have personally used and found each of these items very useful, particularly the Feel ‘r Gage. I cannot say how much time that tool alone has saved me since I started using it.

The Pro-Bleed kit (PN # 98-23572, $30 MSRP) is the most comprehensive kit out there that is made for Hayes brakes. It covers all models that Hayes has made over the years and all the adapters and hoses are included. Once assembled all you need to do is select the correct fitting for your brake lever and you’re good to go. Brake fluid is included along with two bottles which allow you to do the job drip free.

Next up is the Stroker tool kit (PN# 98-23971, $39 MSRP). This kit is only for the Stroker Aces, but will make the job of rebuilding the brakes a non-issue. All the tools as well as instructions are included in this pouched kit. The kit contains the piston bore tools as well as the multi-function piston alignment tool plus spare seals.

Finally, check out the pad/rotor alignment tool called the Feel ‘r Gage (PN# 98-23972, $15 MSRP) which is super easy to use and gives you perfect alignment every time. The Feel ‘r Gage is designed so that you can insert the steel shims on either side of the disk to get the correct pad spacing as well as make sure the caliper is parallel with the rotor. The Feel ‘r Gage also can be used as a pad spreader.

Coming up shortly, a video on rebuilding a Stroker Ace caliper using all these tools.

Thanks to the folks at Hayes for providing these products for review.

Back in September I got a chance to preview MTB pedals and shoes from Time and I was curious to see how they performed on the trail. The Time Z-Control pedals ($125 MSRP) are designed for freeride/DH/BMX and are so named for their Z-shaped side profile. I soon found out these are versatile pedals that can stand up to serious abuse!

The Z-Control features an aluminum body with machined surfaces for a slight weight reduction (525 grams per pair). The Z-Control pedals also come with a chromed steel axle to prevent corrosion and are tough enough to stand up to the abuse of free riding and shuttle running. To keep things running smoothly the Z-Control sports a bushing as well as a single bearing up front. Everything is well sealed to keep the dirt out which ensures these pedals will last.

The cleats on the Control-Z pedals look very similar to those found on CrankBrothers eggbeaters and like the eggbeaters you have a choice between setting a 13 or 17 degree pedal release angle. This is accomplished by choosing how you install the cleats (see instruction sheet for further installation info). I tested the bike with both settings and even though I’ve been riding for a very long time and consider myself an expert, I still chose the tighter 13 degree release angle. For me the 17 degree option was too much and made it more difficult to remove my feet from the pedals.

The Time Control-Z cleats are 100% compatible with any cleated MTB shoe so there’s no need to invest in a new set of kicks. These pedals also boast an oversized platform that Time claims will improve power transfer but I didn’t really experience that myself. The oversized platform did make it easier to catch the pedal when clipping in which is definitely a plus in freeride / DH situations.

Riding along the trails with the Time Z-Control I have to say that these pedals are tough. Despite hitting large rocks that would shatter the casing of lesser pedals, the Z-Controls held up just fine. Since these pedals are solid aluminum they did show some signs of abuse but they continued to function like new (though I did get a few small dings and scratches).

In muddy conditions the Z-Control pedals worked about the same as they did when they were clean, though getting clipped in took a bit of getting used to. I’ve been riding another brand of pedals for a long time and I’m used to clicking in a certain way. Once I was comfortable with the motion it still seemed to take a little bit more effort to lock into the Z-Contorls than with other pedals I’ve tried.

The float on the Time Z-Control pedals is a nice touch which allowed me to swerve a bit on the bike and slightly pivot on the pedals without inadvertently releasing my feet. The ability to swivel comes in handy when navigating tricky rock gardens and allows the rider greater body motion for threading tight lines along the trail.

Overall the Time Z-Control pedals work well, won’t clog up with mud and dirt, are adjustable, and can take a beating on the trail. These pedals offer a great value for the money, especially for those who like a larger platform clip-in pedal system.

Specs from Time:

Chrome-plated steel axle
Surface coated aluminum body
SELF-CLEANING  - RELIABILITY
EASY ENTRY
ANGULAR FLOAT: ±5°
LATERAL FLOAT: 6 MM
Weight: 525 g per pair

Thanks to the folks at Time  for providing these pedals for review.

I’m sure many of you already read my review of the Maxxis Ardents - if you haven’t what are you waiting for? OK, now that we’re all up to speed, I have another great set of tires from Maxxis that are perfect for those who don’t quite have the clearance for using the Ardents but need the same level of grip and control.

The Maxxis Minions come in two versions: a double-ply, 2.5″ DH monster and a more XC-friendly, single-ply 2.35” tire ($53 MSRP). The thinner, 2.35″ tires are just wide enough that they provide the rider with the extra control and traction that comes with more rubber plus the added volume to help reduce pinching and rim dings.

The Minions are sold as specifics meaning that the front tire tread pattern is different from the rear tire tread pattern. Clearly this is a good idea because front and rear tires have different functions. The front tread pattern is designed to roll efficiently and provide extra traction under braking as well as cornering. The rear tire is designed to keep itself clean and provide traction for acceleration as well as braking. Below you have the images of the tread patterns, front tire on the left and the rear on the right.

Installing these was painless and took me all of 10 minutes. This time I used new tubes also from Maxxis (FR-specific tubes that are 1.2mm thick) and a dusting of talcum powder. I inflated the tires to 40PSI (my usual beginning pressure) and I was off to the trails.

I decided to take these tires to 3 stages in Collingwood for the first test ride. I chose 3 stages for its fast rolling hills and switchbacks along with its variety of terrain types (rock gardens, hardpack singletrack, river crossings, and a few softer spots that never see the sun).

Starting off on a series of rolling hills that switch back to back and up and down gave me a good indication of how well the Minions hold a line while accelerating and decelerating. I was really impressed with how smoothly the tires rolled and how little energy was required to move these tires, thanks in part to the double row of center knobs. When I got comfortable and began to really lean hard into corners I got the same warm fuzzy feeling I got with the Maxxis Ardents. Tire squirm was virtually non-existent with zero additional roll or pitching. The Minions delivered true tracking through corners.

Smashing these into rock gardens and rougher terrain I felt comfortable enough right away to pretty much go at the pace that I usually like to travel - fast or faster :). All kidding aside, the Minions felt like they were tracking like a well-behaved bloodhound. Even when the tread got wet these did a decent job holding their own over rocks and rough roots. On especially smooth, slick rock and slimy, mossy roots the Minions didn’t grip so well, but then again, what tires do?

All in all, if you’re thinking about getting these tires I’d say go for it. Of course if you’re a pure XC racer kind of person then these may not be for you - stick to something skinnier and lighter.

My overall impressions for the pair

8 out of 10 for climbing
8 out of 10 for rolling and efficiency
8 out of 10 for loose conditions
8 out of 10 for cornering
9 out of 10 for stopping in a straight line

Specs from Maxxis:

Durometer 60a rubber compound
Usage: All Mountain / Freeride
Conditions: medium to wet
Size: 26 x 2.35
Weight: Rear 835 grams (foldable) / Front 830 grams (foldable)

Thanks to the folks at Maxxis for providing these tires for review.

Over the weekend you may have noticed some changes we’re rolling out to the MTB review pages here on singletracks and I wanted to talk about some of the new features. In terms of look and feel, the gear pages are following the template of the trail pages with tabs, key stats at a glance, and an enhanced dashboard. For those following along at home, take a look at the review page for the Garmin Edge 705 GPS.

Info tab: Keeps most of the same info as before but we’ve also added gear recommendations to the page. We’ll continue to tweak the recommendations based on member ratings and offer more in-category links to help you find the best stuff. We also moved stats from the left side of the page to the front and center. Reviews follow the official product details and specs.

Pro reviews: Element22 has written dozens of detailed reviews of MTB products from wheels to brakes to bikes and this tab links you directly to applicable articles. Of course many products still don’t have Pro Reviews so on this tab you can find out how to contribute your own detailed product write-up to singletracks!

Photos: This functionality has been around all summer but now it gets its own tab. View member photos of MTB gear in action. For example: Did you know singletracks has 55 photos of the Trek 4300 mountain bike alone? Scary.

Video: Now you can view and share videos of the best mountain bike products. We’ve been really surprised at the quality and quantity of video reviews, instructions, and promos already available online so we created this tab as a place to get all. Help us fill this tab up by adding product videos you find on sites like Youtube and Vimeo!

How-to: Like the Pro Review tab, this is the place to find articles explaining how to install, repair, maintain, and operate all types of mountain bike equipment. So far we have articles on servicing Manitou forks, loading data on Garmin Edge GPS units, and installing disc brakes.

In addition to the new stuff, you can still sign up for email alerts for items, add stuff to your own/wish lists, and write product reviews. Add your content to improve this MTB review resource!

Calling these bike lights “Ultra” is an understatement. There really should be a warning label on the box saying “DANGER! Do not look directly into the light as permanent eye damage may result.” After fully charging these monsters I plugged them in, lightly tapped the switch, and POOF! I can’t see. OK, so maybe the label would just be for people like me

Light & Motion introduced the Seca 900 Ultra bike lights (MSRP $699.99) this year for the serious rider and XC marathon / 24-hour racing crowd. These lights come with six Cree R2 LEDs which are the highest rated LEDs available anywhere. And as if it wasn’t enough to have six R2s in this lamp, Light & Motion also designed a very high quality reflector to efficiently direct and sculpt the beam pattern to maximize light output (this is key and where other lights fail). The Seca 900 includes a nine cell 11.1V  Li-Ion battery capable of tossing out 900 true lumens* for 3.5 hours of run time on the high setting. Other settings include medium (450 lumens for 7 hours), low (250 lumens  for 14 hours), and a flash setting that will run for 100+ hours.

The included Multi-Chem smart charger uses the ultra-efficient Delta temperature method of charging. This method basically monitors the temperature of the battery over the charging cycle to ensure that the battery gets both a full charge while not overheating. And it does the job in just 3 and a half hours.

The graphic on the right shows the test data for the Seca 900 and you can see that it produces more than the advertised 900 lumens. Actual light output during testing was more like 953 lumens but for sake of honesty and accounting for possible production variances Light & Motion keeps the rating at 900 (besides, Seca 953 just doesn’t have the same ring to it). You can also see most of the light is in the light-blue to white area of the spectrum which keeps everything as bright as possible.

Light & Motion uses a custom array to optimize and maximize the light pattern for night riding. The Seca 900 features a gem shaped beam that’s flat on top and converges toward your tire in a V-shape. Extra light converges toward the center of the beam for maximum distance.

Installing the Seca 900 Ultra literally took less than 5 minutes on my bike. The handle bar mount is a one-handed breeze: simply loop the light through the mount, stretch the strap to secure it on the hook, and adjust the angle. In setting the angle you’ll want the outer pattern to just touch your tire with the lower edge of the spot about 20 feet in front of the bike. Installing the battery was a matter of simply feeding the strap through the adapter slots, slipping the battery into the adapter, and strapping everything down securely.

On the trails I have to say these are by far the most powerful set I have tried. These lamps toss so much light it’s literally like riding in a perfect bubble of daylight. Even when the terrain got bumpy or required a lot of steering, I felt very comfortable thanks to the light intensity and pattern. I found I could go as fast as I wanted without fear of missing a root or obstacle in the shadows. The video below shows me on a pitch black trail with no external lighting. The only light in the video is coming from the Seca 900 which basically has about as much power as a nuclear reactor. Notice how the light illuminates the trail even when cresting bumps!

The Seca 900 system also includes something called “Race mode” that allows you to quickly toggle between low and high intensity light settings for climbing and descending (respectively). This means fewer clicks to get to the two light modes you really need during the race!

Overall I can honestly say if you can afford to spend the extra bucks on this bike light, you will not be disappointed in any way. With the Seca 900 Ultra you’re getting a superior product with incredible battery life and leading on-trail performance in a svelte, easy to use package.

If you don’t think your riding isn’t quite up to the level of the Seca 900, consider giving the Stella 300 Dual a try. At half the cost of the Seca 900, this system is a bit more affordable and provides enough light to navigate dark trails with a good degree of comfort.

* One lumen is defined as the amount of light produced by a light source that emits one candela of luminous intensity over a specified angle. This is a more consistent way of measuring output rather than using Watts.

Technical specification from Light & Motion:

Battery Type: 9-Cell Li-Ion
Battery Weight: 486g
Mounts: Helmet, Handlebar
Modes: Race, Cruise, Flash
Charge time: 3:30min
Charger: Multi-Chem Smart
System Weight: 686g

Run Time (HR:MM)

• High - 3:30
• Med - 7:00
• Low - 14:00
• Flash - 100+

Output (lumens):

• High - 900
• Med - 450
• Low - 225
• Flash –