N-1ws #43: Big wheels, wide wheels, wide feet, and wide eyes

Seems everything is going supersized.

Featured in this week’s tech round-up:

• Canyon sticks to the script with the revamped Endurace CF SLX and Endurace CF.

• Wilier wants to get your heart pumping with the new Rapida.

• Stinner is thinking big with its new Refugio 32 gravel bike.

• State Bicycle Company spruces up its budget-friendly 4130 All Road.

• Enve goes mega-wide for its new aero gravel wheelsets.

• Litespeed brightens up for spring.

• Specialized’s S-Works Recon Evo shoes bring roadie performance to gravel and XC – but with a hefty price tag.

• Tailfin’s new Journey rear rack and bag systems puts the emphasis on refinement.

• Spurcycle goes Pro.

• Tifosi’s Moab family of sunglasses grows one larger.

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It’s happening, folks.

I can’t remember another time in my career when there have been so many factors threatening to lay waste to the cycling industry status quo.

Several weeks ago I wrote in depth about Chinese mega-manufacturer XDS going big with its own in-house brand, X-Lab, and in particular the potentially massive impacts of the ultra-aggressive retail prices made possible in large part by its vertically integrated operation. And it’s been barely a month since Avinox (the e-bike spinoff of Chinese drone behemoth DJI) basically took over the cycling internet with the launch of its two new drive systems, less than two years after it first completely upended the market with its original M1 model.

X-Lab’s pricing isn’t just low. It’s so low that I truly believe if the company gains much traction at all, it’s very likely going to put a number of established brands out of business. It remains to be seen if the brand’s levels of quality and innovation can stand the test of time, but when your price tags are 40% lower than the competition, that buys you an awful lot of leeway.

Meanwhile, Avinox has been in existence since mid-2024, but it already practically owns the premium e-MTB market. Its drive units are not only smaller and lighter than the competition, but also more power-dense with up to 150 Nm of torque and some of the most advanced electronics packages in the business – and supposedly at lower OEM costs, too.

We’re already starting to see the effects of all of this, and they’re only going to grow more dramatic.

Fazua just announced it’s closing up shop, seemingly because it can no longer see a path forward for itself when other e-bike drive system brands – again, Avinox, in particular – have more to offer on paper and are in far more demand at the consumer level. OEs have been canceling or otherwise adjusting order quantities and configurations like crazy because they can already see the writing on the wall: Avinox is unquestionably the brand to have right now, and by no small margin. Specialized also just announced a whopping 27% average price decrease across its entire Levo range of e-MTBs – and these are supposedly permanent drops, not temporary ones.

Adding further fuel to the fire (no pun intended) is e-bike brand Aventon, who recently expanded from its formerly urban-focused product range with a new performance-minded dual-suspension e-MTB called the Current. That bike isn’t just wildly inexpensive at just US$6,000, either; I’ve been riding one for the past couple of months and it’s also just really good, period, to the point where anyone who tries one would have to ask themselves why they should spend more on a bike from one of the legacy brands.

I’lll have more thoughts on all of this to share shortly, but man, is there an awful lot going on right now. We’ll see what brands survive to tell about it someday.

And with that, let’s get into the news.

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Canyon fills out its new Endurace range

The spiel: Were you a little confused by the Endurace CFR that Canyon launched a few weeks ago? You’d be forgiven for wondering why the German consumer-direct brand would want to make an endurance road bike so singularly aero-focused, but things should make more sense now that the rest of the new Endurace range has been revealed. Indeed, that distinctly Aeroad CFR-inspired shape was limited only to the flagship Endurace CFR model; the new Endurace CF SLX and Endurace CF are far more like what you’d expect.

Aerodynamic efficiency was still a high priority for the new Endurace CF SLX with its notably deep head tube, down tube, seat tube, and seatpost. Canyon says the changes were so effective that the Endurace CF SLX now beats even the Trek Madone SLR and Specialized S-Works Tarmac SL8 in the wind tunnel. Even so, the shaping is nowhere near as extreme as on the Endurace CFR and there are more nods to rider comfort.

For example, while this is the first time the Endurace CF SLX has moved away from a round seatpost (it uses the same VCLS Aero post as the Endurace CFR), the seat tube features an abrupt reduction in depth about halfway down and the seatstays are more dramatically dropped than before. Both of those things should help to promote beneficial frame flex when hitting bumps.

Canyon also says it paid more attention to adding features this time around. Tire clearance is now up to 38 mm (3 mm more than the Endurace CFR), leaving more room to grow for riders in search of a cushier ride quality. The in-frame storage has moved from the top tube to the down tube, offering more space than before and with the added bonus of not having an unsightly access hatch in your line of sight all day. And riders living in wetter climates will be happy to hear that the frame is now compatible with Canyon’s quick-release front and rear fender system.

Geometry-wise, Canyon kept things largely the same in terms of head tube angle and fork rakes, and the Endurace CF SLX continues to use the company’s more accommodating Sport layout with its slightly taller stack and shorter reach as compared to the racier and more aggressive Endurace CFR. Even so, the more generous tire clearance still necessitated slightly longer chainstays, and the frame reach has extended by 10 mm. Stem lengths have been shortened accordingly to retain the same fit as before, but the longer wheelbase will nevertheless make for a more stable personality overall as compared to the outgoing model.

As already introduced on the Endurace CFR, buyers can expect to see shorter crankarm lengths and narrower bars across the seven-size range, too, particularly on smaller sizes.

Other features include fully internal routing with Canyon’s proprietary PACE three-piece width-adjustable and integrated carbon fiber cockpit, UDH compatible dropouts, and a PF86 press-fit bottom bracket shell. Claimed frame weight is a rather middling 1,260 g for a painted medium sample, but Canyon says the additional mass is “the payoff for the extra functionality this platform provides.”

As for the Endurace CF, it may look at first glance like Canyon is merely repurposing last year’s molds, but with a lesser carbon fiber blend to help keep costs down. However, Canyon says the Endurace CF is actually completely new.

Frame weight is down to 950 g but tire clearance is up to 38 mm, there are more mounting points on the frame and fork (including for a top tube bag, frame bag, and the same quick-release fenders), and the rear end also gets UDH compatibility to maximize drivetrain options.

Headset cable routing once again rears its ugly head, although Canyon has least stuck with a conventional two-piece bar and stem for easier fit adjustments and lower maintenance costs down the road. And in terms of geometry, it’s pretty much the same story: longer chainstays and frame reach for additional clearance and stability (but a correspondingly shorter stem to maintain the same fit as before), shorter crankarms, and narrower bars.

Canyon is offering the new Endurace CF in up to seven different models (depending on region), with prices ranging from €1,700 to €3,300. The Endurace CF SLX is available in up to five different models with prices ranging from €4,000 to €7,000.

My take: It indeed would have been quite the departure from years past if Canyon has aero-ified its entire Endurace range, but realistically speaking, that was never going to happen. Many riders – myself included – will be relieved to see Canyon has stuck with the same formula that has served the Endurace range well for years, focusing on versatility, functionality, ride comfort, and confident handling over all-out speed.

I’m generally happy with what I see here.

The aero nods on the Endurace CF SLX offer some additional performance without any major sacrifices, the Endurace CF continues to offer particularly good value for the money, and I think the updates in terms of tire clearance and handling make a lot of sense for the category.

What I don’t love, however, is the continued move toward proprietary components, in particular the aero seatpost on the Endurace CF SLX. To be fair, proprietary seatposts are more common than not these days, particularly on higher-end models. However, Canyon is only offering the VCLS Aero seatpost in a single 10 mm offset; if you need any more or less than that, you’ll have to switch to a different Canyon seatpost that delivers similar aero performance, but without the VCLS comfort features.

Likewise, Canyon’s PACE three-piece cockpit certainly looks super tidy, but its limited vertical adjustment strikes me as a potentially deal-breaking downside given how much this segment of buyer often requires a lot more height range to get comfortable. And aftermarket options are exceedingly sparse given the wholly proprietary steerer tube interface.

I should have an Endurace CF SLX test sample en route shortly, so stay tuned for a more in-depth review sooner than later.

Wilier Triestina’s new Rapida aero road bike promises accessible speed and style

The spiel: Wilier didn’t bundle a numbers-heavy white paper or a chart of wind tunnel results comparing its new Rapida aero road bike to the competition. Its official release doesn’t even mention the claimed weight of the frame or much in the way of performance claims at all.

Instead, we get this:

“Design, technology and character meet in a project designed to make the Wilier experience accessible to a wider audience, with the same design focus that defines the entire range.”

Yep, this one is all about tugging at the heartstrings.

Wilier says that Rapida’s full-carbon construction features NACA-profile airfoil profiles in the frame, fork, and seatpost, clearance for 36 mm-wide tires, a UDH-compatible rear end, a removable front derailleur mount for 1x or 2x drivetrains, an integrated one-piece cockpit with fully internal routing, and a PF86 press-fit bottom bracket shell. Given its less-serious intentions, the geometry is varied from its more hardcore models with a stack height that’s “exactly halfway” between racing and endurance models.

Wilier is offering the Rapida in six sizes and four solid colors, but only as a complete bike in two builds: Shimano 105 Di2 with Miche Asfalto 45 carbon clinchers for €4,000 (8.2 kg, claimed weight) or Shimano 105 mechanical with Miche Reflex DX aluminum wheels for €2,900 (8.4 kg).

My take: Some might balk at the idea of leaning so heavily on aesthetics to sell a bike, but I actually give Wilier a lot of credit here. If we’re being honest with ourselves, cycling is in many ways a fashion-based industry. We tell ourselves we’re making purchases based on objective metrics like performance (and in fairness, many of us are), but the reality is that subjectivity often plays a much bigger role. We want bikes that appeal to our heads and our hearts, and I don’t know about you, but I find this Rapida to look pretty stunning – elegant, even.

Brand-wise, I’ve long found Wilier Triestina to be rather underrated. The Wilier bikes I’ve ridden have always offered excellent performance and generally excellent aesthetics, and there’s something to be said for the fact they’re not nearly as common as Pinarello or Colnago. If you prescribe to the whole “Made in Italy” vibe, it’s also worth noting the company is still majority owned and operated by the Gastaldello family, not venture capitalists.

Function-wise, the internal cable routing isn’t exactly user-friendly, but it’s what people want (sigh). Also, that press-fit bottom bracket will definitely turn some people off. That’s entirely understandable, but Wilier insists it’s able to hold proper tolerances (and I agree that when done properly, press-fit can be excellent). That said, PF86 isn’t a great option if you’re running a 30 mm-diameter spindle since the bearings get awfully small.

Anyway, I’m actually kind of enamored with this one. It’s all about style and aesthetic, and that’s perfectly ok. It looks like a beautiful machine, and for many buyers, that’s all it’ll take. There’s nothing wrong with wanting a bike that makes you turn around and look at it just one more time as you’re walking away, and if nothing else, it seems to me you’re more likely to fall in love with a bike like that than one that’s just temporarily on the cutting edge of technology.

Stinner Frameworks supersizes the Refugio

The spiel: It’s only a matter of time before we start seeing 32”-wheeled bikes flood into the marketplace, right? Santa Barbara, CA-based builder Stinner Frameworks is getting ahead of the curve, announcing a new variant of its Refugio titanium gravel bike that’s equipped with 32” wheels so it can “carry momentum over rough terrain with ease.”

Frame geometry for the new Refugio 32 is obviously optimized around the larger hoops, and the full-carbon fork is suspension-corrected with a 490 mm axle-to-crown length. The Boost front and rear hub spacing borrows the wider axle measurements from the mountain bike world to allow for tires up to 2.4”-wide (61 mm), and given the tight confines of the rear end, the Refugio 32 is only compatible with 1x wireless electronic drivetrains (including previous-generation Shimano Di2 with the separate internal frame battery).

Otherwise, the Refugio 32 is very similar to the existing Refugio Podium, featuring single-butted titanium tubing TIG-welded in Stinner’s Santa Barbara workshop, Stinner UDH-compatible machined titanium dropouts, a T47 threaded bottom bracket, and partially external rear brake hose routing. Accessory mounts include spots for three water bottles on the frame, front and rear fenders, three-packs on each fork blade, and internal routing for a front hub dynamo.

Stinner is offering the Refugio 32 as a limited batch of 50 frames, and sizes are limited to M-XXL; custom geometry is available for an additional charge. Retail price for the frameset is US$3,000. The Refugio 32 is also available as a frameset-plus-wheels (Stoic carbon rims with DT Swiss 350 hubs) for US$4,500, and there’s a complete build as well with a SRAM Rival AXS/Eagle GX AXS Transmission mullet groupset for US$7,300. Delivery for all three is slated to begin in August.

My take: Truth be told, I’m not sure what I think of this since I haven’t yet had an opportunity to ride a 32”-wheeled bike myself. That said, having been around for the 26-to-29” transition in mountain bikes, I can certainly imagine what these will feel like: likely a tad slower to get up to speed, but basically behaving like a steamroller from there in terms of how those oversized wheels will roll over and through anything in your way.

It’s also not at all surprising that we’re seeing production bikes with 32” wheels on the gravel side first. Currently, the limiting factor for 32”-wheeled mountain bikes is good suspension forks; basically, there aren’t any, at least not in terms of mainstream options. Given what I saw at Sea Otter, though, that’ll change in the very near future.

Regardless, I sure am curious.

State Bicycle Company freshens up the 4130 All-Road

The spiel: State Bicycle Company has long prided itself on offering reasonably priced bikes with excellent value, and given the updates to its entry-level 4130 All-Road model, it seems the brand doesn’t want that reputation to fade any time soon as SBC has just rolled out some updates that should enhance its appeal.

Tire clearance has grown more generous, with SBC claiming the new frame and fork can now accommodate 700c tires up to 55 mm-wide or 650b ones up to 60 mm. The SBC-branded drivetrain (made by Sensah) features a 12-speed cassette instead of the previous 11-speed one and mounts to a UDH-compatible hanger, the hybrid cable/hydraulic disc brake calipers that were previously only available as an optional upgrade are now fitted standard, and all bikes come stock with 50 mm-wide Continental Terra Hardpack TR tires.

As always with SBC, the options list is lengthy. Buyers can choose between 700c and 650b wheels, three different forks (including a suspension option), four different drivetrains (including SRAM AXS wireless stuff), several wheel upgrades (including getting both the 650b and 700c wheels), a whole bunch of different saddles, as well as a laundry list of accessories.

There are unfortunately only four sizes available, but starting prices are still very attainable at just US$1,000.

My take: Kudos to SBC for continuing to make improvements on what’ll often be someone’s first – and maybe only – “real” bike. Sure, the 4130 All-Road is going to be quite heavy (particularly with the steel fork), but it’s also quite inexpensive, it’s pretty well equipped, and perhaps most importantly, there’s plenty of clearance and overall functionality for all sorts of different two-wheeled adventuring. I also love that SBC continues to offer so many customization options during the buying process, which not only allows customers to tweak their build as needed, but potentially saves even more money since they won’t be stuck with leftover stock parts that they won’t ever need.

Keep on doing what you’re doing, SBC.

Enve’s new G-Series SES aero gravel wheels push the limits on width

The spiel: Following in the footsteps of the pioneering ultra-wide Zipp 303 XPLR aero carbon fiber gravel wheels with their envelope-pushing 32 mm internal width, Enve has gone even wider with its new G-Series SES range. According to Enve, while traditional wheel performance metrics such as ride quality, durability, and flat resistance still rank highly on people’s want lists, ultimately the G-Series SES’s even more radical dimensions are driven by one thing: speed.

Billed as “the world’s most aerodynamically efficient gravel wheel,” the flagship G SES 6.7 Pro features a massive 35 mm inner rim width paired to a 42.6 mm outer width, along with a staggered 60/67 mm front/rear rim depth. Enve has opted for a hookless format here, and the shape has been optimized for 44-52 mm tire widths.

When paired with a 48 mm-wide tire and using Enve’s own AG25 shallow-profile gravel wheel as a baseline, Enve says the G SES 6.7 Pro will save its rider a truly massive 25 W when traveling at 48 km/h (30 mph), or a still-substantial 8 W at 32 km/h (20 mph).

At least in contrast, the G SES 4.5 Pro is less extreme, but that rim nevertheless features a 30 mm inner and 37.6 mm outer width, a staggered 49/55 mm front/rear depth, and the same hookless format in an attempt to balance aerodynamic performance and low weight. There’s less of an aerodynamic benefit as you’d expect, but even so, Enve says the G SES 4.5 Pro still offers 21 W and 7W gains under the same conditions.

Enve is offering the G SES 6.7 Pro solely with its flagship-level Innerdrive Pro hubs, with lower-profile (and silver polished!) aluminum hub shells, lower-friction 40-tooth ratchet rings, and standard hybrid ceramic bearings. Add aluminum nipples and Alpina Ultralite bladed stainless steel spokes into the mix (24-hole front and rear), and you end up with a claimed weight of 1,580 g for the set and a retail price of US$3,100 / £3,500 / €3,900.

The G SES 4.5 Pro features the same hub and spoke spec, but the shallower and narrower rims save 50 g of weight each, bringing the total claimed weight down to 1,480 g at the same retail price.

Alternatively, Enve is also offering the G SES 4.5 model with its standard Innerdrive hubs, which are fitted with meatier black-anodized aluminum bodies, faster-engaging (but higher-friction) 60-tooth ratchet rings, and steel bearings. Other changes include brass nipples and Sapim CX-Ray bladed stainless steel spokes, all of which bring the total weight up to 1,565 g, but the retail price down to US$2,850 / £3,200 / €3,600.

In much smaller news from Enve, the Utah brand has also announced a new addition to its collection of bottle cages called Sideload CIM. Made of long carbon fiber-reinforced nylon with a wraparound design, Enve says its new cage “prevents creep and ejection on even the roughest terrain” despite weighing just 44 g.

Enve is offering the Sideload CIM in both left- and right-hand versions (also depending on how it’s mounted), exclusively in black, with a retail price of US$35 / £39 / €45.

My take:

Make no mistake: these are big aerodynamic claims here, particularly for the more aggressive G SES 6.7 Pro model. There’s just no other way to put it: 25 W is huge, though given what the road world has known for decades, those sorts of gains aren’t necessarily all that surprising. If going fast on gravel is your primary goal, it’d be hard to say no to that sort of instant boost (assuming your budget can handle it, of course).

But how wide is too wide when it comes to gravel wheels?

I haven’t yet ridden any of these new Enve wheels myself, but having spent an awful lot of time on the Zipp 303 XPLR (as well as the similarly shaped Light Bicycle Falcon Pro WG55), my biggest concerns aren’t related directly to the wheels themselves, but rather the associated tires.

First of, there’s the question of safety. Enve says the G SES 4.5 rim should be paired with nothing narrower than a 40 mm-wide tire, while the G SES 6.7 shouldn’t be run with anything smaller than a 45 – and never at more than 50 psi. But aside from that, Enve suggests it’s pretty much no holds barred as long as the tire is approved for use with hookless rims, and that its internal testing confirms everyone should be just fine. However, both of those combinations fall outside outside the guidelines prescribed by ETRTO, and while it’s true that standards organization has never exactly been on top of current trends, its recommendations are still based on safety testing, not performance metrics.

“These [recommended] sizes are more related to aero performance and flat protection than anything else,” explained Enve’s VP of product and brand, Jake Pantone. “If you go smaller than 44 mm on the 6.7, the aero performance actually isn’t really an improvement over our standard 25 mm-internal 4.5. You also increase the likelihood of a sidewall cut a lot.

“Regarding tire retention, we tested many tires from as small as 35 mm up to 2.2”,” he continued. “All tested tires passed our requirement of achieving and holding 90 psi, which is 1.8 times the maximum pressure of the rim, which is 50 psi. For tire compatibility and safety, our main rule is to never exceed the max pressure of the rim or tire, whichever is lowest.”

So will you be ok running a 45 mm tire on that G SES 6.7 Pro? Realistically speaking, probably. After all, Enve isn’t the first brand to dismiss ETRTO guidelines, nor will it be the last, and as far as I can tell, cyclists aren’t experiencing a mass extinction event just yet.

Even if a particular tire-and-rim combo is safe to use, however, that doesn’t automatically also mean it’s a great idea in terms of performance, period. Any tire that’s mounted on a rim that’s substantially wider than what it was designed for will end up with a broader and more flattened-out profile than was intended. How does that affect the way the tread interacts with the ground? I notice a difference in cornering behavior on my mountain bike when switching 2.5”-wide tires from 30 mm-wide rims to 32 mm ones, and given most gravel tires are barely meant for 25 mm-wide rims, mounting them on 35s will make for a pretty big change in the contact patch.

“Different tread designs react differently to this change with some being more noticeable than others,” Pantone told me. “This flattening effect is less pronounced as tire volume increases as well. For me, I’ve spent a lot of time riding the 6.7 with our Hex 48 and found that the handling is very planted and confidence inspiring.”

As Pantone suggested, these changes in tire cross-sections won’t necessarily always be negative; in fact, sometimes I like having a more squared-off tire profile. But most tires will end up with a different shape on these rims as compared to ones with more conventional dimensions, and you’ll want to keep that in mind regardless.

There’s also the question of flats. Enve has done a great job of making the rim edges very wide and blunt, which bodes well for pinch flats. However – and again, as my experience with other very-wide gravel wheels has previously confirmed – that ultra-wide tire bed still exposes a lot more sidewall to cuts and tears. Riders lucky enough to not have a bunch of sharp rocks on their local stomping grounds probably won’t have too much to worry about, but everyone else may want to keep tire boots, plugs, and spare tubes on hand – something Pantone implicitly confirmed as well.

“The main issue I’ve had personally is flats – well, one flat, at Traka,” he said. “I was being a bit overzealous through a corner, took an inside line littered with loose rock, and I punctured the sidewall of our Carapace-casing Hex 48 (flatting these is really hard to do). The hole was literally right at the transition between tread and sidewall. In my post-mortem I deduced that I was essentially cornering on the sidewall where the tread had ended. This I believe is a real risk that is introduced with the large delta between rim and tire width. However, I also think this can be addressed with tire design.”

In short, let’s just say I’m optimistic from a speed point of view, but I’m more skeptical about some of the associated characteristics.

As for the new cage, I’m a sucker for a good side-access design, and not just for the smaller front triangles and/or full-suspension frames for which these are often specifically designed to accommodate, but more because I’ve just found that they often just make it quicker and easier to get bottles in and out. Emphasis on “good,” though, and it remains to be seen if these qualify for that descriptor. I find it encouraging that it clearly borrows some design elements from the Specialized Zee Cage – one of my favorites for security – and the two sets of long mounting slots should provide lots of adjustability so you can make the most of every last millimeter.

Litespeed brightens up its spring wardrobe

The spiel: Chattanooga, Tennessee-based titanium manufacturer Litespeed had already been doing some great work with its anodized finishes over the last several years, but it’s now adding Cerakote ceramic coatings to its repertoire. Eight different Cerakote hues are available, and Litespeed says it can combine Cerakote together with anodizing and raw finishes “to create layered, dynamic colorways that are as expressive as they are durable.”

The iconic titanium brand says that Cerakote finishes will be offered across the entire range, and forks can be finished to match as well. Upcharges for the premium finish start at US$700.

My take: Cerakote is very neat stuff. Since it’s an ultra-thin ceramic coating, it’s much lighter than standard paint and also won’t flake like a more traditional finish (assuming a proper application, of course). You can also get incredibly sharp masking lines with the stuff for very tidy transitions between different colors and finish types, and it’s generally very durable.

That said, Cerakote also isn’t virtually indestructible like it’s often made out to be, and it absolutely is prone to scratching and scuffing if you’re not careful. The colors are also more muted than what you can get with wet paint, which is something to consider if you prefer a brighter and bolder look.

Nevertheless, it’s neat to see Litespeed continuing to expand its range of offerings, and while I don’t believe Cerakote is for everyone, it’s still very neat stuff.

Specialized squares off for its new flagship gravel shoes

The spiel: Following in the footsteps of the S-Works Ares 2 road shoes that debuted last year, Specialized has unveiled a gravel/XC variant that boasts a nearly identical overall design, but with a walkable sole and two-bolt cleat compatibility.

Most importantly, the new S-Works Recon Evo features the same last as the Ares 2, offering almost 10 mm of total additional forefoot width as compared to the outgoing S-Works Recon, plus a markedly more squared-off toe box that should more closely approximate the shape of most riders’ feet. Specialized contends these changes will not only make the new shoe more comfortable – particularly in combination with the strategically placed stretch zones – but will also offer more performance since riders will be able to really snug things down without creating any hot spots or pressure points.

Further performance-minded enhancements include the Ares 2’s “PowerHug” wraparound upper design, an arrowhead-shaped Boa lacing pattern to help distribute pressure across a wider area, and an especially burly (and long) molded plastic heel counter, all of which are designed to provide a particularly secure hold for big efforts.

Down below, the tread blocks on the full-length carbon fiber plate are rather sparse, but the toe section is remarkably flexible to help make the most of what’s there. The outer pontoons around the cleat pocket are also replaceable to help maintain a solid connection to the pedal as the blocks wear over time.

Specialized is offering the new S-Works Recon Evo shoes in sizes 36-49 (with half-sizes from 38-47) and in black or white colors, all with a whopping retail price of US$550 / £400 / €480 / AU$750. Actual weight for a pair of size 43 shoes is 594 g.

My take: Yep, I hear you; these are outrageously expensive. Some might even say offensive.

But that’s what people said about the S-Works Ares 2, too, and I’ll be damned if those aren’t the best and most comfortable road shoes I’ve ever used (and trust me; I’ve tried a lot of different cycling shoes over the years). Granted, I’ve only worn these Recon Eves for a couple of hours in my living room so far, but initial impressions suggest that these will feel just as good.

Nevertheless, I’ll repeat here what I said in my review of those Ares 2 shoes: while these are likely outstanding shoes in terms of comfort and performance, what I’d really like to see is Specialized expanding this last and forefoot shape to the rest of its footwear range. After all, much of the comfort is due to the shape, not the fancy features, so if Specialized can provide even just most of the benefits of the flagship models in something that costs maybe US$150 or so, then we’d really be cooking with fire.

Tailfin’s Journey rear rack system brings elegance to bikepacking

The spiel: British outfit Tailfin Cycling burst out of the gate almost ten years ago with an innovative rear rack system that was unlike anything else out there. A decade later, it’s a design that’s been regularly copied, but never quite duplicated, and now Tailfin is taking another step forward with its new Journey system.

Like Tailfin’s original rack system, Journey attaches to just three points, with each leg firmly attaching to fittings on the thru-axles or dropouts, and a single strap around the seatpost; there is otherwise no direct frame contact whatsoever, and the entire process is tool-free. Claimed weight is just 740 g for the minimalist design, but yet it’s sturdy enough to carry up to 32 kg (70.5 lb) of gear distributed across the top and sides.

Tailfin offers its own rack top bag and quick-release panniers for the cleanest-possible setup, but it doesn’t force you to stay within the family. Third-party bags and panniers will work, too, as well as cargo cages or anything else you can manage to strap to the aluminum frame. There’s also an optional mudguard and a place to attach a rear light, it’s compatible with full-suspension bikes, and the whole thing even folds flat for storage when not in use.

Retail price starts at US$210 / £150 / €180 / AU$300 for the rack itself, with costs going up from there depending on the desired accessories.

My take: I had the chance to play with this a bit at the recent Sea Otter Classic trade show, and boy, is this thing clever. It’s as quick and easy to install and remove as it’s made out to be, Tailfin’s own bags seem very well thought-out and robustly made, and the whole setup looks impressively sleek.

If I were looking for the utmost in durability and practicality, I’d maybe still go for something from Old Man Mountain. But for a fast-and-light setup, this would almost certainly be at the top of my list.

Spurcycle’s new mirror moves upscale

The spiel: Spurcycle got into the rearview mirror market almost two years ago, and the range has apparently been sufficiently popular to justify an even higher-end replacement. The new Pro Mirror models are offered in the same 35 and 50 mm sizes, and the mirrors are still made of tempered glass instead of plastic. But whereas the original R-series models used molded plastic construction and set screws for adjustment, the Pro model features CNC-machined construction and a tool-free installation that’s said to fit in nearly any drop handlebar.

The more robust design is slightly heavier, at 40 vs 31 g for the 35 mm size and 52 vs. 45 g for the 50 mm diameter. The retail price more than doubles, too, at US$69 vs. US$35. As is typical for Spurcycle, though, the Pro Mirror comes with a lifetime warranty and is supposedly “fully rebuildable.”

My take: I’ve been playing with rearview mirrors on the road for some time now, and I guess it’s high time I finish up that feature article I’ve been meaning to write for ages. Long story short, it’s interesting to me that while it wasn’t all that long ago that rearview mirrors were considered far too dorky for any serious cyclist to consider, but safety concerns are now so pervasive that we not only have a whole lot more options, but also genuinely premium ones like this new Spurcycle model and from Berthoud Cycles.

Even pro riders are starting to sing the virtues of having eyes in the back of their heads.

I still don’t consider rearview mirrors to be quite as effective as a good rear-facing radar, but the combination of both offers a lot more peace of mind than I’d originally expected. Call them dorky if you like, but if a nice mirror makes the difference between being anxious on the road and truly enjoying your next outing, that sounds like a win to me.

That all said, I have to admit I’m a little disappointed these aren’t built in the United States like the bells that put Spurcycle on the map (the mirrors are made in China). It’s not that I believe American-made stuff is inherently better or anything, but it’s a little easier to justify premium pricing when you’ve got the image in your head of stuff being assembled in a little workshop in San Francisco.

Tifosi Optics builds out its Moab family with the new Moab XC

The spiel: Building on the success of its Moab full-frame and Moab Lite half-frame sunglass models, Tifosi Optics has added a fully rimless version called the Moab XC. This features a similar full-coverage lens shape and slightly flatter curvature like the other Moab models, but in a more minimalist package for riders that want a lighter feel on their face without the distraction of a frame in their peripheral vision.

Other features include quick-change temples that don’t require you to touch the lens surface, adjustable nose- and earpieces for a tunable fit, and hydrophilic contact points to help resist slipping when you’re all sweaty.

Tifosi sells these in a three-lens kit in four different color combos for US$80, or with a single photochromic lens in two color combination options for US$90 – both with a semi-rigid case and microfiber storage bag.

My take: It wasn’t all that long ago that if you truly valued superb optical clarity and were sensitive to even the slightest bit of distortion (like me!), it was basically Oakley or nothing. Now that the patent on that lens design has seemingly expired, though, the floodgates have opened for lower-priced competitors that offer virtually identical optical performance, but at a fraction of the price.

Tifosi has certainly been one of the benefactors of the situation, as its cycling sunglasses have gone from so-so to pretty darn good in just the last few years, and with excellent value to boot. Tifosi includes a lifetime warranty, too, and while that policy doesn’t cover scratches, I’ve found them to be impressively durable in that respect so that shouldn’t be a big deal, anyway. Consider me a fan.

As for these Moab XC sunnies in particular, I haven’t tried them myself yet. But while the idea of a truly unobstructed field-of-view might sound appealing, keep in mind that any time you ditch the frame, you also lose a lot of rigidity and structure. I’ve found the standard Moabs to offer a very secure fit no matter what sort of trail I’m on, but I’d imagine the Moab XC might shift around a bit in more aggressive riding, particularly on narrower faces.

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