There are plenty of options for carrying extra gear on your bike these days. But if you have accessory mounts on the side of your fork legs (or not), you may be wondering what to use to put those mounts in use. Well, something like the Ortlieb Fork Pack would do the trick.

I finally installed them on the Jamis Renegade C3 I’m reviewing at the moment. I don’t have any bikepacking trips planned, as it’s getting really cold where I live. So, I will mostly be packing them up for some #coffeeoutside adventures, as well as packing some mid-ride lunch/snacks and packing along some layers. I will have more pics of that craziness later, in the full review.

Let’s get to my first impressions.

The 4.1L Ortlieb Fork Pack

The Ortlieb Fork pack comes in two sizes, the 5.8L and the 4.1L (tested). They also come in two colors, Black Matte, and Dark Sand (tested). The 4.1-liter packs are super lightweight at 290g (315g for the 5.8L) with the adaptor.

With Ortlieb’s Quick-Lock S (QLS) adapter, they can be taken on or off your bike in seconds. They mount like a small pannier but without the need for a front rack.

I love that they provide 8.2 liters (combined) of 100% waterproof storage on the bike. They can be mounted on any fork with accessory mounts on the legs with the supplied adaptor as long as the legs are untapered and between 30 and 42mm. The Fork pack can also be mounted to any tube within those diameters using the included adapter for round tubes without integrated mounts.

They use the tried and trued roll-top closure and are constructed using PVC-free nylon fabric that is sustainably produced in Germany. With the included QLS adapter, you can flip a lever and attach and detach the Fork Pack in seconds.

The Fork Pack has two large front and rear reflective triangles and a reflective logo on the side.

Fork Pack Retail and Detail

Retail: $65 (single 4.1L), $75 (single 5.8L)

Colors: Black Matt and Dark Sand

• Height: 28cm (11″)
• Depth: 11cm (4.3″)
• Max Load: 3kg (6.6lbs)
• Material: PS21R, PS33
• Adapter: Quick-Lock S
• Weight: 290g
• Width: 17.5cm (6.9″)
• Volume: 4.1L

Fork Pack Installation

The installation of the Fork Pack using the fork mounts went easy and without issue. The directions were clear and concise, with pictures. They arrived with all of the pieces needed to complete the installation.

For my application on the Jamis Renegade C3, which has a carbon fork, I used the included Carbon Fiber Protective Inserts. They provide a “buffer” between the fork and the QLS adapter when securing it to the fork. To use the Carbon Fiber Protective Inserts, just insert them in the designated spots behind the adapter, hold them to the fork, and install the included screws.

Once the adapters are installed, just slide the two bottom tongues into the bottom slots until you hear a “click”. And there you have it, the packs are installed. To remove the Packs, simply press on the lever and pull down. Boom, it’s that easy.

First Impressions

First impressions indicate that this pack system is easy to install and is high quality. The packs themselves are sturdy and well-built like we’ve come to expect from Ortlieb. I think the size choices are good for something that attaches to the fork of a bicycle. That being said, I don’t think I would like the 5.8-liter size. The 4.1-liter size seems the perfect size for my usage.

I’ve ridden them loaded and empty on a handful of rides, I like how small-ish they are. They are light and so easy to take on and off of the Renegade. They are surprisingly quiet, even on the rough stuff. Very impressed so far.

The price is spot-on for a fully waterproof, high-quality bag that happens to come with a very clever mounting adapter. There is a very good chance that these Packs will last a very long time, and I would recommend them to anyone who is looking for a fork pack.

I’ll be back here with my final review in the next few months.

Check out all of the neat stuff Ortlieb is doing by hitting the link below.

Ortlieb.com

The post First Look: Ortlieb Fork Pack Offers 4.1 or 5.8 Liters of Easy On/Off Packability appeared first on Bikerumor.

If you’ve been eyeing a carbon Crux but balked at the price, the aluminum Specialized Crux DSW Comp might be your best option. It has the same geometry as its carbon brethren but is crafted from DSW alloy. This bike has a unique personality all its own and welcomes Specialized back into the world of alloy off-road drop bar frames. The build, however, makes us wonder if it is better to choose your components and build from the frameset up.

The Return of the Alloy Crux 

If you’ve raced cyclocross for a while, you remember the days of the beautifully colored (and affordable) Specialized alloy Crux frames. These frames were staples at every cyclocross venue around the US and beyond. The frames and, eventually, complete bikes had a personality to them. Plus, riders could build up a frame and give their personal touch on the Crux canvas. 

I love that Specialized sees a place for high-end alloy bikes in racing. The new Specialized Crux DSW comes at a perfect time when carbon super gravel bikes (even the Specialized ones) are priced out of touch with reality. 

The Frame: A Mix of Allez Sprint and Chisel 

If you’re familiar with the Specialized DSW (D’Aluisio Smartweld) lineup, the DSW Crux is precisely what you’d expect. Specialized calls it the “lightest alloy frame in the world,” though the jury is still out on that claim. 

The welds over the Specialized Crux DSW frame are stout but smooth. The downtube flows directly into the bottom bracket without any welds. The headtube is more refined than the Allez Sprint and doesn’t use the same welding method. The top tube is sloping, like the current version of the Crux.

The tubing is less round than the carbon version and slightly pointed on the end where a cyclocross rider would shoulder the bike. Specialized’s target has moved towards the gravel and exploration crowd rather than the pure cyclocross racer. That said, the bike is fine to shoulder but not as comfortable as the previous version. 

The seat stays are thin, reminiscent of the Specialized Chisel hardtail. The fork is the same as the carbon Crux models. The underside of the bottom bracket shell shows off some cool cutouts and easy cable routing additions. 

A different piece you won’t see on the carbon Crux version is a SRAM UDH (though we’re sure the next carbon Crux will have this update). Though the SRAM Apex 12-speed mechanical doesn’t require a UDH (unlike the 13-spd SRAM Red XPLR), it’s a nice touch and helps future-proof the frameset a bit.

One Build – SRAM Apex XPLR 12-speed mechanical

Like it or not, the DSW Crux comes in a single build option: SRAM Apex XPLR 12-speed mechanical. It arrives with a 40T front ring and an 11-44T XPLR cassette, giving it a solid range on gravel and off-road. The build speaks to the utility of the DSW Crux and helps keep it in the sub $3K ballpark. I have opinions on the SRAM Apex XPLR group set, but I’ll save that for my ride impressions. 

Wheels and Cockpit

The wheels are simple and effective. They are DT Swiss tubeless aluminum rims with a 25mm internal width paired with Specialized-branded hubs. The wheels come wrapped with Specialized’s 38mm Pathfinder Pro tires—one of my favorite gravel tires.

The cockpit stays in the alloy lane, arriving with Specialized Adventure Gear bars with a 70mm reach and a 12° flare. The saddle is another favorite of mine and is just as comfy as the top-tier version, the Specialized Power with alloy rails. 

Ride Review: 

My first Specialized Crux DSW Comp ride was short and slightly shocking. I dialed in the new review ride, taking measurements from my trusty Carbon Crux of the same year. Once I was satisfied with the fit, I headed for gravel. However, as I crested the final climb out of my neighborhood, my rear brake failed just as I started my descent. More precisely, the SRAM Stealth-a-majig failed. I was lucky to have the front brake, but I was still shaken after the incident.

I’ve had brakes fade and lose pressure during rides, but never like this. SRAM assured me that this was a warranty issue and took the brake in for further inspection. But even after installing a replacement brake, I’m still gun-shy about pulling the lever as hard as possible. The brake failure left a dark shadow over my time on the Crux, but the goodness of the bike still showed through.

Take 2 — Actual Riding

Now that my Crux was good to go, I chose a new route (I’m not superstitious but I am a little stitious…) and hit the gravel. Besides the different lever feel (I ride Shimano on my bike) the ride was very similar to the carbon version. 

Since the Crux DSW Comp comes with 38mm tires, the hum of the alloy is pretty muted. The alloy seat post is the bike’s only harsh and heavy (330g) component. I imagine that’s where most will upgrade first to take the edge off, give a little compliance, and shed some weight. 

Excellent Ride Quality

The Crux DSW Comp’s ride is responsive and lively. I can see this being a very popular option for cyclocross racers and gravel racers alike. The pedaling is responsive, and the bike’s geometry is the same as the carbon version—less aggressive than the previous version but easy to steer. 

The Crux DSW can hold its own in the woods and on single track. It’s slightly slower turning than a traditional cyclocross bike, but the short stem gives it a faster feel. Plus, when you get into the rocky and technical bits, the bike is effortless to pilot.

The alloy frame is hardly noticeable on the trails, open roads, and gravel-heavy sections. The super thin seat stays soak up the bumps, and the larger tires do the rest. Like its carbon counterpart, the frame is very stable on long open roads and descents.

Our demo ride arrived in the satin oak paint scheme, and it wasn’t my favorite. It looks like a carbon bike, and the satin finish holds onto mud and dirt more than a gloss paint would.

I’m personally a fan of the older alloy Crux paint schemes, with neon blazed lines and loud colors. Though, if you’re into that (but slightly more tame), check out the frame-only options (above, $1,700) for the Crux DSW. 

Though the SRAM Apex XPLR group let me down initially, the shifting and braking performance was solid after I got sorted. The hoods are nice and wide, with a slight tooth on the brake lever. The shifting is crisp and easy to dial in. The XPLR gearing range is ample and will be an asset for anyone doing extended explorations on the Crux DSW. 

Final Thoughts 

Overall, I’m a fan of the Specialized Crux DSW Comp. It’s a performance alloy bike with an attainable price for anyone looking to jump into gravel or cyclocross. The frameset is rock solid and has an excellent feel and responsiveness. The bike is easily upgradable to shed some extra weight, even though it’s respectably light. The weakest spot for me is the SRAM Apex spec. It helps keep the price down, but a comparable Shimano spec would go a long way with riders. 

Would I race Crux DSW? I would 100% race this bike. I’ve raced the carbon version of the Crux for years, and I love it. However, I would probably go with the “choose your own adventure” build route.

Bottom Line 

The Specialized Crux DSW Comp delivers an excellent ride and should help get more riders on gravel and between the tape. I recommend it to anyone looking to try gravel riding, commuting, or cyclocross. The $2,600 price tag is very reasonable for this much bike, and the fully stock 21lb (54cm) weight puts it on the pointy side of alloy life.

Specialized.com

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Highlighting their new painted-in-Italy WPNT colors inspired by classic car paintjobs, 3T almost glossed over a really big update to their core RaceMax gravel bike… an Integrale shift finally gives the bike fully internal cable routing. Sure, 3T already adopted fully internal routing on their aero road bike a couple of years ago, and then incrementally on each of their premium made-in-Italy Italia models since. But now, the more affordable standard 3T RaceMax WPNT Integrale drops the annoying toptube routing port. And it’s also available as a frameset for 1/2 the cost of the Italia edition!

3T RaceMax WPNT Integrale carbon gravel bike is integrated!

For four years, the 3T RaceMax has been 3T’s best-selling gravel bike – aerodynamic, versatile with faster and wide 700c tires or even wider 650b tires for bigger adventures, and plenty of mounts for bikepacking and adventure. Now, 3T gives the RaceMax a “fresh coat of paint” by adding it to their new WPNT program, with 5 special edition metallic & iridescent colors said to be inspired by classic cars. That “We Paint” label meaning that 3T paints the bikes themselves in Italy, letting them run more special edition colors.

At the same time, the 3T RaceMax WPNT also becomes “Integrale” like their top-tier made-in-Italy Italia edition carbon road & gravel bikes…

Why does an integrated gravel bike update matter?

The 3T Exploro has been around as an aero gravel bike since 2016. And, I’ve ridden every generation since – at least 5 or 6 different Exploros with one inelegant cable routing solution. The RaceMax platform itself, has been around for 4 years, now. I reviewed this latest bike back in the summer of 2020. And all-in-all I think it’s still one of the best, most versatile but still race-ready gravel bikes out there. Well, except for one major nit I had to pick…

The cable routing into the frame just behind the headset was simply bad. Always in the way, whether mounting devices over the stem or using any toptube bag. It was annoying enough that I wasn’t bothered when it was time to return that test bike to 3T.

And I was genuinely psyched when I first rode the made-in-Italy Exploro Extrema Italia which fixed the internal cable routing issue (even if the toptube bolts didn’t exactly seem to be in the correct spot).

Sure, it meant that the new made-in-Italy bikes were only compatible with electronic shift drivetrains. And they were a lot more expensive. But, it was so much better a solution that this was a gravel bike I would like to keep around for a bit longer.

Now, that’s no longer holding it back, I can say this made-in-Taiwan RaceMax is one of the best all-rounder gravel bikes out there. It does everything the RaceMax Italia does – the same shaping, tire sizes, component standards, and geometry – just with a frameset that costs half as much built with pre-preg carbon instead of filament winding.

2025 3T RaceMax WPNT Integrale – Pricing, options & availability

The newly integrated RaceMax WPNT is now available directly from 3T in 5 special edition paint colors: Camo gray, Indaco blue, Mara blue, Malva purple & Avorio off-white. And it is offered both as a 2975€ frameset, or a complete bike build for 6150€ with a new GRX Di2 2x build and aero carbon 3T Discus 40/30 wheels. Either way featuring the 3T Fango RaceMax Integrale compact crown fork & Apto Integrale Stealth stem to route all cables (electronic shift only) through the headet.

Both new iterations of the new 3T RaceMax WPNT Integrale are painted and built-to-order, with a 6-8 week lead time.

3T.bike

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Despite the influx of in-frame or on-bike storage options, I don’t think hydration packs will ever disappear from mountain biking. They are an excellent option for hauling a lot of water, and extra layers for cool or wet rides. This year I got to test Thule’s AllTrail 10L pack and found it to be a solid pack for hauling plenty of water and cargo.

The AllTrail 10L offers a great magnet system to hold the bladder’s straw, and I was impressed by its durable and weather-resistant fabric. Its back panel ventilation is nothing special, but it is comfortable to wear. The AllTrail 10L’s functionality and construction quality meet my expectations from an established brand like Thule.

Thule AllTrail 10L Hydration Pack – Construction and Features:

Thule’s AllTrail 10L is a mid-sized hydration pack intended for biking or hiking. For storage, this pack offers a full-length main pocket, a zippered mesh pocket inside the main cargo area, a top pocket with a key clip and mesh dividers for small items, and two stretchy mesh side pockets. The pack’s dimensions are 9x5x18.5”.

This pack features Thule’s 2.5L bladder, which has a baffle inside to reduce movement from the water. The bladder’s slide-on top closure makes for easy filling and secure closing, and the mouthpiece has a lock-off. The AllTrail 10L includes a fabric loop to hold the bladder upright inside the pack.

One nifty and unique feature of the AllTrail 10L is Thule’s ReTrakt magnetic hose holder. A sleeve on the hose contains a long cylindrical magnet, which sticks to a similar magnet on the shoulder strap. The cover on the hose also hides the lower section of hose from sunlight and heat. This pack does not offer the option of routing your hose to either side; the magnet is fixed on the right shoulder strap.

Thule’s Air Mesh back panel aims to keep you cool and comfortable on the trails. However, while that name might suggest a floating mesh panel, it’s not that deluxe. The back panel features two full-length pads that are perforated and breathable. The inside of the shoulder straps are lined with the same material, but the straps themselves are not cut out or perforated.

The AllTrail 10L’s waist strap is detachable, and the sternum strap is height-adjustable. Thule included elastic loops to wrangle the loose ends of the waist straps and sternum straps. However, the shoulder straps get a plastic slider instead, which does leave the tail ends hanging.

A top carry handle makes it easy to move this pack around pre/post-ride, or during trailside stops. One web loop for attaching a rear light is located on the lower back. There are also two rows of semi-hidden webbing loops for attaching other accessories or cargo. All the zippers get string pulls for easy operation with gloved hands.

Eco-friendly folks will be pleased to know the AllTrail 10L is made with Bluesign-certified polyester main fabric and a PFC-free DWR CO coating.

Ride Impressions:

I’ve been riding the AllTrail 10L pack since spring, so it’s been put through a good number of test rides. The pack and bladder have had no functional issues at all. The pack is still in practically perfect condition, and the bladder hasn’t leaked a drop. One thing I was happy to notice was how well the straps stayed in place. I’ve had no slippage from the buckles on the shoulder, waist, or sternum straps. 

This pack offers a good amount of cargo space, but not a ton of pockets to divide up your stuff. The largest main pocket can carry any reasonably packable midlayer or jacket, with room to spare. There is one zippered mesh pocket inside for smaller items. Aside from that, you get a top pocket with two mesh pouches inside. All in all, you have five inside pockets to divide up your tools and cargo. The pack also has mesh pockets on both sides, providing further storage for items that don’t need to be zippered up and weather-protected.

The least impressive aspect of this pack is probably the Air Mesh back panel’s ventilation. It’s nothing fancy, just two large perforated pads. The pack is perfectly comfortable, but it’s not the coolest as it does contact a fairly large area of your back. As for the shoulder straps, I’ve seen lighter and more breathable designs from other brands.

While the dangling shoulder strap ends never posed a problem, I don’t like how Thule put plastic sliders on them instead of the elastic loops they used elsewhere. The sliders tend to slide up the straps and don’t do much to keep the loose ends from dangling freely. As some of the photos show, I left the packaging tape on the straps for several weeks since it kept them bundled up.

As for water, 2.5L is enough capacity to get most riders through a recreational day on the trails. The AllTrail 10L is not a huge pack, but I like how Thule stuck with a big bladder as it provides the option of hauling lots of water. The mouthpiece provides ample flow, and even though I never locked it off it didn’t leak once while I rode. 

Thule did win me over with their magnetic ReTrakt straw attachment! This design works very well, with a slight toss in the right direction the hose easily snaps back into place as you ride. Only once or twice during my testing, the straw did not return to the magnet strip, and a quick nudge got it secured. There is a clip above the magnet strip, but I was always able to drink without unclipping the hose. I don’t mind having the straw on the right side, but if you like yours on the left you’re out of luck with the AllTrail 10L.

After many test rides, I’m very impressed with the AllTrail pack’s durability and weather resistance. There are no abrasions, tears, or excess wear anywhere on the fabric, and it fended off light rain really well. More than once I rode in light to steady rain for about an hour, mostly exposed to the sky, and the pack held the rain off perfectly. Everything inside was bone dry and there were large beads of water sitting on the outer fabric. I also noticed the fabric seems pretty resistant to mud splatter, which doesn’t stain the pack easily.

Thule’s AllTrail 10L hydration pack retails for $109.95. It is available in Black, Pond (as tested), or Faded Khaki colors.

thule.com

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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.

Sometimes, you need to throw a little shade. That’s especially true when you’re posted up at the trailhead on a hot day with the sun blazing overhead. If you happen to have driven to that spot, an awning for your roof rack can be an oasis from the heat – as long as it is quick to deploy and easy to stow. Something like the Yakima MajorShady 270.

I’ve used the MajorShady at trailheads after a bike ride while chilling and having some lunch. I use it a lot for lunch stops while out Jeepin’ around the deserts and mountains on day trips. But, mostly I use this awning for shelter from the elements while on camping trips.

Let’s get the tech details and retail out of the way before I get into how it performed.

The Yakima MajorShady 270

The MajorShady 270 is a freestanding 270-degree, roof-mounted awning. And, as far as awnings go, this one is pretty pricey at a retail of $949. At the time of this writing, it looks to be on sale for $759 on the Yakima site.

This awning comes in two flavors, left-hand swing and right-hand swing. Meaning, that you can have it open from the passenger side of your vehicle or the driver’s side. Because the Yakima tent that I was reviewing at the time of mounting the awning, opened to the driver’s side, I opted for the awning to open on the passenger side.

It uses heavy-duty support arms, which aid in a super easy deployment. The awning material is made of 420D poly-cotton fabric with PU coating. This means it’s not only durable and waterproof but very light. the vinyl travel cover is not too tight and makes it easy to slip on and off, as well as zip it closed and open.

One added thing that I love about the awning’s appearance is the topo pattern that is on the top and bottom. The MajorShady 270 also has two support legs that clip up out of the way when not needed.

Yakima claims that it provides 80 square feet of sun and weather protection. I never measured it, but it does a great job of protecting you from the elements.

MajorShady 270 Retail & Specs

Retail: $949 (on sale as of this article $759)

• Weight: 46.5 lbs
• Dimensions: L 90″ x W 8.5″ x H 10″
• Minimum crossbar spread: 26″
• Limited one-year warranty

Installation

I used the Yalima Rib Cage which allowed me to add roof racks to my Jeep’s fiberglass roof. The Rib Cage reinforces the removable roof and allows for the load bars to be attached, which means I can use a rooftop tent.

I used Yakima HD Load Bars to install the tent and awning. The awning came with “L” brackets which made it easy to install. The MajorShady 270 isn’t very heavy, but it is a little awkward to get into place. So, to make the installation easier, I used two people to slide it onto the top of the HD Load Bars. The install took about 15-20 minutes.

How it Performed

The MajorShady is so easy to deploy and break back down, which means that I use it more. Less than a minute to deploy, and a little over 2 minutes to close up. For me, the fact that it was so easy to deploy, made me want to deploy it all the time, which I did.

You would definitely need to use the two built-in support legs and guy lines when using the MajorShady in very windy conditions. I try to never camp in severe winds, so, I’ve never had to use the legs and line when using the awning.

Like most awnings that are attached to vehicles, using them is not always ideal. Sometimes the sun is in a spot that makes deploying traditional “straight” awnings a futile effort.

But, with the MajorShady and its 270 degrees of coverage, this happened hardly ever. There was rarely a time when deploying the MajorShady resulted in unuseable shade.

Another cool feature is the small pole on top of one of the braces. This lil’ bar can be left down when there is no rain or erected when there is rain. Deploying this lil’ pole helps the rain drain off the edge of the awning, preventing surprize puddles on the top of the awning.

With it mounted to the roof, it didn’t add a lot of additional wind noise in the Jeep when at highway speeds. And I didn’t notice a hit in MPG either.

In Conclusion

The Yakima MajorShady is great to have attached to the Jeep full-time. I use it more than I ever thought I would. One of the big reasons for that is the ease of opening and closing it.

It allows for quick deployment and easy breakdown. Sure, it’s a pricey addition to your vehicle, but it is a quality piece of gear that I suspect will last a lot of years.

My wife and I spend a lot of time in Southern California deserts, and I can’t imagine not having it when we stop for lunch under that desert sun. I have a tailgate table on the Jeep and use it to eat and prepare food.

When the MajorShady is deployed, the rear area of the Jeep is fully covered and protected from the elements. This allows us to prepare food and eat in comfort.

If you are serious about adventuring by vehicle, and are out and about venturing in remote areas, the MajorShady is a worthy investment to add to your gear. Even if you would like some shade while you kick back and share food and drink with your riding buddies, I would seriously consider purchasing the Yakima MajorShady 270 Awning. It’s been a game-changer for us.

Check out some more details on the MajorShady, as well as all of the accessories and goodies Yakima has to offer by hitting the link below.

Yakima.com

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Just over a week ago Merida launched their first real lightweight eMTB with the all-new eOne-Sixty SL powered by the Bosch SX ebike motor and a 400Wh internal battery. Mixing the smooth feel and ‘just enough’ power of the SX eMTB powertrain, Merida gives the e160 SL a full carbon frame with truly enduro-capable all-mountain geometry and 160mm of travel front & rear to create a do-it-all shredder for riders looking for ultimate lightweight and a more natural ride.

I spent a couple days riding this new light eMTB on familiar steep, loose & rocky trails in Catalonia, and came away truly appreciating an ebike that felt like riding a regular bike, just with several hours of fresh legs built-in!

First Rides on new lightweight Merida e160 SL Bosch SX eMTB

I’m a little torn over whether I should call this ebike the eOne-Sixty SL like Merida does on their website, or the e160 SL like is written on the top tube. But I’ll stick with the latter, if for no other reason than simplicity.

I feel like this new e160 SL is the real highlight of Merida’s 2025 move to Bosch. After years of Shimano pedal-assist power, Merida diversifies with their first move into Bosch motors. The Shimano-powered bikes aren’t going anywhere, but now German motor lovers get their options, too.

Together with this Performance Line SX-powered e160 SL, there’s a new Performance Line CX-powered e180 and a few base CX-powered eFloat commuters of various sorts. All come at a time as Bosch has seriously overhauled their premium performance ebike motors, while also adding the same small unobtrusive handlebar style mounted displays that Shimano has used for years.

Important details – Bosch SX

The heart of this e160 SL ebike then is the lightweight Bosch Performance Line SX motor that debuted last year, tucked under this custom plastic protector.

You get a nominal 250W ebike motor cranking out 55Nm of torque but at a claimed motor weight of just 2kg. That makes it 35% less torquey than the latest CX motor, and 40% lighter. But it still peaks at 600W of pedal-assist support – the same as the CX, making it double what you get out of a TQ motor, for example. The lower overall SX torque actually translates to less power drain, though.

So even though this Merida e160 SL only has a 400Wh battery inside, you’ll get a lot longer range than if you put that small of a battery into a CX-powered eMTB.

+250Wh if you need more

Yet still, if range anxiety is a concern, the Merida eOne-Sixty SL has its charging port right on the side of its seattube below the rocker link pivot. And you can strap an extra 250Wh Bosch PowerMore range extender external battery in place of the regular water bottle to carry you 62.5% further than without it.

In fact, I would probably recommend that everyone who buys this lightweight ebike plan to cough up another 400€ for that extra battery.

The greatest thing about this eMTB is probably how light it is and how that makes it handle more like a regular enduro or all-mountain bike. And I think the building 400Wh battery offers plenty of range for the majority of rides you’ll do on it – where you don’t want the penalty of an extra 1.6kg on every ride, when it’s usually not needed. But being able to increase your range by so much when you do plan on an all-day ride with more climbing than usual, just makes this a much more versatile ebike in the end.

29er eMTB with 160mm front & rear

This new lightweight 29er Merida eOne-Sixty SL ebike gets 160mm of travel front & rear in a <2kg full-carbon frame with a simple linkage-driven single-pivot suspension design and flex stays that help keep it simple & lightweight. Or 174mm in the rear if you convert it to a mullet setup via the flip-chip and a 27.5 rear wheel swap.

It looks quite a bit different, but suspension kinematics-wise it’s quite similar to the new Shimano EP8-powered eOne-Sixty that launched last spring (which was actually already a mullet with 174mm of rear wheel travel paired to a 170mm fork). Plus, this new eMTB is about 3.5kg lighter.

With its new lighter weight, this SL eMTB even feels a bit more capable off-road too, even with the shorter fork travel. It does get a half a degree slacker headtube at 64°, the same ultra-steep 78.5° seat angle, 4mm longer chainstays at 450mm, and an extra centimeter of Reach to 489mm on my size Long test ebike.

So, it’s a bit longer and slacker for more stability. But it is lighter, so it’s much easier to hop and maneuver around on the trail – and still available in 5 Agilometer sizes (XS-XL).

A few more key details… all the cables are routed in through the Wire Port cap on the Acros block-lock headset, and there’s an UDH out back. There’s a downtube protector, thick sculpted wrap-around rubber chainstay protector to silence the drivetrain, and optional short or long rear fenders to keep mud away from the main pivots.

The e160 SL has clearance for 29 x 2.4″ tires, and is rated for enduro Category 4 riding, anything shy of DH racing. Plus, Merida backs the carbon frame with a lifetime warranty.

Want more details? Check out my eOne-Sixty ebike launch story, here.

Actual weight

Okay, so the new Merida e160 SL 8000 that I tested in size L (Long or Large) weighs 20.4kg That’s set up tubeless without petals, but with the mini-tool strapped under its seat.

That’s not really light for a regular bike, but it is only about 2.5kg more than an entry-level pedal-it-yourself One-Sixty. And so for an ebike, it’s a pretty lightweight feel. 


A lot of weight savings comes from that 400Wh battery in it, which is relatively small. But it still seemed to be plenty for what I was getting up to and riding.

So how does it ride?

Riding Impressions – Lightweight All-Rounder

Merida describes this as an ebike meant to blur the divide between conventional regular bike riding and pedal-assisted ebiking. 
And it does that for sure. There’s no doubt that the Bosch SX powertrain makes you feel like you have fresh legs zipping up climbs easier than you probably should. And the complete package is still light enough that you go downhill without really feeling like being weighed down by a heavy, clunky ebike.

At just 20 kilos, it’s plenty light enough to still be maneuverable under you. This is an eMTB that’s easy to pick up and hop around on tight technical trails. And it’s really easy to get it off the ground. Riding a number of heavier, ‘full-power’ ebikes, I often feel I’m plowing into things, smashing through loose rock gardens, dragging through creek crossings. But not with this e160 SL. This ebike still feels light enough that you can pick lines easily, change direction effortlessly, and confidently tackle more challenging lines. It just feels much more natural.

But still plenty of power

Going uphill though, yes, the Bosch SX motor is less powerful than its heavier-duty CX sibling. But still it offers that same peak power of 600W, even if the torque is lower. So it’s still feels like it’s going to carry you up some of the steepest terrain. 
Sure, its torque is about 40% less than the most powerful motors out there, so it won’t feel quite as zippy.

But to just make getting back up the hill a bit quicker, a bit easier, it definitely felt like plenty of zip for me. And that lower torque in the end actually does create a more natural ride – a feeling I prefer when getting pedal-assist.

Balancing battery & range

The SX setup kind of strikes a balance between really lightweight and full-power motor support. And it manages power well with the 400Wh battery to still deliver quite long range.

I (85kg) had no problem getting 2 solid hours of riding and 900-1000 meters of climbing out of this relatively small motor and small internal battery while pushing it hard, mostly in Turbo mode. Knocking it down to eMTB mode looked like it would get me about 10% more, or 50-60% more in Tour or Eco modes.

For sure, it won’t keep up all-day with full-power eMTBs with much bigger batteries if you head high into the mountains. But it’s definitely a compromise I’m willing to make in order to have that much better maneuverability and much more playful feel to the ebike – both when going downhill and especially carving the ebike through tight technical terrain & more flowy trails. Saving 3-5kg off many of the more powerful eMTBs out there, the e160 SL just creates a much more enjoyable feel that is much more like riding a mountain bike and less like lugging a heavy ebike up & down in the forest.

Going further & countering range-anxiety

And I think it’s simply more fun to throw a lightweight eMTB off of jumps that it is a heavyweight ebike.

Now like I’ve already said, if you’re looking to ride further, you can just strap on a range extender battery. And while a 250Wh is a relatively small addition to a thousand Wh battery, when you’re already starting from just 400Wh, it’s a sizable boost. So you’re genuinely increasing your range by more than 60%! Of course, the one thing I don’t like is that the range extender takes the place of your water bottle, and on those longer ebike rides, you’re going to need more water, too. So, you’ll just have to accept wearing a hydration pack.

Hiccups

One recent Bosch update that I can really get behind is their new Purion 400 display (which looks a lot like Shimano’s similar Di2 & ebike display). It simply puts useful ebike info in an easy-to-see spot and lets the rider cycle through whatever you prefer to focus on – estimated range, speed, cadence, assist level, ride stats, etc. It’s simply much more informative than the LED indicator bars that Bosch puts on your toptube. Although sometimes it gives bad news, as well.

The one issue I had tested this Merida e160 SL 8000 was that this model includes a wired-in SRAM AXS transmission rear derailleur. While that would normally be wireless, here it’s powered directly from the ebike’s battery. But the Bosch system & SRAM don’t talk. So ultimately, when you get to 0% battery on your motor, you have 0% battery in your derailleur, too. That means when you run out of battery for the ebike, you run out of the ability to shift. It shuts down, and you’re left in whatever gear you’re in. To be fair, you get a decent warning, it runs on 0% for a bit. So definitely, when you see your ebike hit 0%, you should just turn off any pedal-assist to still get more shifting.
But once it shuts down, that’s it. Yes, you can start it back up for a second and probably get a couple extra shifts out to get back to a pedal-able gear. I was able to, but your results may vary. And ultimately, it’s going to shut down again with its lovely Bosch message of “See You” at the end. 


But easy enough to fix…

My recommendation if you get any Bosch ebike with a wired-in SRAM derailleur is just to buy an extra AXS battery to carry as a spare so you don’t ever have to worry about it again. It’ll cost you about 60€ and weigh <25g. Surely worth the peace of mind.

Parting thoughts

What I come away with is that this new e160 SL is my favorite Merida ebike, yet. It actually rides a lot like the regular 160s, which I liked a lot for the it simple, playful ride, and great slack & capable geometry.

The Merida e160 SL is not super long travel, so it’s not really e-Enduro. Although its geometry is really trying to emulate full-on enduro bikes. But it’s much more of an e-All-mountain shredder type of thing. But with light weight, long reach, long chainstays, a slack 64° head angle, and Merida’s characteristically steep seattube angle, you can comfortably ride this thing down just about any trail. And with plenty of eMTB motor support,
you can get back up just about any trail, too.

It’s probably the most versatile e-mountain-bike that Merida has made. And at this light weight and natural ride feel, it really just handles so much like a regular bike that it’s just fun for all types of trail riding and makes you feel like you always have fresh legs.

Merida-bikes.com

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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

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Off the bat, this is a review of something totally silly but fun, and it’s available for a limited time only, so if you want Sour bikes to make you a Sweet ‘n Sour Slingshot, pre-order one by the end of next week or you’ll miss out.

OK, this slingshot is a toy. And it is one that can put an eye out, if not played with carefully and responsibly. But this really is fun to play with, and a nicely-crafted bit of silliness made with care and precision in Germany by the same framebuilders that craft Sour’s steel gravel, road & mountain bikes.

Sour’s first words about it are “Don’t Sue Us Please” and their parting words leave a further disclaimer:

“Please note: This is a toy. Please do not harm any animals. We love animals. And humans. And everything else on this planet.”

Sour Bicycles’ limited edition steel Sweet ‘n Sour Slingshot

I think I first noticed these last winter, after the framebuilders of Sour Bicycles in Dresden, Germany decided to make themselves a slingshot to play with in their downtime. And then, everybody who saw it said they wanted one, too.

So, Sour decided to make a batch and see if anyone would actually pay for a handcrafted steel slingshot. And thus, the Sweet ‘n Sour Slingshot was born. Of course, they sold out, and I thought that was it.

But now, in the lead-up to the holiday gifting season, Sour decided to resurrect the Sweet ‘n’ Sour Slingshot in all of its glory, including its built-in bottle opener – for responsible adult beverages while responsibly shooting at safe targets. So there’s a pre-order now for 2 weeks, and they’ll ship slingshots out to everyone who buys one now, in time to wrap it up and gift it to a lucky individual on your Christmas shopping list!

Review: Why a slingshot isn’t a bad idea

Yes, a 70€ hand-crafted slingshot made by professional bike frame-builders is undeniably a luxury item. And to be fair, at least a little bit dangerous.

But at the same time, this is one of the most affordable handmade products that you’ll get out of bike builder. And it is legitimately fun for the whole family.

Of course, you first need to figure out what you are shooting a Sweet ‘n Sour Slingshot at before you go out and order one.

We have a couple of big old European Larch trees in our yard, so we have hundreds of their cones all over the lawn. And every time a strong wind blows, old dead branches with cones still attached fall and need to be picked up. We’ve literally got 2-3cm pinecones coming out of our ears, so the perfect ammo. Check.

We also have a couple of old metal barrels. So quickly breaking out some sidewalk chalk, and we’ve got a perfect target that produces a very satisfying gong sound the closer you get to the bull’s eye. Check, number two.

Fun for the whole family

So now my son, my daughter, and I get to spend some extra fun time together plinking pinecones at a metal barrel. And we can all work on refining our hand-eye coordination skills, with no video games or any screentime required. Plus, now the kids have a bit more incentive to help rake up the yard. Although that hasn’t seemed to help too much, yet.

But at least they are more willing to hunt around for little cones to shoot at the barrel or just a big pile of wood. We haven’t yet progressed to individual tin cans, but I think that will come soon enough when they start to get more competitive. Then, the real competition begins.

A side benefit… our young cat loves chasing after every errant pinecone as it bounces off of whatever we hit. So I guess she’s refining her hunting skills too, and won’t be turning into a fat lap cat anytime too soon.

Tech details

We know you come to Bikerumor for the deep technical details dive on everything we cover, right? So, here it is…

Sour’s limited edition Sweet ‘n Sour Slingshot is a 2-piece construction, made from laser-cut steel, precision welded in the same Saxony workshop where Sour fabricates all of their made-in-Germany steel bikes. Then, they get a black powder coat, including individual multi-color splatter made by Sour’s founder Chris himself. “Please Note: Since the splatter paint job is a result mainly of luck, every slingshot will look a little bit different.“

The Sour slingshot features a 31mm diameter soft clear Frozen push-on mountain bike grip made by Freeze, also in Dresden, so you get to see more of Chris’ luck of the splatter. A tough set of tubular rubber hose bands secured with steel ball bearings hold the synthetic leather pouch to propel your ammo.

It measures 24cm long x 11cm wide (9.4×4.3″) and will weigh down your back pocket about 286g, ready for target practice and opening a brew or two when you are done.

Sour’s ltd. Sweet ‘n Sour Slingshot – Pricing, pre-order & holiday delivery

Sour is taking pre-orders now until November 8th for the limited edition run of their Sweet ‘n Sour Slingshot. Each slingshot pre-order will cost you 69.69€ now.

Then, they’ll head to production in one batch in the second half of November. And Sour will ship them “right in time before Christmas” so you can give the gift of joy and target practice to someone special this coming holiday season. Express Shipping adds 6€ more in Germany, 18€ throughout the EU, or 25€ pretty much anywhere else in the world.

Sour.bike

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Let’s start off with the fact that Chimpanzee nutrition is not globally available, and maybe you won’t find their new Super Bars near you. But if you are in Europe, they are definitely worth seeking out. Made almost entirely of natural dates, cashews & raisins, these super bars are energy-packed, easy to eat & digest during activity, and sneak in a full 100mg of slow-release caffeine that will help keep you riding further, and longer!

Chimpanzee Super Bars, natural nutrition bars with caffeine

I basically see sports nutrition fall into one of two categories. Either it tastes and feels like an over-engineered synthetic (but likely effective) solution to keeping you fueled during activity OR it’s just regular (hopefully) natural food, carefully picked to be easy to eat on the go and easily digested during strenuous activity. Pretty much everything Chimpanzee Nutrition makes falls into that latter category. Natural and often organic ingredients are essentially their whole thing. So every time I see them do something new and different, but still keep it natural, my interest is piqued.

Their latest new offering – these caffeinated Chimpanzee Super Bars – are a perfect example.

They are still made of simple mix of 100% natural ingredients – just 7 ingredients in each bar – come in two flavors, and include a subtle 100mg of caffeine boost for extra energy over the long run.

Review: 100mg of caffeine in a natural ingredients energy bar

Interestingly, that’s probably about the same caffeine that you’ll get in a small cup of coffee or espresso, or even more than a can of Red Bull. But, slowly delivered into your bloodstream in a soft and slightly sticky bar that’s about 95% dates, cashews & raisins, you won’t notice the jittery peak you would associate with that much caffeine in a drink.

As an aside… apparently, the science of caffeine absorption suggests that even in coffee, it’s around 45 minutes after drinking it that you really get the effects. But we all know that psychosomatic reality is something different. And many coffee or energy drink connoisseurs will have rewired our brains to feel a boost almost immediately… even if that’s more a digestive function boost once it hits your stomach.

In any case, I feel like whenever I eat one of these bars – and I’ve gone through at least a half dozen so far – I kinda don’t notice the caffeine at all. I just coincidentally feel like I have a bit extra energy and can pedal a bit harder about 30-60 minutes after I eat one. And that’s what’s nice in my mind. Subtle extra energy without any negative feeling.

But how do the Chimpanzee Super Bars taste?

They just taste like a natural bar made of fruits and nuts, and that’s about it. Simple, and effective. “Fast-acting carbohydrates”, plus caffeine for “sustained energy levels”.

The two flavors are also not all that different in the end. Unsurprising as their approximately 95% composition of dates, cashews & raisins plus <1% of guarana extract is shared between both bars. The Cocoa Muffin bar tastes mostly like dates with just a hint of chocolate from its 6% fat-reduced cocoa content. The Jelly Berry is decidedly more sweet and fruity, powered by its 2% of freeze-dried raspberries.

For the full breakdown of each’s 7 ingredients and their nutritional values, you can find both flavors on Chimpanzee’s website, here: Jelly Berry or Cocoa Muffin.

More Chimpanzee Natural Sports Nutrition options is always a good thing

The new Super Bars are a nice new addition to Chimpanzee’s more conventional range of energy bars. They already make a bunch of typically classic sweet-style bars – my favorites being Chocolate Espresso, Dark Chocolate & Sea Salt, and Crunchy Peanut. But also a newer unique crop of salty sports bars that I called out before in my Editor’s Choice Awards – Olive, Spicy, or Pizza are a great alternative when you’ve just had too many sweet bars. Especially nice to add a salty bar into the mix for long endurance events to refresh your palate and give your stomach something different to digest.

Chimpanzee Super Bars – Pricing & availability

The two new Chimpanzee Super Bars just debuted last week, so the best way to get them is direct from the ChimpanzeeBar.com webshop. They sell for 2.50€ a piece or just 2€ if you buy a 20-pack. Shelf-life looks like it’s about 12 months based on the sell-by date on my bars. That’s really the one thing to keep an eye on with Chimpanzee bars, since they don’t have artificial preservatives you probably don’t want to stockpile more than you will use in a half a year or so.

So, I’ll buy another handful of each flavor once I eat the last few I have remaining. Then, I’ll probably buy a 20-pack of each once springtime is around the corner.

ChimpanzeeBar.com

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