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Pirelli Scorpion Race Enduro M first ride review – The grip of change?

Long gone are the days when just a handful of manufacturers shared the market for MTB tires. Italian tire colossus Pirelli want a slice of the pie too, and are working frantically to expand their MTB portfolio. We put the Pirelli Scorpion Enduro Race M flagship model to the test to find out what it’s capable of.
Pirelli Scorpion Race Enduro M | 29” or 27,5” | 1,260 g | € 89.90 | Manufacturer’s website

MAXXIS, Continental, Michelin, Goodyear… The list of tire manufacturers that are also trying their luck in the mountain biking segment is getting longer and longer, and Pirelli want a slice of the cake too. To get their foot in the door, the Italian tire colossus are also sponsoring several racing teams in the UCI downhill and enduro World Cups. The flagship model in Pirelli’s enduro tire portfolio is the Scorpion Race Enduro M which, as a true all-rounder, is supposed to deliver a solid performance over a variety of terrain, from hardpack bike park tracks to loose natural loam, providing you with huge amounts of grip regardless of the conditions. What makes it even more of an all-rounder is the fact that it can be used for both the front and rear wheels. However, the Scorpion Race Enduro M is only available in two versions: in 29″ and 27.5″, both of which come in 2.5″ width. If you want to roll on Italian rubber, you’ll have to fork out € 89.90 per tire.
To ensure the highest level of traction, Pirelli divided the tread pattern into three sections. The centre knobs are relatively wide and arranged in pairs, with transition lugs ensuring a smooth transition from the centre tread to the shoulder knobs. In addition, the transition lugs are supposed to support the side lugs in corners and thus to provide more predictable handling. The side lugs are all identical, both in size and shape. Particularly striking is that the shoulder knobs are extraordinarily tall and almost at the same height as the centre knobs. The dual-ply, 120 tpi DualWall casing was developed specifically for enduro riding and is supposed to offer a good compromise between puncture resistance and ride feeling. In the bead area, which is the most vulnerable part of the tire, Pirelli used an additional layer intended to improve puncture protection. And while the dual-layer casing might not be the lightest out there, the Scorpion Race Enduro M lies in the midfield of tough enduro tires in terms of weight, with the 29″ model tipping the scales at 1,260 g. Of course, maximum grip calls for a soft rubber compound! Pirelli use their SmartEVO DH compound, which feels incredibly soft to the touch and should therefore deliver plenty of traction for aggressive riders.

Now that’s some branding! Pirelli dug deep in the yellow paint pot for the lettering of the Scorpion!
The Scorpion Enduro Race M is available in two wheel sizes, 29″ and 27.5″, but only in one width – 2.5″.

We had the opportunity to test the Pirelli Scorpion Race Enduro M tire over several weeks and on all sorts of terrain, from our loamy, root-scattered home trails to fast hard-pack downhill tracks and bike park lines – basically everything a good enduro all-round tire should be able to handle. We mounted the tires on Stans Flow MK4 alloy rims, running 1.55 bar at the front and 1.7 bar at the rear. When climbing on tarmac and fire roads, you’ll quickly realise that the Scorpion is no KOM chaser. It feels rather sluggish on climbs and produces a rather loud background noise, which is perfectly normal for a gravity-oriented tire with soft rubber compound. However, the strong rolling resistance is also noticeable when you drop into the trail. In a nutshell, the Pirelli Scorpion Race Enduro M isn’t exactly fast rolling and doesn’t accelerate willingly. However, once you get them up to speed, you’ll enjoy the wide threshold zone between grip and slide. When cornering, the Pirelli Scorpion is incredibly responsive, following the contours of the trail as you lean into bends without unexpectedly breaking loose. And if you get a little too excited, the predictable breakaway point gives you a chance to adjust your line, with the aggressive tread pattern and soft rubber compound always ensuring plenty of grip, whether you’re riding on flowing trails or committing to techy highlines with plenty of roots.

The tread pattern is divided into three sections: the wide centre knobs, transition knobs and shoulder knobs.
Particularly striking are the tall shoulder knobs, which are almost as tall as those in the centre.

The Pirelli Scorpion Race Enduro M is pretty good, but not perfect. It generates excellent traction and cornering grip with a predictable breakaway point and wide threshold zone between grip and slide. It also generates tons of traction on technical trails with nasty root carpets, letting you know clearly when it’s about to break away. Unfortunately, braking traction is sub-par, which can quickly lead to tricky situations on steep or fast trails – Pirelli urgently need to improve this!
TopsWide range of applicationsExcellent cornering tractionGood grip on roots and on technical trailsFlopsHigh rolling resistanceVery poor braking tractionPoor damping qualities
Tester: FelixTest duration: 1 monthPrice: € 89.90Weight: 1,260 g (Manufacturer’s specifications)Manufacturer’s Website
For more info, visit Pirelli.com

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Words: Felix Rauch Photos: Peter Walker

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Acros flatpedal – The new MTB pedals from Acros in review

Acros present their latest MTB pedals: the flatpedal. In typical Acros style, the model name is just as unassuming as the styling. And good pedals shouldn’t stand out on the trail; they should simply provide grip – if you’re thinking about them, something has gone wrong. The bearings should also hold up against mud and dirt for as long as possible. Do the Acros pedals ride as inconspicuously as they look?
Price € 120 | Weight 395 g per pair | Platform size (L x W x H) 106 x 105 x 12 mm | Number of pins 12 | Pins screw in from above | Manufacturer’s website

With the flatpedal, Acros claim to have built MTB pedals that work just as well on rough DH tracks as on big jumps, lonely single track, or on multi-day bikepacking tours. Our big MTB pedal group test only featured their clipless pedals, but now Acros have sent us a set of their new flatpedals to put through the wringer. For € 120 you get a set of 395 g pedals – not lightweight, but about average for aluminium pedals. They have 12 pins per side. The outer pins stick out of the pedals by 6 mm, whereas the inner pins protrude by just 4 mm, thereby creating a slightly concave platform. For those who want to customise their pin configuration, the flatpedal comes with a bag of spare pins included. The pins screw into the pedals from above with a 2 mm hex key, which can become a problem if you smash the pedals into rocks and damage the pins. Once the hex socket is bent, you’ll have to try loosening the pins with pliers – assuming they haven’t snapped off completely. The 12 grub screws are spread over a large platform measuring 106 x 105 mm, while the pedal is just 12 mm thick. When it comes to colours, Acros stay true to their no-frills ethos and only offer them in black and silver. If you want something a little more unique, you can opt for custom lettering on the top.

Pins that screw in from the top are often difficult to replace when damaged.
You can customise the lettering on the top of the pedals to your liking.

The Acros flatpedal in detail
The details are more important for a small component like a pedal than you might think. To maximise trail fun and minimise your time in the workshop, the service intervals should be as far apart as possible. And when the time for a service comes, small details can make the difference between a quick and easy process, and a time consuming, nerve wracking ordeal. One of the first things you’ll notice is that the pedal has no small cut-outs or recesses, which makes cleaning them that much easier, as dirt hasn’t got anywhere to get stuck. However, the spindle seals and bearings aren’t to be neglected either, since they determine how frequently you’ll have to service the pedals. Acros rely on two ball bearings and a bushing. To prevent the dirt from getting into the bearings, the spindle has a double seal. In time, however, every seal will eventually leak, every bushing will wear out, and every ball bearing will start feeling rough. So that you can keep your cool while giving them a service, Acros have put a lot of thought into the design. There are no special tools required to disassemble the Acros pedals – all you need are 6 and 2 mm hex keys, and an 8 mm open-end wrench. First, you simply loosen the two screws that sit either side of the axle. Then you can lift the locking plate and twist it 90 degrees. This can then be used to unscrew the axle. On the left pedal, you must turn the axle to the left, as usual, whereas the axle on the right loosens in the opposite direction. This is so that the right axle doesn’t unscrew itself while pedalling. After removing the axle, you can use the 6 mm hex key and the 8 mm open-end wrench to loosen the nut that sits inside the axle. Finally, all of the bearings and seals can be removed from the spindle by hand. Another nice detail is a short how-to video from Acros, which explains the disassembly process step by step. Allowing you to replace anything that breaks, Acros offer 3 service kits: an axle kit for € 16, a locking plate set for € 5, and a bearing set with seals for € 12.

The lack of small cut-outs and recesses make the Acros pedals super easy to clean.
Disassembling the Acros flatpedal takes just minutes.

The Acros flatpedal on the trail
When you step onto Acros’ new MTB pedals for the first time, you won’t notice anything unusual. The platform is pleasantly large, and the slight bulge needed to accommodate the axle is so small it isn’t noticeable. The pedals offer plenty of grip and your feet feel securely planted, always remaining in place through rock gardens and over roots. Nevertheless, it doesn’t feel like your feet are glued to the pedals, which makes it easy to correct your stance if necessary. We didn’t have any problems sticking one foot out to drift into a corner Sam Hill style, or dabbing the ground to maintain our balance when a root was not as grippy as it looked. And even if the conditions get so wet that you need a pressure washer to dig your bike out from under the mud, you won’t need to worry about the pedals. Thanks to the clean design and large openings, they shed mud with ease. So, you can rest assured that you’ll have ample grip regardless of the weather.
Our conclusion on the Acros flatpedal
The latest pedals from Acros are unremarkable in the best sense of the word, and they’re fairly priced too. Acros have clearly paid attention to the details: the flatpedal can be disassembled within minutes, making easy work of greasing or replacing the bearings when needed, they offer loads of grip on the trail, and don’t pack up with mud. They almost tick all the boxes; our only gripe is that the pins screw in from the top, which can make them difficult to replace.
Topsclean design with large openings doesn’t get clogged upquick and easy to disassemble good grip Flops
For more information, visit acros-components.com

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Words: Sebastian Dirscherl Photos: Simon Kohler

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New 2024 Santa Cruz V10.8 exclusive first ride review

With the new 2024 V10.8, Santa Cruz introduce the latest iteration of a true downhill classic, which has already secured 3 victories and 13 podiums in the Downhill World Cup. As the name suggests, this is the 8th generation of the V10, which retains the distinctive frame silhouette and proven VPP rear suspension of its predecessor, but relies on a more modern geometry and improved kinematics – and also allows for countless customization options. But how does the V10.8 fare on the trail?
Santa Cruz V10.8 2024 | 200/208 mm (f/r) | 29”/27.5” | € 4,299 (frame kit) | Manufacturer’s Website

The V10 has been the flagship model in Santa Cruz’s downhill portfolio since 2002, and it has been ridden to victory at countless World Cup races since, helping downhill icons like Steve Peat and Greg Minnaar to secure their world championship titles. Twenty-one years after the launch of the very first V10 model, the Californian cult brand is introducing the 8th generation of their legendary downhill bruiser, which still relies on the same VPP rear suspension as its predecessors. The latest descendant of the V10 relies on a mixed wheel setup, with a big 29″ wheel at the front and smaller 27.5″ wheel at the rear, except for the biggest XL frame, which rolls on two 29″ wheels. For 2024, Santa Cruz sent the full 27.5″ model into a well-deserved retirement. Like its predecessors, the V10.8 relies on their classic VPP rear suspension system, which generates a whopping 208 mm of travel. As a result, Santa Cruz’s engineers didn’t bother changing the frame silhouette too much, focusing on small practical improvements instead. To achieve this, they tuned the suspension kinematics to ensure a more sensitive response, and at the same time provide more support. In addition, they optimised the frame’s stiffness and modernised the geometry, above all by increasing the bike’s reach. The new V10.8 frame also offers countless adjustment options, allowing you to alter the chainstay length, bottom bracket height, reach and head angle in three settings.

New 2024 Santa Cruz V10.8 – Frame details
Needless to say, Santa Cruz didn’t just tweak the geometry, but also made some refinements to the design of the new 2024 Santa Cruz V10.8, integrating them seamlessly and beautifully into the new bike. For starters, they adapted the shape and position of the bump stops, integrating them neatly into the frame at the intersection between the head tube, top tube and down tube. These are meant to protect the frame from impacts and allow you to dispose of the annoying rubber lumps on the fork. A generously sized seat- and chainstay protector wraps far around the swingarm, preventing paint chips and annoying chain slap on the trail. On the down tube, a massive TPU plate guard protects the frame from stray rocks and nasty impacts, while an additional shuttle guard prevents you from scratching the paint when throwing your bike on the back of a pick-up truck.

The generously sized seat- and chainstay protector ensures a quiet ride.
The shuttle guard prevents you from scratching the paint when throwing the V10.8 on the back of a truck.

To protect the shock and suspension linkage, Santa Cruz rely on a small mudguard and an additional plastic flap, preventing flying mud and debris from damaging crucial parts. All cables are routed internally and only reappear briefly at the transition between the main frame and swingarm. Here they’re guided through small metal brackets, which hold them in place securely but still allow them to move when the rear suspension compresses. The cables aren’t clamped at the ports, but the tight routing sleeves inside the frame prevent them from rattling.

The plastic flap between the seat stays prevents mud and water from flying onto the shock and suspension link.
While the cables aren’t clamped at the ports, they’re routed through tight internal guide sleeves inside the frame, which prevents them from rattling on the trail.

At the transition between the main frame and swingarm, the cables are routed through additional brackets, which are elegantly and neatly integrated into the frame of the V10.8.
Spec variants of the new 2024 Santa Cruz V10.8
For the new 2024 V10.8, Santa Cruz exclusively use their high-end CC carbon layup, which relies on a larger proportion of higher strength fibres, providing the same degree of stiffness at a lower weight compared to its more affordable C counterpart. With most bike models, Santa Cruz also offer a more affordable C carbon variant and sometimes even an aluminium option. The V10.8, however, is available just in the high-end CC carbon variant and in just one colour for the time being – the gloss red finish you see in the pictures below. As far as the spec variants go, you can choose between the € 7,699 S build or the € 9,699 X01 build. If you want to build your own V10, you can buy a frame set with FOX DHX2 Factory shock for € 4,299.

2024 Santa Cruz V10.8 X01 spec variant
2024 Santa Cruz V10.8 S spec variant
2024 Santa Cruz V10.8 frame kit

Both spec variants come equipped with FOX suspension, including the highly adjustable GRIP2 damper in the fork. With the S-build you’ll only have to renounce the fancy Kashima coating, but this doesn’t affect the bike’s performance on the trail. For the shock, Santa Cruz employ a FOX DHX2 coil model on both spec variants, whereby the more affordable Performance Elite model of the S-build only offers externally adjustable low-speed compression and rebound settings. The flagship X01 model comes equipped with a 7-speed X01 DH drivetrain, while the S-variant features SRAM’s mid-range GX DH model, which might be cheaper and slightly heavier, but doesn’t compromise on shifting performance. The S-build doesn’t compromise on the brakes either, employing SRAM’s CODE Bronze stoppers, which omit only the tool-free bite point adjustment compared to the CODE Silver model of the V10.8 X01 flagship model. Both the CODE Bronze and Silver brake versions are from SRAM’s new Stealth model range, which position the hoses closer to the handlebars, preventing them from forming a massive arc in front of the cockpit. However, in our experience this also causes the hoses to rattle loudly against the frame – we just use a small zip tie to prevent this from happening. On both models, the brakes are paired with SRAM’s thicker HS2 rotors, with a big 220 mm disc at the front and 200 mm disc at the rear. Both spec variants of the V10.8 roll on Santa Cruz’s in-house Reserve 30 HD DH alloy wheelset with MAXXIS ASSEGAI tires in the robust DH casing front and rear. Santa Cruz also offer a lifetime warranty on their frames and wheelsets, as well as free replacement bearings.
The spec of our 2024 Santa Cruz V10.8 text bike
For this first ride review, we rode a custom-spec Santa Cruz V10.8 with an unpainted pre-production frame. However, most of the frame details and features were already in the final development stage.

Our test bike was equipped with RockShox suspension consisting of a BoXXer Ultimate fork and a matching Vivid Ultimate air shock. The latter was specifically tuned for the V10’s suspension kinematics. The drivetrain consists of a SRAM X01 DH 7-speed rear derailleur with matching shifter and 155 mm HOPE Tech EVO cranks. Powerful SRAM CODE RSC four-piston brakes with big rotors do stopping duties. Furthermore, our test bike was delivered with a Reserve 31 DH carbon wheelset and MAXXIS tires. On our test bike in size L, we paired a long reach setting with a small 27.5″ rear wheel.

Our test bike came equipped with a new RockShox BoXXer Ultimate fork…
… and RockShox Vivid Ultimate air shock, which had been released yet at the time of this test.

The geometry of the 2024 Santa Cruz V10.8
The new Santa Cruz V10.8 2024 is available in four sizes, S to XL, with mullet wheel setup in sizes S to L, and full 29 for the biggest XL size. Reach values range between 409 mm and 508 mm, which is made possible thanks to the many different adjustment options. The reach can be adjusted by +/- 8 mm using special headset cups.
Special headset cups allow you to adjust the reach between three different settings.
There’s also a flip chip on the shock mount, which allows you to switch between three different settings and affects primarily the bottom bracket height and head angle. Furthermore, the chainstay length can be increased or decreased by 5 mm, meaning that you have three settings to choose from. What we find particularly exciting is that all parts needed for the geometry tweaks are included in the box, whether you buy a full build or the frame kit.

Although the labelling on our test bike suggests otherwise, with the labelling only showing a high and low setting, the flip chip also has a third middle position.
The chainstay length can be adjusted by +/- 5 mm and the brake adapter can be easily moved to adapt it to the respective setting.

The geometry of the 2024 Santa Cruz V10.8 (0 mm Reach / Low / 0 mm Chainstay)

Size
S
M
L
XL

Seat tube
435 mm
445 mm
455 mm
465 mm

Head tube
100 mm
110 mm
115 mm
120 mm

Head angle
62.7°
62.7°
62.7°
62.7°

Seat angle
77.6°
77.1°
77°
76.7°

Chainstay
445 mm
450 mm
456 mm
461 mm

BB Height
351 mm
351 mm
351 mm
351 mm

Wheelbase
1,231 mm
1,276 mm
1,303 mm
1,335 mm

Reach
417 mm
452 mm
472 mm
499 mm

Stack
626 mm
625 mm
639 mm
644 mm

The new 2024 Santa Cruz V10.8 on the trail
For this first ride review, we were able to ride a custom-build model of the 2024 Santa Cruz V10.8, which we put through the wringer on the trails of Whistler Bike Park, where we also had a chance to compare it with a few other downhill rigs, like the new RAAW Yalla! and ROSE SCRUB. The first thing we’ve noticed is that the V10.8’s rear suspension reacts very sensitively to different air pressures in the shock, and that even the smallest rebound adjustment has a relatively big effect on the rebound speed, resulting in a completely different ride feeling even with just one click difference. We recommend playing around with different settings – which is exactly what we did. For example, we worked our way down from the Vivid Ultimate’s recommended 30% sag, ending up at around 25%.

When you drop into a trail with the V10.8, you’ll immediately notice the high front end, which integrates you deep into the bike, inspiring huge amounts of confidence in all situations. Despite the height, there’s still plenty of pressure on the handlebars, meaning that you don’t have to actively weight your hands to keep it tracking, even in open, flat corners and nasty off-camber sections. In other words, the Santa Cruz is intuitive, easy to ride and implements steering input directly and precisely.

The suspension – and especially the rear suspension – offers excellent small bump sensitivity and generates plenty of traction, whether you’re ploughing through nasty root carpets or gliding over braking bumps. At the same time, the V10.8 bursts with mid-stroke support, making it easy to pop off ledges and bailing you out of botched landings, and making you feel as if you had endless amounts of travel at your disposal. The rear suspension takes even hard hits with stoic composure, and during this test it never blew through its travel too abruptly. Moreover, when pumping through rollers and berms, the V10.8 rewards you with plenty of speed – the harder you push, the faster you ride!
The new Santa Cruz V10.8 makes you feel as if you had endless amounts of travel at your disposal, but at the same time offers excellent small-bump sensitivity, generating huge amounts of traction in the process.

The central riding position, direct handling and excellent mid-stroke support also make for a very lively character, making it easy to pull manuals and throw the V10.8 from one berm into another, allowing you to spontaneously change your line without feeling like you’re stuck to the ground. As a result, the Santa Cruz cuts a fine figure both on steep, gnarly natural trails and fast jump lines on a day out at the Whistler bike park.

Our conclusions about the new 2024 Santa Cruz V10.8
Despite maintaining the old V10 silhouette and proven VPP rear suspension, the new 2024 Santa Cruz V10.8 is a successful further development of a true classic. The frame features are beautifully integrated into the bike, while the countless adjustment options allow you to fine tune the V10’s geometry to suit your needs and riding style. On the trail, the latest descendant of the V10 dynasty delivers a tremendous performance, rewarding an active riding style with plenty of speed. The supple rear suspension works extremely sensitively, ensuring a top performance on the trail together with the agile yet composed handling.
TopsBeautiful, well-integrated detail solutionsCountless geometry adjustments allow you to fine tune your rideUnbelievably sensitive rear suspension generates tons of tractionInspires huge amounts of confidence, even on the wildest trailsFlopsA black frame option is a must for the V10!

For more info, visit Santa Cruz Bicycles

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Words: Peter Walker Photos: Robin Schmitt, Peter Walker

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Is the future of the EDR under threat, and with it the future of professional enduro racing?

Since the UCI & Warner Bros Discovery took over the event organisation, media production and broadcasting rights of the global Enduro World Series – changing its name to the Enduro World Cup (EDR) – there’s been a lot going on in our favourite sport. However, it’s not just good things happening, and if you trust the paddock gossip, there will soon be no more Enduro World Cup. So, what happens next?

With the final race in Chatel marking the end of the 2023 EDR racing season, the first year of the new series is a wrap – it’s now time to reflect on the new format. Since UCI & Warner Bros Discovery took over the event organisation, media production, and broadcasting of the former Enduro World Series, changing its name to EDR enduro World Cup, enduro racing has the same status as XC and downhill racing – at least on paper! While part of the enduro fan-base has always been sceptical about the transition, others saw it as an opportunity for the sport to grow bigger and become more popular. In other words, it was a great chance to get more exposure and become more professional.
However, the initial optimism soon soured as we progressed into the season, as it became clear that the merger was actually detrimental to enduro racing, with all the most crucial aspects of the series getting far less attention than expected, from event organisation to broadcasting and public relations. If the paddock rumours from the last races are true, there will probably be no more Enduro World Cup from as early as 2025, and thus no more major international enduro racing series. The next EDR season has already been cut back, with events held only within Europe, and apparently only the EDR-E will continue going forward.

After speaking to some seasoned EDR and EDR-E racers, team managers and industry insiders about the current situation and the uncertain future that lies ahead, we’d also like to hear your opinion!

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Words & Photos: Peter Walker

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New 2024 YT JEFFSY CORE 5 CF first ride review – Revolution or evolution?

Driven by the “Power of Friendship” mantra, YT claim to have found a solution to the ongoing energy crisis with their new JEFFSY 2024. The latest incarnation of their trail evergreen is supposed to cover a wide range of applications and thus expand your circle of riding mates, while at the same time putting a big grin on your face. We’ve tested the JEFFSY CORE 5 CF for you.
YT JEFFSY CORE 5 CF | 150/145 mm (f/r) | 29” | 15,3 kg in size L | € 5,999 | Manufacturer’s Website

What’s fun to hang out with, always has your back and never lets you down, even when things get ugly? No, it’s not your best mate! It’s the new 2024 JEFFSY! With the latest iteration of their trail evergreen the Bavarian direct-to-consumer brand is taking the concept of trail bike to a whole new level. The new JEFFSY combines 150/145 mm of travel with a pair of 29″ wheels, which are bolted to a full carbon frame. As usual, YT also offer a couple of alloy variants, but more on this later. Our YT JEFFSY CORE 5 CF 2024 test bike in size L tips the scales at 15.3 kg and retails at € 5,999.

The new 2024 YT JEFFSY CORE 5 CF in detail
At first glance, the new 2024 YT JEFFSY doesn’t look much different from its predecessor, relying on the same rear suspension design with a horizontally mounted shock, which merges seamlessly into the seat stays. In purely visual terms, YT didn’t exactly go crazy, with only subtle tweaks to the silhouette. Yet still, the design language is refreshingly modern, rounded off by a Space Blue paint finish on our CORE 5 CF test bike (or dark blue if you’re not called Elon Musk or Jeffsy Bezos). YT’s development team clearly chose evolution over revolution with the latest overhaul of the JEFFSY, which is reflected not only in the overall design of the bike but also the clever frame features, like the small storage compartment in the down tube. This is easily accessible and can be opened via a small lever, which is positioned right above the bottle cage, making it harder to activate the lever with a bottle in the cage. However, this only means that you have to remove the bottle before opening the compartment, which isn’t that big of a deal. The edges of the storage compartment are nicely rounded, preventing thin garments from ripping when you pull them out. On top of that, the compartment comes standard with two pouches for all your trail essentials, preventing the contents from rattling against the frame – and there’s still enough room for a trail banana. But that’s not all: there’s also a tool strap on the underside of the top tube, where you can carry a spare inner tube and tire levers, for example. The pouches, tool strap and tire levers are all part of the JEFFSY’s standard equipment.

Banana for scale! The storage compartment is easily accessible and comes standard with two pouches that can be used to store all your trail essentials, preventing them from rattling against the frame – and there’s still room for a snack.
You can carry even more stuff using the tool strap at the bottom of the top tube, which makes it easy to stow away a spare inner tube and tire levers.

A generously sized seat- and chainstay protector extends far over the front section of the swingarm, preventing chain slap and paint chips. The cables are routed internally and disappear into the frame through the head tube. Unfortunately, the cable ports aren’t clamped and only rely on rubber inserts, which tend to slip out of the ports – and when this happens, the cables knock against the frame. However, using a couple of small zip ties you can secure the inserts and prevent them from sliding.

The seat and chainstay protector extends far over the front section of the swingarm, preventing chain slap and paint chips.
The cables disappear into the frame through the head tube and are secured to the cable ports with small rubber plugs. However, these tend to slip out of the ports.

Tuning tip: Secure the cable port inserts with small zip ties to prevent them from rattling
The spec of our 2024 YT JEFFSY CORE 5 CF
We tested the JEFFSY CORE 5 CF flagship model, which retails for € 5,999 and offers a pretty insane price/quality ratio. For starters, you’ll get FOX Factory suspension consisting of a FOX 36 fork and matching FLOAT X air shock. Alongside the fancy Kashima coating, you’ll get FOX’s superior GRIP2 damper in the fork, which allows for countless adjustment options and delivers a tremendous performance on the trail. The shock features externally adjustable rebound and low-speed compression settings.
The 36 Factory fork features FOX’s superior GRIP2 damper delivers a tremendous performance on the trail and offers four-way adjustability with high- and low-speed control of both the rebound and compression circuit.
An electronic SRAM X0 Eagle Transmission drivetrain ensures butter-smooth, precise shifting and relies on a hangerless rear derailleur, which is bolted directly to the frame. For the controls, YT rely on a classic AXS Rocker controller rather than the new AXS pods, with a Matchmaker clamp making it easier to fine tune cockpit ergonomics.

The electronic SRAM X0 Eagle rear derailleur is extremely robust and bolted directly to the frame.
What is rather curious is that YT combine the new Transmission drivetrain with SRAM’s old AXS Rocker controller. However, in conjunction with the Matchmakers, this makes it easier to adjust the cockpit ergonomics than with the new AXS pods.

For the brakes too, YT rely on the conventional CODE RSC model rather than the new Stealth version, and pair them with 200 mm rotors front and rear. However, these deliver the same powerful braking performance and feature tool-free bite point and lever reach adjustments, as well as SRAM’s proprietary SwingLink technology, which is designed to minimise deadband and optimise modulation, thus reducing arm pump. Furthemore, the lever unit of the conventional CODE brakes isn’t positioned as close to the handlebars as the Stealth lever, meaning that the cables don’t rattle against the handlebars as easily.

The SRAM CODE four piston brakes feature tool-free bite point and lever reach adjustments as well as SRAM’s proprietary SwingLink technology, which is designed to minimise deadband and optimise modulation.
The brakes are paired with big 200 mm rotors front and rear, ensuring a powerful braking performance even on long, steep descents.

For the dropper, YT Industries rely on their in-house components, using a 170 mm Postman V2 dropper on frame size L. This can be inserted all the way into the frame, but it’s far too short for a modern trail bike. Renthal supply the cockpit, combining an Apex 35 stem and 780 mm FatBar 35 alloy handlebars. Our test bike rolls on a Crankbrothers Synthesis alloy wheelset with a classic MAXXIS combo, with a Minion DHF up front and Minion DHR II at the rear, both in the puncture-prone EXO+ casing and hard MaxxTerra rubber compound. Both heavy and rowdy riders should upgrade to the more robust Doubledown casing for better puncture protection and softer MaxxGrip compound for better traction at the front.

YT’s in-house Postman V2 dropper post only has 170 mm of travel, which is far too short for a modern trail bike in size L.
Both tires come in the thin EXO+ casing and hard MaxxTerra rubber compound. Heavy and rowdy riders alike should upgrade to a more robust casing and softer MaxxGrip rubber compound at the front.

YT JEFFSY CORE 5 CF € 5,999SpecificationsFork FOX 36 Factory GRIP2 150 mmRear Shock FOX FLOAT X Factory 145 mmSeatpost YT Postman V2 170 mmBrakes SRAM CODE RSC 200/200 mmDrivetrain SRAM X0 Eagle Transmission 1x12Stem Renthal Apex 35 mmHandlebar Renthal FatBar 35 780 mmWheelset Crankbrothers Synthesis Enduro Alloy 29″Tires MAXXIS Minion DHF MaxxTerra EXO+/Minion DHR II MaxxTerra EXO+ 2,5″/2,4″Technical DataSize S M L XL XXLSpecific FeaturesStorage compartmentFlip ChipTool Mount
All spec variants of the 2024 YT JEFFSY
As already mentioned, the new 2024 YT JEFFSY is available in both aluminium and carbon versions, and in many different colours. Alongside the CORE 5 CF spec variant we tested, there are four more affordable models to choose from, whereby YT don’t offer a top-spec variant of the alloy version. Both alloy models as well as the CORE 3 CF carbon entry-level model rely on a cable-operated drivetrain and more basic forks, which employ a lower-tier yet easily adjustable damper. The CORE 4 CF variant just below the flagship model comes equipped with a new, electronic SRAM GX Transmission drivetrain and top-tier RockShox suspension consisting of a Lyrik Ultimate fork and matching Super Deluxe Ultimate air shock. The fork’s easily tuneable, high-quality Charger 2 damper offers countless adjustment options and delivers a tremendous performance on the trail, sitting at the same level as FOX’s Factory suspension. Excluding the € 5,999 flagship model, prices for the new 2024 JEFFSY range between € 2,499 and € 4,999 and we wouldn’t be surprised if YT released a special Uncaged edition in the near future.

The geometry of the new 2024 YT JEFFSY
The YT JEFFSY 2024 is available in 5 sizes, S to XXL. However, with a rather conservative 475 mm reach in size L, YT’s sizing is on the small side. At 435 mm, seat tube length is average, and the geometry can be changed via a flip chip in the shock mount. Needless to say, we rode the bike primarily in the low setting, which is also the one we liked best. In the high setting, both the head and seat tube angle steepen up by 0.6°, while the bottom bracket lifts by 8 mm. Chainstay length is 437 mm in frame sizes S to L, and grows by 5 mm in frame sizes XL and XXL, which is meant to ensure consistent handling across all sizes.

Size
S
M
L
XL
XXL

Top tube
578mm
593 mm
609 mm
627 mm
645 mm

Seat tube
385 mm
410 mm
435 mm
460 mm
485 mm

Head tube
100 mm
108 mm
116 mm
124 mm
132 mm

Head angle
65°
65°
65°
65°
65°

Seat angle
77.2°
77.2°
77.2°
77.2°
77.2°

Chainstay
437 mm
437 mm
437 mm
442 mm
442 mm

BB Drop
33 mm
33 mm
33 mm
33 mm
33 mm

Wheelbase
1,191 mm
1,214 mm
1,238 mm
1,266 mm
1,289 mm

Reach
435 mm
455 mm
475 mm
495 mm
515 mm

Stack
613 mm
620 mm
627 mm
634 mm
642 mm

Helmet Smith Session MIPS | Glasses Coast Optics Nita | Jacket Velocio Recon Vest |Jersey Velocio Delta Trail Longsleeve | Pants Velocio Trail Access Pant | Shoes Crankbrothers Mallet Speedlace

The new 2024 YT JEFFSY CORE 5 CF on the trail
As soon as you swing your leg over the saddle, the 2024 YT JEFFSY CORE 5 CF places you in a compact pedalling position without putting too much pressure on your hands, thus allowing you to cover even longer distances without getting too tired. When you start climbing, the rear suspension generates good traction and only bobs slightly, making it easy to reach the trailhead even without activating the climb switch. As a result, the JEFFSY is an excellent companion for epic days in the saddle with plenty of elevation gain. When negotiating steeper climbs, the front end stays on track without the need to weight the front wheel.

When you drop into a trail to shred your way back down into the valley, the YT JEFFSY integrates you nicely between its wheels, making you feel at ease from the get-go. Handling is pleasantly intuitive, making the JEFFSY easy to ride for beginners while at the same time allowing seasoned trail veterans to safely make their way back to the car park on a technical trail, even after a long day in the saddle. The high front end inspires huge amounts of confidence and prevents unpleasant OTB moments on steep trail sections, though without forcing you to actively weight the front wheel in open corners. Overall, the 2024 JEFFSY feels at home on flowing, curvy trails, where the agile handling and poppy suspension allow you to flick the bike from one berm into the next, and generate speed by pumping through rollers with a massive grin on your face! At the same time, the sensitive suspension offers enough reserves to bail you out of botched landings. The JEFFSY doesn’t shy away from rowdy enduro trails either, taking on even nasty rock gardens with a big pair of cahoonas. That said, rough, technical trails require an active, vigilant riding style and good skills.

Who should take a closer look at the 2024 YT JEFFSY?
First and foremost, the YT JEFFSY CORE 5 CF delivers a ridiculous amount of fun, especially on flowing trails with rollers and berms, where the lively yet intuitive handling encourages you to carve through corners at MACH10, whether you’re a beginner or seasoned trail warrior. However, the JEFFSY doesn’t shy away from technical singletracks either, proving to be the excellent all-rounder that it claims to be, while the central, comfortable pedalling position also makes it an excellent companion for epic backcountry adventures. If you’re looking for a versatile, fun trail bike with a top spec and excellent price-performance ratio, the JEFFSY might be exactly what you’re looking for.

Our conclusions about the 2024 YT JEFFSY CORE 5 CF
While YT didn’t reinvent the wheel with the new 2024 YT JEFFSY, they deliver a sensible reiteration of a true classic, with modern details like the storage compartment and tool strap on the top tube. The latest descendant of the JEFFSY dynasty convinces with an excellent price:performance ratio and top spec – except for the short-travel dropper post. The intuitive handling makes it a great option for both beginners and experienced riders, who will particularly enjoy its tremendous fun factor. Overall, the 2024 YT JEFFSY CORE 5 CF is an outstanding all-rounder that manages to successfully combine touring capabilities and trail performance.
TopsIntuitive handling suits both beginners and advanced ridersFunctional frame details Top spec at a very fair priceFlopsNo top-spec alloy variantCables aren’t clamped properly
For more info, visit yt-industries.com

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Words: Mike Hunger Photos: Peter Walker Translation: Eric

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Bell Super Air R Spherical – In our big 2023 light and convertible full-face helmet comparison test

As the pioneers of convertible full-face helmets, Bell enter our 2023 full-face helmet comparison test with the Super Air R, which comes equipped with more safety features and less weight than its predecessor. Is that enough to secure victory in our comparison test?
Bell Super Air R Spherical | convertible | 766 g | € 340 | Manufacturer’s website

With the Super Air R Spherical, Bell enter the race with a new development of an old classic, the Super Air, which is the forefather of convertible helmets. At € 340 and 766 g, it stands in the middle of the test field both in terms of price and weight. As the name extension suggests, the Super Air R Spherical features the MIPS Spherical technology, which consists of two independent shells, seamlessly connected by a low-friction MIPS sliding layer. In case of impact, the outer and inner shell can rotate independently and move by a few millimetres to reduce the impact. The adjustable visor can be locked into different positions, with enough room for you to store your goggles beneath the visor. The chin bar can be removed via two clips on the side of the helmet, which have to be released before you can pull off the chin bar to the front. The system is easy and intuitive to use, even with the helmet on your head. Securing the chin bar, on the other hand, is slightly more difficult, so we recommend removing the helmet from your head – though this is the case with all the convertible helmets in this test. Once the chin bar is removed, the chin bar’s fixation points double up as additional ventilation holes – a nice little detail! Compared to the other two convertible helmets in this test, however, the Bell has a slightly flimsier chin bar. The retention system can be adjusted in height between four positions, but the dial becomes rather hard to reach in the highest position.

The visor locks into several positions, with enough room to stow away your goggles.
In the half-shell configuration, the chin bar’s fixation points double as ventilation holes – very clever!

The Bell Super Air R is a comfortable fit from the get-go: just buckle up, crank the dial and off you go! Despite the minimal padding, it’s very comfortable to wear. The shell wraps slightly further over the forehead than a conventional half-shell, enclosing the head rather than sitting on top of it, thus ensuring a secure fit. Ventilation is excellent, providing enough oxygen even during high-lactate, mid-stage trail sprints. Without the chin bar, the Bell provides the most authentic half-shell feeling in the entire test field, making it an excellent option if you’re upgrading from an open-face helmet and want the additional protection of a chin bar for rowdy enduro sessions. That said, the chin bar is quite thin, and doesn’t comply with the ASTM standards for downhill helmets either, meaning that it doesn’t provide the same level of safety as the MET Parachute.
The Bell Super Air R scores points above all with its good fit. The deeper positioning on the head ensures a secure fit and prevents the helmet from wobbling around. Ventilation is excellent, and the conversion system is easy and straightforward. The Super Air R is particularly suitable for half-shell riders who want the additional protection of the chin bar for the occasional rowdy enduro session. That said, the lack of ASTM certification doesn’t make it the best candidate for bike parks or high-consequence trails.
TopsSecure, comfortable fitMost authentic half-shell feeling without chin barGood ventilationFlopsChin bar doesn’t comply with the ASTM standard for downhill helmets
For more information, visit bellhelmets.com.

For an overview of the group test: 9 lightweight and convertible full-face mountain bike helmets in review
All fullface helmets in test: Bell Super Air R Spherical | Bluegrass Vanguard Core Edition (Click for review) | Fox Proframe RS (Click for review) | Giro Insurgent (Click for review) | MET Parachute MCR (Click for review) | POC Otocon Race MIPS (Click for review) | Specialized Gambit (Click for review) | Troy Lee Designs Stage (Click for review) | Uvex Revolt MIPS (Click for review)

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Words: Simon Kohler Photos: Peter Walker

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Bluegrass Vanguard Core Edition – In our big 2023 lightweight and convertible full-face helmet comparison test

Introduced this summer, the Bluegrass Vanguard Core Edition is the youngest full-face helmet in this test. It’s designed to take on everything, from enduro trails to races and bike park laps. We took one for a spin to see what it’s capable of.
Bluegrass Vanguard Core Edition | not convertible | 771 g | € 330 | Manufacturer’s website

Bluegrass is a subsidiary of Italian helmet manufacturer MET and covers the brand’s gravity range. It comes as no surprise that the Vanguard Core Edition looks a lot like the MET Parachute, which is also included in this comparison test. While both helmets rely on a sleek design language with rectangular vent holes, the Bluegrass looks significantly bulkier. In spite of this, at 771 g in size L, it’s one of the lighter helmets in this test, and at € 330 also one of the cheaper ones.
The Vanguard Core Edition offers plenty of adjustment options, making it easy to adapt the helmet to your head shape. For starters, the retaining system is height-adjustable, and on top of that, Bluegrass include two different thicknesses of cheek pad. These pads can be installed in two different positions, while their C-shape makes it possible for Bluegrass to add vent holes far back on the chin bar to allow air further into the back of the helmet. The chin straps run through the opening in the cheek pads and through a recess in the padding, which keeps them in place and prevents them from slipping backwards. The Bluegrass also relies on a MIPS liner, which is designed to dissipate the rotational forces generated in a crash. However, the MIPS liner of the Bluegrass is black rather than the usual bright yellow, which suits the discreet look of the full-face helmet rather well. The visor is flexible and comes off easily, both when you’re removing it for cleaning and in the event of a crash. The mud grille on the chin guard prevents dirt from flying into your mouth, and is removable to improve ventilation. Fidlock supply the magnetic buckle, which is easy and intuitive to use – we’re big fans of it!

The C-shaped cheek pads allow for bigger ventilation holes on the chin guard.
The chin straps are threaded through the cheek pads, which means that they’re always in the right place.

Given the countless adjustment options and pad positions the Bluegrass Vanguard Core Edition offers, finding the right fit can take some time. Moreover, you’ll have to be careful not to pinch yourself with the retaining system while putting on and removing the helmet – we recommend releasing the system while doing so. Once you find the optimal setting, the Vanguard is comfortable from the moment you slip it over your head. Overall, it’s a great fit for a wide range of head shapes. It’s pleasantly light, and encloses your head nicely while at the same time ensuring a high level of wearing comfort. In our 2023 lightweight helmet test field, it’s the competitor that conveys the most authentic DH helmet feeling – at least until you start moving. Once you start pedalling, you’ll realise that the Vanguard combines the best of both worlds, with the secure, tight fit of a downhill helmet and the superior ventilation of an enduro lid. Even on long, nasty climbs, it doesn’t get overly hot, and the cheek pads can be easily removed and clipped to the bars to further improve ventilation – a god-send for enduro racers! What might sound like a small detail is an incredibly clever feature that’s worth its weight in gold, especially on long transfer climbs! The openings around the ears keep you in touch with the outside world without creating annoying wind noises on the trail.
The Bluegrass Vanguard Core Edition is undoubtedly an excellent all-purpose helmet, combining the advantages of two concepts like no other competitor in this comparison test. Bluegrass’ full-face helmet provides a great fit and encloses your head comfortably, striking an outstanding balance between safety, ventilation and comfort. No matter whether you’re shredding nasty enduro trails, clocking fast laps at the bike park or racing at the weekend, the Bluegrass Vanguard is an excellent, loyal and comfortable riding companion. A well-deserved test victory!
TopsExcellent fitVery comfortableInspires huge amounts of confidenceOutstanding ventilationFlopsRetaining system has to be released for when putting on and taking off the helmet
For more information, visit met-helmets.com.

For an overview of the group test: 9 lightweight and convertible full-face mountain bike helmets in review
All fullface helmets in test: Bell Super Air R Spherical (Click for review) | Bluegrass Vanguard Core Edition | Fox Proframe RS (Click for review) | Giro Insurgent (Click for review) | MET Parachute MCR (Click for review) | POC Otocon Race MIPS (Click for review) | Specialized Gambit (Click for review) | Troy Lee Designs Stage (Click for review) | Uvex Revolt MIPS (Click for review)

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more.

Words: Simon Kohler Photos: Peter Walker

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Fox Proframe RS – In our 2023 light and convertible full-face helmet comparison test

FOX is currently one of the most popular clothing and protection manufacturers in mountain biking. The Proframe RS full-face helmet is supposed to be their all-purpose weapon – a versatile companion for all sorts of trails, from gnarly enduro tech to fast bike park tracks. How did it fare against the competition in our 2023 full-face helmet comparison test.
Fox Proframe RS | not convertible | 917 g | € 320 | Manufacturer’s website

Despite being the lightweight full-face helmet in FOX’s portfolio, at 917 g in size L, the Proframe RS is the second heaviest helmet in the entire test field after the Giro Insurgent DH. However, at € 320, it’s also one of the cheapest competitors, despite its countless high-tech features. The retaining system, which was developed in collaboration with BOA, features a finely-graded rotary wheel, ensuring a wide adjustment range. Unlike the more traditional helmet retaining systems, the BOA relies on thin nylon laces rather than wide plastic straps. The adjustment dial at the back of the full-face helmet is integrated into the shell, where it’s quick and easy to reach, even if you’re wearing gloves and goggles. Not only is the system smartly integrated into the shell, but also cleverly thought out, allowing for up to four occipital steps. Fox also include two sets of cheek pads to adapt the fit to suit your anatomy. The MIPS Integra Split Liner, which is designed to protect against rotational forces to the brain, was developed specifically for Fox and is integrated into the helmet rather than being attached to the shell. In addition, the liner is split in the middle, ensuring better freedom of movement inside the helmet. The magnetic Fidlock closure system on the chin strap is quick and easy to operate with one hand, and the visor can be adjusted between three positions.

The BOA retaining system allows you to fine tune the fit of the helmet over a wide range of adjustments. Unfortunately, the straps rub against the ears while riding.
The MIPS Integra Split Liner is integrated into the helmet shell and split in the middle.

When wearing the Fox Proframe RS for the first time, you’ll notice that it runs quite large, with size L fitting head circumferences of up to 61 cm. Whichever size you pick, the shape is long and narrow, meaning that you’ll have to buckle the Proframe RS tightly to ensure a good fit – and even then, some of our testers had a significant gap at the back of their heads. Regardless of the retaining system’s position, the chin straps rubbed against the ears of some testers, which can be rather uncomfortable.When hitting the trail, the Proframe RS inspires a great deal of confidence but doesn’t offer the highest level of comfort, making you feel as if your head was resting directly on the nylon laces or the bare shell – a raw feeling that you can only improve by adding some padding. However, ventilation is excellent, ensuring a pleasant inner climate even on long summer days – even with goggles.
The Fox Proframe RS looks cool, and is also the cheapest competitor in the entire test field, retailing at € 320 despite its countless clever features. FOX’s lightweight full-face helmet runs on the big side and isn’t the most comfortable to wear, making you feel as if your head was resting directly on the shell and the retaining system. While at 917 g, it’s not the lightest full-face helmet out there, it inspires a great deal of confidence on the trail.
TopsFidlock retaining system easy and intuitive to useMost affordable helmet in the entire group testGood ventilationFlopsRelatively heavyNot the most comfortable out thereOdd shape
For more information, visit foxracing.com.

For an overview of the group test: 9 lightweight and convertible full-face mountain bike helmets in review
All fullface helmets in test: Bell Super Air R Spherical (Click for review) | Bluegrass Vanguard Core Edition (Click for review) | Fox Proframe RS | Giro Insurgent (Click for review) | MET Parachute MCR (Click for review) | POC Otocon Race MIPS (Click for review) | Specialized Gambit (Click for review) | Troy Lee Designs Stage (Click for review) | Uvex Revolt MIPS (Click for review)

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more.

Words: Simon Kohler Photos: Peter Walker

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Giro Insurgent Spherical – In our big 2023 light and convertible full-face helmet comparison test

As the only thoroughbred downhill helmet in the entire test field, the Giro Insurgent Spherical is something of an outsider in our lightweight full-face helmet comparison test. As a result, weight and ventilation only play a secondary role in our final verdict. We’re more interested in the fit, comfort and safety. How did Giro’s downhill lid fare against the test field of lightweight full-face helmets?
Giro Insurgent | not convertible | 1,156 g | € 390 | Manufacturer’s website

As a purebred DH lid, the Giro Insurgent has significantly more padding and fewer vents than all of the other competitors in this test. Retailing at € 390, it’s the most expensive model, and at 1,156 g in size XL/XXL, also the heaviest. Adjustment is limited – the only way to adapt the fit is using different cheek pads. These can be pulled out from the bottom of the helmet in the event of a crash, making it easier to remove the helmet. The Insurgent is packed with plenty of safety features, including the MIPS Spherical System, which consists of two independent shells, seamlessly connected by a low-friction MIPS sliding layer. In a crash, the outer and inner shell can rotate independently and move by a few millimetres to reduce the impact. The inner shell is made of a softer, more elastic EPP foam, which takes care of slower impacts, while the outer EPS shell is meant to mitigate faster impacts. In addition, the lower edge of the chin bar is lined with a soft material, which is designed to prevent collarbone injuries. The visor is flexible, and has a tool-free adjustment, albeit within quite a small range. The Giro is the only helmet in this test to rely on a D-ring buckle, which takes a little getting used to, and can be particularly finicky to use with gloves. On the other hand, the system is extremely secure and tightens even more when pulled – coming undone unintentionally is not an option!

With the D-ring buckle, the chin strap threads through a couple of metal rings. While it might be a little fiddly, it’s extremely secure!
The MIPS Spherical system consists of two shells, which are made of different types of foam and move independently.

When first wearing the Giro Insurgent Spherical, your head feels well enclosed and protected. The fit is excellent, with the generous padding on the inside of the helmet and around the chin strap preventing annoying chafing and pinching. No other helmet in this test inspires as much confidence as the Insurgent The head is safely tucked away inside the shell, with the padding hugging your cranium all around, ensuring a high subjective feeling of security and safety. However, the high level of protection comes at the expense of ventilation, making long climbs a rather sweaty affair, and ensuring noticeably less ventilation on pedal-heavy trails, especially if you wear goggles. When first wearing the helmet, you also feel the extra weight, especially if you’re used to riding with a lightweight half shell helmet. However, you’ll quickly get used to it, and it starts to feel normal after a little while. Even so, the Insurgent has a narrower range of applications compared to the other full-face helmets in this test, which detracts from its all-round qualities. For park rats, however, it’s a great helmet.
The Giro Insurgent Spherical is a purebred downhill helmet – and a very good one too! However, this has both its pros and cons. Amongst the disadvantages are the additional weight, and most noticeably the limited ventilation. On the other hand, the Giro Insurgent impresses with its excellent padding, top fit and unparalleled feeling of security. If you ride mainly with uplifts, the Insurgent Spherical is a top choice!
TopsTop fitHigh wearing comfortCountless safety featuresFlopsRelatively heavyNot the best ventilation
For more information, visit giro-sports.com.

For an overview of the group test: 9 lightweight and convertible full-face mountain bike helmets in review
All fullface helmets in test: Bell Super Air R Spherical (Click for review) | Bluegrass Vanguard Core Edition (Click for review) | Fox Proframe RS (Click for review) | Giro Insurgent | MET Parachute MCR (Click for review) | POC Otocon Race MIPS (Click for review) | Specialized Gambit (Click for review) | Troy Lee Designs Stage (Click for review) | Uvex Revolt MIPS (Click for review)

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more.

Words: Simon Kohler Photos: Peter Walker

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MET Parachute MCR – In our big 2023 light and convertible full-face helmet comparison test

Italian helmet manufacturer MET enters the race with the latest iteration of a true classic, the Parachute MCR, a convertible helmet which meets all the safety standards for downhill helmets, and comes equipped with an innovative chin bar mounting system.
MET Parachute MCR | convertible | 887 g | € 350 | Manufacturer’s Website

The Parachute MCR relies on the same design as MET’s half-shell enduro helmet, the Roam, with the MCR extension standing for Magnetic Chinbar Release. As the name suggests, the chin bar locking mechanism relies on magnets to snap the two connecting parts into place. The chin bar is then secured to the helmet shell with a ratchet-like mechanism, while the magnets only serve as a guide. The Parachute MCR retails at € 350 and tips the scales at 887 g, which makes it the heaviest convertible full-face helmet in this test. That said, the added weight isn’t for nothing – it’s also the only convertible model in this test to comply with the ASTM standard for downhill helmets.To ensure a good fit, the Parachute relies on a three-position retaining system, which uses a rotary dial to adjust the system’s height. The dial was developed in close collaboration with BOA and therefore employs thin nylon strings rather than wide plastic straps. For additional safety, MET also use a MIPS liner, which is designed to dissipate the rotational forces generated in a crash. The visor is flexible and can be adjusted into two different positions, the higher position allowing room to store your goggles underneath. The Parachute MCR also relies on a magnetic FIDLOCK buckle, which can be easily secured and undone with just one hand.

The MET Parachute is the only convertible helmet in this test with an ASTM-certified chin bar.
The chin bar is guided into the fixation slots by two magnets, which make it easy to attach to the shell.

The MET Parachute MCR provides a comfortable fit for a wide range of head shapes, and at the same time feels extremely secure. While the rear of the helmet sits fairly high, keeping your neck a little cooler, the adjustment mechanism wraps quite far around the head, providing a nice secure fit. With the chin bar installed, it’s the most confidence inspiring helmet amongst the convertible full-face models in this test. Without the chin bar, the Parachute MCR feels slightly burlier than the Bell, but still provides excellent ventilation, proving significantly cooler than the uvex. The chin bar is quick and easy to remove: just turn the two clips and pull the chin bar forward – job done! The system is incredibly intuitive to use, even while you’re wearing the helmet. The main differences between the Parachute’s locking system and the other conversion concepts become evident when you secure the chin bar to the shell. With MET’s system, once you’ve located the two metal pins into their respective eyelets, the magnetic guides make the rest of the process a lot easier. The FIDLOCK chin strap buckle is extremely easy and intuitive to use.
With the Parachute MCR, MET offer a convertible full-face helmet that can be used for a wide range of applications, including downhill, thanks to ASTM certification. From relaxed post-work laps in the half-shell mode to adrenaline-fuelled bike park expeditions in the full-face configuration, the Parachute MCR has your back. However, despite the overall beefy look, the back of the helmet is quite high. The magnetic locking system makes it easy to attach the chin bar, proving the most intuitive conversion concept in the entire test field. The Parachute MCR provides a secure, comfortable fit and inspires huge amounts of confidence.
TopsThe only convertible helmet in this test certified by ASTM for downhill useIntuitive chin bar locking system Secure fitGood ventilationFlopsShort rear shell sectionQuite bulky without the chin bar
For more information, visit met-helmets.com.

For an overview of the group test: 9 lightweight and convertible full-face mountain bike helmets in review
All fullface helmets in test: Bell Super Air R Spherical (Click for review) | Bluegrass Vanguard Core Edition (Click for review) | Fox Proframe RS (Click for review) | Giro Insurgent (Click for review) | MET Parachute MCR | POC Otocon Race MIPS (Click for review) | Specialized Gambit (Click for review) | Troy Lee Designs Stage (Click for review) | Uvex Revolt MIPS (Click for review)

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more.

Words: Simon Kohler Photos: Peter Walker