Latest news with #Shimano
Mint
4 days ago
- Automotive
- Mint
EMotorad Doodle Pro Review: GTA vibes on Indian roads
Let me be honest, getting around in a city like Delhi can feel like playing a game of Tetris. You're dodging potholes, cars, and people who think walking on the road is okay. Enter the EMotorad Doodle Pro, a folding e-bike that promised to make my life easier. And for the most part, it does. But like any good story, there are a few bumps in the road. Only this time, I'm not just playing the game. I'm living it. With the Doodle Pro under my seat, I've been riding through traffic like I'm in my own little Indian GTA. And if you're curious what that actually feels like? Stick around, I'll show you the ride. The Doodle Pro has that 'I'm cool but not trying too hard' vibe. Sleek, modern, and built with a focus on urban mobility. It's got a foldable frame, Shimano gears, and a smart display that feels like having a co-pilot on two wheels. One thing I love? The Cluster C6+ Display. It shows everything from speed to battery level, lets you switch between five riding modes, and even has hazard lights. It's your command centre and makes you feel like a tech-savvy commuter. And yes, it turns heads. People stop me to ask where I bought it. It's a conversation starter, and not just because I ride past them at a top speed of 25 km/h. I took the Doodle Pro out for a two-day trip to Rishikesh, which gave me a chance to test it beyond the usual commute. On city roads, it's smooth, stable, and responsive. The Shimano 7-speed Tourney TZ500 gears give you control while you're climbing hills or cruising on flat terrain. EMotorad Doodle Pro Review: Urban commuter's quirky new best friend Off-road? It handles light trails and gravel paths okay, but it's not a mountain bike. Thick sand and rocky terrain? It struggles a bit. I noticed some slippage and difficulty turning in tighter corners. Incline performance is decent, but you can definitely feel the motor working harder when going uphill. Still, the pedal assist system helps. Five levels to choose from, so you can tailor your ride depending on how much help you want. Battery performance was solid. I used it mostly in the city, and it easily lasted an entire day of commuting. I only ran out of charge once, because I didn't realize I was at 5–7% battery. I could still ride for 15–20 minutes in low-power mode, before it completely died on me. That is enough to get back home to charge it, unless you are hellbent on doing a range test on a linear track. EMotorad Doodle Pro Review: Urban commuter's quirky new best friend Charging is straightforward. The manual says to use the EMotorad-provided charger and avoid letting the battery sit at full or empty for too long. I found that keeping it between 60–80% during storage helped maintain its longevity. With a single charge, I'd say you can expect around 40–60 km, depending on how aggressive you ride and what level of pedal assist you use. Now, here's where things get a little tricky. The Doodle Pro comes mostly assembled, but the final setup isn't as simple as you'd hope. There's no professional assembly service available yet, so you have to rely on the video guide, which can be confusing if you're not tech-savvy or hands on with tools. I had to pause and rewatch parts multiple times to get the bolts right while also including my parents as assistance. Also, this bike is heavier than most conventional bikes. If you live in a building without a lift, taking it up and down stairs can be a workout in itself. Not impossible, but not exactly convenient either. EMotorad Doodle Pro Review: Urban commuter's quirky new best friend And here's a recent issue: after a couple of days of rain, I started noticing some rust forming on the nails and bolts. I don't know if it's a design flaw or just poor weather resistance, but it's concerning for a product that's supposed to last and has a bigger than usual price tag. Nothing major yet, but something to keep an eye on if you live in a wet climate. Oh, and my unit didn't come with a carriage holder, which kind of defeats the purpose of the pillion seat if you can't carry anything on it. It's a small oversight, but one that made the extra seating feature useless for me. The front LED is bright enough for visibility, but the road ahead? Not always crystal clear. I wouldn't recommend riding pitch-black roads unless you've got a separate headlamp. Still, the front and rear indicators, hazard lights, and brake-activated rear light are solid safety features. Especially in busy cities, they give you peace of mind. To test just how user-friendly this thing really was, I let my younger cousin and my dad take it for a spin. The kid? He was all in. Tested pedal assist, throttle mode, and even went full 'no peddling' like he was in a video game. He didn't care about specs; he just said 'maza aaya'(had fun), and honestly, that's the highest praise any gadget can get. EMotorad Doodle Pro Review: Urban commuter's quirky new best friend My dad, on the other hand, was more cautious. He stuck to regular peddling with no motor assist, but even then, he had smooth gear shifts, confident braking, and found the bike easy to manoeuvre. It worked well for both ends of the age spectrum, just in very different ways. So, who is the EMotorad Doodle Pro for? If you're someone who wants a smart, stylish, and portable way to get around the city, this bike is for you. It makes chores like going to class or running errands a little fun. It's efficient, convenient, and eco-friendly. It's not perfect for everyone. Off-roaders, take note. But for urban commuters looking for a better way to skip traffic and stay active, this is a solid choice. That said, keep in mind the assembly challenges, extra weight, rust issues, and missing accessories. These aren't dealbreakers, but they're worth considering before you hit'Buy Now.' Similar articles for you: Disclaimer: Mint has an affiliate marketing partnership, which means we may get some commission on purchases you make through the retailer sites links provided. These partnerships do not influence our editorial content, which is free from any bias or marketing pitch. We strive to provide accurate and unbiased information to help you make informed decisions. We recommend verifying details with the retailer before making a purchase.
Forbes
29-04-2025
- Automotive
- Forbes
Ride Review: Velotric Breeze 1 Ebike
The Velotric Breeze 1 ebike is easy to ride, and lighter weight compared to many other ebikes. I've been reviewing Aventon bikes for years now, and they've been consistently practical, affordable, reliable and innovative. One of Aventon's most popular models is the Pace (review below), a step-through commuter/general-purpose e-bike also available with a standard-format frame. It's one of Aventon's best sellers. Last year, I reviewed my first Velotric e-bike, the Summit 1 electrified mountain bike, which competes with Aventon's new eMTB, the Ramblas. Both had their strengths and weaknesses, but it was also clear that Velotric was serious about competing with the more established Aventon. Now, Velotric has debuted the Breeze 1, which clearly aims at the popular Aventon Pace, now in its third generation. Both have an MSRP of $1,799 (for now) and comparable features, and I've been riding around on the new Breeze 1 for several weeks as spring weather finally reaches the Pacific Northwest. The Breeze 1 comes in several colorful color options. As noted, the Velotric Breeze 1 is a standard-style e-bike designed primarily for commuting and general urban riding. Currently, it is only available as a step-through model, while the Aventon Pace (specific model: Pace 500.3) is offered in both step-through and standard frame options. Overall, the bikes share a number of commonalities: Both are aluminum-framed hardtail bikes with no suspension. Power comes from in-frame 48-Volt batteries. Both have 27.5-inch wheels with wide mountain-bike-type tires and hydraulic disc brakes, adjustable height flat handlebars, 400-lumen LED headlights with tail/brake lights, turn signals, and a color LCD display with Bluetooth for connecting to the respective smartphone apps that offer fine-tuning and more ride information. Both are also Class 2/Class 3 bikes with thumb throttles to 20 mph and pedal assist up to 28 mph, but both can also be set to go 28 mph on throttle alone via menus or app. Both bikes come with a Shimano 8-speed rear cluster. Front and rear racks and full-coverage fenders are available for both bikes. There are differences, of course. The Breeze 1 has a 750-watt hub motor that produces 65 Nm of torque, while the Aventon offers a 500-watt hub motor that generates 60 Nm of torque. The Breeze battery provides a 13.4 amp-hour charge for a range of 70 miles, while the Pace features a slightly smaller 12.8 amp-hour pack for 60 miles of range. The Pace has four assist levels, while the Breeze features Velotric's more tunable three 'ride modes,' with five levels of assist in each mode. The Pace weighs 54 pounds, while the Breeze weighs 48 pounds. The Pace uses a torque sensor for pedal assist, while the Breeze packs both torque and cadence sensors, allowing the rider to choose their preferred type of assist. Racks and other accessories are available for the Breeze 1 for commuting duties. As expected, the riding experience between the bikes is similar. However, the Breeze, which is a little more svelte and a bit more powerful, has a slight performance edge over the Aventon. With the Breeze powered 'on' so the LCD panel, lights and so forth work but with assist set to zero ("off"), it's very similar to an analog bicycle when pedaling without assist or help from the throttle. A bit heavier, but still very similar. The Breeze (and most Velotrics) feature three ride modes: Eco, Trail and Boost, with Eco as the default on boot up. Each mode offers five levels of assist (so, Boost Level 5 is max output), and I found that for my size and weight (large and heavy), Trail mode was the sweet spot while a steep hill might require switching to Boost. At first it seems like a lot of button pushing to get the bike into the right mode, but the system is simple to use and I appreciate the flexibility it offers, from very, very light assist while riding on open roads to quite stout assist up a big hill. The color LCD panel is highly legible and shows a lot of information. The menu system on the horizontal format screen is easy to navigate, and most functions are also duplicated on the Velotric app for even easier adjustments, including switching from torque sensor assist to the cadence system. Personally, I left it in torque mode almost all of the time as it seemed to have more finesse adding in pedal assist. The thumb throttle is typical and ramps to full power a bit too quickly, a common complaint with almost every thumb throttle I've used. Once accustomed to the Breeze 1, most functions can be operated without looking, and I also pointed the Breeze off the pavement at a local forested park for some light gravel and dirt road riding, which it handled well thanks to the decently treaded Kenda tires. But the Breeze 1 works best on smooth and clear pavement, and sprints down the road at 28 mph under pedal power or throttle. I traversed the full distance of Portland's Springwater Corridor rails-to-trails route and arrived back home with almost 20% battery remaining, but again, if you run the battery out, the Breeze is easy to pedal and operate like a regular bicycle, provided you don't have to cross the Alps (or Cascades) to get home. At night, the Breeze's headlight casts a wide beam of light and doesn't really need any help in dark spaces. And I love that it has turn signals, ditto the Aventon. I felt Aventon's Pace was a bit roomier than the Breeze, but simple handlebar and seat adjustments can easily make up that difference. Both the Breeze and Pace exhibit some frame flex under hard pedaling, which is to be expected from step-through configurations. It was not annoying and did not affect the ride quality of the Breeze. Aventon does offer the Pace with a standard frame; the Breeze is only available as a step-through so far. Been off bikes for a while? The Velotric Breeze 1 makes it easy to get rolling again. Both bikes are solid choices for most riders, especially those getting back on a bike after some time on the sidelines. The Breeze 1 has a slight advantage due to its lower weight and larger motor, along with its more customizable ride modes, though some may find them confusing (Pro Tip: Read the manual). Overall, it's hard to go wrong with either model, but the new Velotric Breeze 1, with its extra power and highly adjustable operating options, may have the edge in the battle of the step-through commuters. Choose one and go for a ride. Thank you for reading. Subscribing to allows you to leave comments and support contributors like myself. Subscribe to my page and get notifications when new stories are posted. You can also follow me on LinkedIn.
New York Post
21-04-2025
- Automotive
- New York Post
Save $270 on this e-bike that seriously upgrades your commute
Discover startups, services, products and more from our partner StackCommerce. New York Post edits this content, and may be compensated and/or receive an affiliate commission if you buy through our links. TL;DR: Get around by Hurley J-Bay 350W 7-Speed Electric Bike, now just $629.99 (reg. $899) while supplies last. Want to spend more time outside in this glorious spring weather? An electric bike is a great way to commute to work, run errands, or get to Sunday brunch. And right now, this Hurley J-Bay 350W 7-Speed Electric Bike is on sale for $629.99 (reg. $899) just in time to catch some rays. Want to take a break from the mystery smells of the subway? Or cut back a bit on your Uber budget? The Hurley J-Bay 350W 7-Speed Electric Bike is ready to help you get around in style, thanks to its 350W rear hub motor that can reach speeds up to 20 mph. The Hurley J-Bay E-Bike features a 7-speed Shimano system that can tackle everything from the mean streets of New York to the hefty hills of a trail with ease. And no matter where you're riding, it will be smooth thanks to the zoom front suspension that absorbs bumps for all-terrain comfort. Dual disc brakes give you peace of mind for quick stops and good control, while the alloy wheels and stainless spokes provide reliable performance. The Hurley J-Bay E-Bike's medium 16-inch frame is ideal for heights from 5'2″ to 5'10', so if you fit within that range, you'll want to take advantage of this discount price. This model is refurbished with a grade A rating, which means it will arrive on your doorstep in near-mint condition — but you still get to grab it at a bargain price. Upgrade your commute with this Hurley J-Bay 350W 7-Speed Electric Bike, now just $629.99 (reg. $899). StackSocial prices subject to change.
Yahoo
09-04-2025
- General
- Yahoo
‘Fighting That Fish Was Like Kicking a Yellowjacket Nest.' Anglers Land Swordfish Bigger Than Florida Record
Two photos of big swordfish side by side. When Capt. Charlie Kinman ran his 38-foot Luhr's fishing boat through Jupiter Inlet in Southeast Florida on March 25, the weather was a little iffy. He and mates Alex Leonhardt and George Maib were headed offshore for an overnight swordfish trip. Advertisement 'The weather was a bit sketchy, but using radar we were able to wiggle between the bad storm patches,' 29-year-old Leonhardt tells Outdoor Life. 'The weather got worse and worse through the day and night. It got real rough, real quick. If we'd known how bad it was gonna get, we probably wouldn't have gone that day.' But the trip would be worth the hassle. Eventually the men reached flat-water, about 30 miles offshore from Leonhardt's hometown of Stuart. The men put out baited rigs in 1,500 feet, using dorado bellies as bait and fishing them with glow-light sticks just 100 feet off bottom. Then, at 4:30 p.m., something hit one of the baits. 'The fish took the bait and swam right to the surface,' said Leonhardt. 'We knew it was a good fish right away, and most of the time he was close to the boat.' Related: I Fought an 11-Foot Swordfish Solo from My 17-Foot Boat Advertisement Capt. Kinman handled the heavy rod with 130-pound test braided line, a wide Shimano reel, and a 150-foot heavy wind-on leader. 'Fighting that fish was like kicking a yellowjacket nest,' Leonhardt says. 'He was pissed, coming to the boat looking to hurt something. It always charged the boat motors. So handling the boat to keep the fish away from the prop, and the line tight, takes a lot of teamwork.' About 15 minutes into the fight the swordfish came near their boat and Leonhardt plunged a harpoon behind the sword's gill plate. At the tip of the harpoon is a heavy, barbed metal dart that's about 4 inches long and looks like a giant arrowhead. The harpoon handle is designed to detach from the dart once it hits home, and it connects back to the boat. The dart set-up is much like a flying gaff used by many offshore anglers. With Kinman fighting the fish with heavy tackle, and Leonhardt holding the rope to the dart, the anglers had two lines to battle the giant swordfish – which still took 90 minutes to subdue. Advertisement 'I've fought other swordfish longer, but never a fish like this one,' said Leonhardt. 'The fish never jumped. It was just relentless in rushing the boat. We'd turn the boat, and it would zip on by. Then it would turn around in the blink of an eye and come back to our motor. It was something else – it'd move 50 feet to the opposite side of the boat in just a second.' The swordfish had unbelievable power and endurance, and Leonhardt says they nearly lost it three times. At one point, the fish spun around once near the boat causing Kinman's fishing rod to smashed into his head. 'That rod hit Charlie so hard I though it just exploded apart in pieces,' Leonhardt explained. 'Folks know this was an amazing fight. But unless they were on board that boat, they have no idea what it was really like. The fish was so powerful.' After a 90 minute a battle they'll never forget, the anglers drew the swordfish close and were able to get another gaff into it. Great boat handling, says Leonhardt, is the reason they eventually landed it. Advertisement 'We had to make sure the fish was dead before handling it,' Leonhardt said. 'Then we put a heavy rope through its gills and then we had to figure out how to get it in the boat. We worked to get it through the stern tuna door. It wouldn't fit, so we had to cut off its dorsal fin. It took all three of us pulling with everything we had to get it on deck.' The anglers, who have commercial licenses, next cut off the fish's head, tail and removed its entrails so they could properly cool the meat for the market. 'The fish was missing half its broadbill,' Leonhardt noted. 'It had been broken a long time, and how it broke is anyone's guess.' He says that even with half its bill gone the fish measured 15 feet long. It had 175 pounds of head, fins and entrails. It was bigger than any of the 500 or so swordfish that Leonhardt has caught during his commercial fishing career. Advertisement 'The core weight [meat] of the fish was 668 pounds,' Leonhardt said. 'Adding 175 pounds to that total and the swordfish we estimate weighed at least 850 pounds.' The anglers wrapped the swordfish meat in a tarp, covered it in ice, and fished through the night. They returned to Stuart the next day. Read Next: The Best Saltwater Rods, Tested and Reviewed The current Florida record swordfish is 612.75 pounds, caught in 1978 by Stephen Stanford off Key Largo. Just the cut core meat of Leonhardt's swordfish would have topped the Florida record. The IGFA all-tackle swordfish weighed 1,182 pounds and was caught in 1953 off the coast of Chile. This swordfish wouldn't have been eligible for a record because the crew used a harpoon, which is not allowed by the IGFA, but it's still remarkable they caught a swordfish of this size on rod and reel. 'We're not looking for any kind of special cognition for catching this fish,' Leonhardt explained. 'We were just doing our job. We were privileged to catch a giant of a swordfish, and experience what powerful and remarkable fish they are.'
Yahoo
30-03-2025
- Automotive
- Yahoo
The 10 Best Mechanical Mountain Bike Groupsets of 2025
BIKE Magazine aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission. It's obvious that the mechanical mountain bike groupset isn't dead with the recent release of SRAM 90 and SRAM 70 mechanical Transmissions, and I wanted to highlight some of the other contenders for the title of best mechanical MTB groupsets. This guide will offer my professional recommendations for the best mechanical mountain bike groupsets that deserve your cold-hard cash. I will detail the SRAM and Shimano hierarchy of MTB groupsets, cassette options for climbing and general riding, and how SRAM, Shimano, and other groupsets correlate. We're in an age of batteries and computers controlling everything, and if you want to stick it to the AI powers that be and unplug your riding, you're likely looking for the best mechanical mountain bike groupsets that money can buy. I'm a big fan of mechanical drivetrains and have been putting them through the paces for the last few years on all kinds of bikes. The cable and housing still have a seat at the table. I want to revisit some of my favorite mechanical drivetrains and give them a pedestal while all eyes are on yet another industry standard with T-Type drivetrains. However, they are still included in this of the unsung heroes of mechanical engineering to hit mountain bikes. I have put GX Eagle components through hell, left them there to rot, and then later returned to retrieve them. The GX drivetrain is often taken for granted and is seen as the entry-level 12-speed mechanical MTB group from SRAM. Still, if you've spent much time on NX or SX-level Eagle drivetrains, you'll quickly realize that GX is a tier above. It has stiffer mechanics, crisper shifting, and a nicer feeling in the hand. I compare SRAM GX Eagle to a mix of 12-speed Shimano XT and SLX. You get the benefit of multiple shifts seen with XT shifters. The build quality and finish of SRAM GX Eagle components are also steps above SRAM NX and SX Eagle. SX is the lowest tier of the SRAM 12-speed hierarchy, with NX being one small step up before hitting GX. GX-equipped bikes offer a value that won't require any upgrading out of the box for most riders, in my opinion. The only thing that Shimano has over GX Eagle is the adjustable and rebuildable clutch. I have even been so bold as to mix SRAM GX Eagle cassettes with Shimano derailleurs and vice versa, with only very minor perceivable losses in shifting efficiency. And for the most part, 12-speed MTB cassettes can be mixed around to an extent. SRAM GX Eagle also gets added bonus points for its aftermarket support. Brands like Madrone Components offer parts to not just rebuild them but also improve them with stiffer cages, parallelograms, and more. I'll get into that a bit more down below, SRAM mechanical Transmissions have been teased for months online prior to the launch in March of 2025, with spy shots surfacing every few weeks. There was a lot of speculation if we would ever see a mechanical T-type drivetrain with so many bikes that had adopted the T-Type compatibility doing away with cable ports on the frame. Despite all the speculation, SRAM finally pulled the curtain back on the very rebuildable, and highly anticipated mechanical version of its Transmission drivetrain. With a new cable pull ratio, stiffer derailleur, new cassette spacing, and shift pattern, the SRAM 90 Transmission is the GX Eagle equivalent of the Transmission offerings. Sitting just a step above the SRAM 70 Transmission, the SRAM 90 is slightly lighter and slightly more rebuildable than the lower-tier SRAM 70 Transmission. It also uses a clutch mechanism different from the SRAM 70 rear derailleur, the same one found on the electronic GX, XO, and XX T-Type derailleurs. The differences between SRAM 90 and SRAM 70 Transmissions are minor, but the 90 opts for an 8-bolt chainring mount interface that is seen on the electronic Transmission drivetrains, whereas the 70 uses the older 3-bolt. The cranks of SRAM 90 come in 150mm, 155mm, 160mm, 165mm, 170mm, and 175mm lengths. The two drivetrains also use the new T-Type cassettes, but 90 borrows the GX 10t – 52t Eagle Transmission cassette that bolts up to an XD freehub. The more affordable option for mechanical SRAM Transmission, the SRAM 70 sits at about the level of SX Eagle, and uses different materials to bring the price down to a more affordable pricepoint and will likely be found on more entry-level bikes. The derailleur of the SRAM 70 is slightly less rebuildable than the SRAM 90, and uses a different clutch mechanism to keep the chain in check. The shifter is also only available in a 22.2 aftermarket band clamp option, while SRAM 90 comes in the SRAM Matchmaker interface. Eagle 70 uses the existing XS-1270 cassette, which slides onto a HG freehub, despite the difference in freehub compatibility, it still offers a broad 10-52 spread of gears. The SRAM 70 and 90 chains are also slightly different in treatment but are compatible across the whole range of transmission drivetrains, which could be a great way to save money on consumable parts. The setup has also been simplified for the mechanical SRAM transmissions, and the brand has done away with the need for trim screws and a b-tension screw. Instead both use borrow a similar install procedure as the electronic siblings but with a few changes due to the inclusion of a cable. There are two setup positions that require an Allen key to be inserted to lock the cage in place to get an optimal gap between the cage and cassette. After tightening everything down, fine-tuning can be done with a traditional barrel adjuster on the shifter. A workhorse of a drivetrain that can be found already equipped on several mid-level to high-end builds or mixed with SLX-level parts as a nice upgrade. The XT shifter, in particular, shines in the 12-speed hierarchy of Shimano. It can be used in conjunction with the SLX rear derailleur to give riders the multi-shift function, and it also has a much more premium feel when shifting through gears. The Shimano 12-speed groupsets feel much more premium than some of the SRAM Eagle 12-speed bits, especially at the bottom of the hierarchy. I see the Shimano M8100 XT group as a mix between SRAM GX and XO/X01 but with a slightly more utilitarian vibe. The cassettes are a bit more complex from an installation standpoint than SRAM's. Shimano 12-speed cassettes are still a jumble of cogs that need to be puzzled onto the Microspline freehub body, but the clear marking makes this easier than you might assume when first glancing at them all laid out. Shimano also offers the XT M8100 rear derailleur at two different lengths to accommodate different riders and disciplines. The GS is a shorter cage that is less prone to rock strikes and snags but only works with a 10-45t cassette, whereas the SGS cage will work with the wider range 10-51t cassettes, which are ideal for riders who live in steeper environments and need a biggbailoutout like the XT M8100, the SLX M7100 drivetrain is a utilitarian and robust groupset, but unlike the XT M8100, it is often overlooked as a valid contender for aggressive riders. In my experience, the XT M8100 shifter paired with an M7100 cassette and rear derailleur is the ideal mechanical groupset for most riders. The ability to mix and match these component lines gives a less expensive option that still performs great in all conditions. I have hundreds of miles on an SLX M7100 rear derailleur, and with consistent cable and housing love and care, it hasn't let me down yet. It's carried me through summers of bike park smashing and big-ass rides with 8k+ of elevation. The lower cost of the consumable components like cassette, chain, and chainrings make the SLX M7100 a terrific way to make upkeep more affordable for riders who aren't critical of every gram but prioritize efficient function, ride after Madrone arrived on the scene with its own prototype MTB derailleur and aftermarket support for SRAM MTB derailleurs, it showed that mechanical drivetrains are still relevant. And to that point, the small and impressive brand has continued to make waves and has recently announced the launch of the Jab. The Jab originated from the hills of Southern Oregon, where it got its namesake. The Jabberwocky trail in Ashland, Oregon, is a ribbon of undulating dirt that winds through a sleepy theatre town's watershed and sees thousands of tires roll through over the peak seasons. This locally respected trail is where the Jab got its name, and like the trail, it is designed to endure abuse and heavy use all year long without letting you down. Developed to work with SRAM and Shimano shifters, accommodating 11 and 12-speed drivetrains and multiple cassette options. It's as versatile as it is beautiful and will be available in April not just the Jab that got Madrone on this list. Madrone Components can be found all over the world these days, and the company has held fast to the ethos of keeping MTB components out of landfills. I recently smashed a SRAM GX Eagle RD on a particularly stubborn chunk of sandstone, which rendered the poor thing useless thanks to a few small cracks and a disfigured cage. Madrone saved me from retiring the component with a rebuild kit, cage, and new pulleys, and after a rebuild that was relatively easy, the GX Eagle derailleur is more like a phoenix reborn from the ashes of destruction. After riding the rebuilt GX Eagle derailleur with the beautifully machined Madrone parts, it's not just riding as new—it's even better. The pulleys are smooth and easy to clean, and the cage and mechanisms are stiffer and shift quicker than ever. I wouldn't hesitate to look to Madrone as a valid upgrade, even without the necessity for repair. However, that would feed into the consumerism mindset of marginal gains, which is not a pillar of the brand's ethos.A less popular name in mountain bike groupsets, this Italian brand has been designing and building some incredibly nice-looking mechanical drivetrains for a few years. The RD1 rear derailleur and TTS shifter are designed to complement one another with what Ingrid calls analogical design. The RD1 and TTS are an amalgamation of digital precision and the intuitive mechanics of early 80s thumb shifters. They are precise and embrace the modern wide-range cassettes, but they still hold dear the emotion of simpler times in the sport. The TTS shifter uses one thumb paddle with an intuitive push to upshift and pull it back to downshift. The RD1 derailleur is made to work with SRAM, Shimano, and MicroShift flat bar 11 and 12-speed shifters with available fins. The Ingrid RD1 is also designed to accommodate many different drop bar drivetrains, making it impressively versatile depending on the cage and fin you bolt to on. Ingrid also makes its own cassettes and cranksets to complete the drivetrain. The cassettes come in a 10-42 spread and a broader 10-52 flavor. The CRS-G2 crankset, much like the RD1 and TTS, has a striking and angular appearance and comes in three sizes: 166.25mm, 170mm, and 173mm (as far as I can tell).Designed to buck trends, be durable, and compete with top-of-the-line groupsets with more speeds and broader gear ranges. The Advent X drivetrain from microSHIFT quickly surprised me with its precise and crisp shifts, robust construction, and, most importantly, attainable price tag. It might not have 12 selectable cogs or the palmares of other brands, but it more than makes up for these factors with reliable shifting, an adequate spread of gears, and a construction that honestly begs to be ridden as hard as possible. While 12-speed drivetrains are excellent to ride, and we have all been spoiled with gear choice, getting on the Advent X drivetrain feels incredible in comparison. A wide-range 10-speed cassette feels so familiar, and the added stiffness of fewer gears means everything feels remarkably solid on the trail. With each cog being thicker, the chain being more robust, and less precision needing to be engineered into the shift mechanism, this 10-speed MTB groupset is a testament to the efficiency of less being more. For most riders, the prospect of a more affordable groupset that will last longer is a huge selling point, and if you don't need the latest and greatest tech or just want to bring an older bike into the modern age, the Advent X is the groupset you should be around the globe for brakes, TRP is a staple in stopping. But the brand has also dedicated a lot of time and energy into going. The EVO 12 groupset from TRP uses several interesting bits of tech to be proud of when pulling up a seat at the round table of mechanical drivetrains. The standout feature of the TRP drivetrain is the patented Hall lock and instant silent clutch mechanism on the rear derailleur. Thanks to these two features, the TRP EVO 12 drivetrain is an incredibly silent ecosystem, and the attention to detail is noticeable throughout the components. The shifter is ergonomic but different enough that it takes some getting used to at first—which is a good thing, in my opinion. The shifter uses an interesting switch that allows riders to select a 5-at-a-time mode or a more precise single-shift option for race day. The rear derailleur of the TRP EVO 12 drivetrain uses a cage release that simplifies tire changes and wheel removals. This system is similar to the SRAM cage lock and the Shimano derailleur clutch switch. TRP has also developed a cassette for the EVO 12 drivetrain, and it is offered in a 10-52t spread that bolts right onto a Shimano MicroSpline freehub. All the TRP EVO 12 components cater to those who love a bit of gold, but they also come in a less blinged-out black and silver colorway. Vivo is a relatively new face in the industry but one that we should all be familiar with. It is a small operation that is cooking up just two very industrial-looking parts out of machined alloy and titanium. The shifter, called the F3, is a fantastic-looking nugget of 6062 and 7075 alloys, steel, and titanium, with a plethora of customization options. The aptly named Enduro derailleur has more of the same design language and uses 7075 alloy and Ti to present visuals that would look right at home in a sci-fi movie. The F3 shifter is designed to work perfectly with the Enduro derailleur and vice versa, but the derailleur is only compatible with the F3 shifter and SRAM 12-speed shifters, not Shimano. Aside from the obviously eye-catching appearance, the F3 shifter is designed to be customized to fit the rider's hand perfectly, with over 30,000 (not a typo) possible options thanks to the unique 3D-printed paddles. The Enduro derailleur is a complex and hearty example of engineering without a drop of plastic anywhere in the construction. Designed to work with 12-speed cassettes with 10-52t gear spreads, the Enduro is a masterclass in right-to-repair practices and can be torn down and rebuilt with fairly standard tools. Durability and serviceability are the benchmarks with Vivo, and the Enduro has sealed cartridge bearings throughout the form, titanium hardware, and attention to detail that can only be achieved when assembled by hand. The 10 Best Mechanical Mountain Bike Groupsets of 2025 first appeared on BikeMag on Mar 30, 2025
