UP Torre size SM 75-95

 

UP waited two years to release their first EN-C 2 liner above the excellent Trango X. Here is the Torre.

A two-line concept intended for experienced C-class pilots.  https://www.up-paragliders.com/paragliders/torre

When new and out of the box, the Torre plastic rods look like snakes in the glider. After 3-4 flying hours, all the rods sit in perfectly, and all those deformations disappear for a clean-looking glider, and even the overall feel of the glider changes to a nicer final-version feel!  So you need to fly it for 3 hours, a little wingover, and some mild 360s to get the glider into perfect trim. 

Pulling on the A risers, even in nil wind, the Torre rises evenly while keeping the pressure on the As. There’s no hanging back; it needs just a steady pull to reach overhead. In a little breeze, it's very straightforward. In a stronger breeze, I found it very easy to handle the C-class launch.

I flew the Torre, SM (75-95) from 90 to 94 all up. 

In the air, the brake travel is very short. After those 3-4 hours, there was only a 3-cm gap between the pulleys.  So the first centimeters get pressure on the trailing edge at 94 all up. At 90, it is also similar. 

On the next flight, I lengthened my brakes by 3 cm, and now they were perfect.  All the gliders have settled in, and now I can start my test. 

The brake pressure is described as ‘moderate to firm’ for 12-15 cm of travel. And that’s all you need to control the glider in overall conditions. I can describe the handling as precise and direct, with great authority for the pilot.

You can steer the glider swiftly in 5-10-12 cm!  The first Meru had hard brake pressure. The Torre is a bit less, but still firm.  The Skywalk Mint has a harder brake pressure. The Torre has lower pressure than the Mint.  I could only sense that stiff feeling after 30 minutes of flying in nasty, turbulent air, where I needed to be constantly active on my brakes.  Not complaining at all about it, because that firm feel is actually a blessing after flying a Photon, for example. 

Under the Torre, every cm is related to a glider repositioning, and higher control ‘even’ in turbulent air, whereas under the Photon MS, the brakes were longer and sometimes lost their authority of control for a brief moment in time.  Talking about the Volt 5 handling versus the Torre, I can say that the brake connectivity and linear feel for the pilot are higher and firmer on the Torre with less travel. Another comparison with the GTO 3's handling, which is really nice: I can say that under the Torre, even in nasty air, the pilot has higher control with the Torre's current brake system.  

Overall, the pilot has a high degree of control under the Torre with good agility. When the conditions are strong but smooth, the pilot is the master of the sky in turns. When those strong conditions become turbulent, agility becomes moderate with a high connectivity for the pilot. A bit similar to the Cure 3's turning behavior, with perhaps slightly less brake pressure. 

Level of pilot:

When flying in moderate air, the Torre doesn’t need a special approach for the C category. In strong and turbulent air, the Torre stays solid, but shows you that the pilot's level of the pilot is above the Trango X, as UP stated. For a 2-liner C its a relatively easy 2-liner, easier to fly than the Photon and GTO 3. Requires slightly more pilot control than a Cure 3.  

It doesn’t resemble the VOLT 5, Cure 3, Sage, Zoom X2C, or Verve. 

I flew the Torre in strong air, and it felt very solid, with a homogeneous structure and a taut feel. Actually, I felt more in control due to the brake authority and feel.

Flying feel:

Under the Torre, the pilot feels like having a ‘drilling tool’ for the moving airmass lift areas. The Torre just pulls forward gently and climbs, and that feature shows clearly the intention and the potential of that glider. It indeed plays in the Photon/GTO 3 playground; by the way, it converts the glide into positive lift. That’s definitely above the Trango X's capabilities when surfing the airmass. 

I think even when I flew it at 92, which could be the optimum weight for climb and glide, the digging feel and forward motion were always available in lifty glides.

The Torre feels like a one-piece machine. Very homogenous and taut, without any snaking around, or funny moves. The structure is very solid. This solidity comes with a comfortable feel of movement in pitch and roll. 

Speed and speed travel:

When pushing fully on the speed bar, the B risers get a bit softer, and perhaps a little more roll through the glider in turbulent air. After a while, I got used to it and stayed balanced in my harness. The Torre stays well-pressurized even at 100% travel speed, with a very rewarding glide. The B steering is efficient, but you don’t really need much, as the Torre at full bar felt rock solid!

The speed over trim is around 14 km/h, taken at 1900 ASL. 

Performance and climb:

Because the Torre has a slightly fast trim speed and it is not very easy to get a low stall speed, I found that it is best to stay near 80% of the weight range (~91-92) to benefit from very weak thermals. The climb is there and very rewarding at 91 all up. 

The gliding performance in a moving airmass is very good. I still need to make some long racing lines with a Photon to get the C comparison updated, but it seems that there’s high potential in that glider. More to come in that area soon. 

Difference with the Trango-X:

The Trango X has smoother, swifter handling, and the Torre has a more solid connection while still maintaining good agility. The Trango X is more agile, but the Torre is more efficient.  In the same airmass, the Trango X would bump into a wall in some areas, whereas the Torre would cut through and move higher. 

If you want cool handling and a fun feel, stay with the Trango X. If you want a tough, solid, racing tool, get the Torre. 

It is when conditions get more challenging, with a heavy airmass to get through… the Torre will prevail easily over the Trango X, even without touching the speed bar. When pulling the speed bar, you get more advantage.

Ears are doable with ourer A’s and outer B’s.  They are efficient enough to get down. 

Conclusion:

UP has created a racing tool for the mid-level category C pilots. It is not as hot as some 2-liners, but it still delivers a nice feel and good overall performance, with very good thermal handling.

The higher point is the strong connection with the pilot through the brakes.  Finally, after a few hours, the Torre will inspire confidence to use its full potential. 

NOVA Xenon 3 S size

NOVA Xenon 3 

https://www.nova.eu/en/gliders/xenon-3/

First impressions on the S size that goes to 88 max. 

Note: I would like to point out a simple observation. When I write about the product, I try to compare it to similar products in that specific category. So the Xenon 3 will be compared to Zeolite 2 GT, Wild 2, Klimber 3 P, X-Ped, Omega X-Alps, etc., and please always consider that the smaller sizes are generally different and more dynamic than the larger sizes for all those mentioned above.  Example: Please consider that if I write "dampened," it means "dampened" compared to the same gliders in the same class. It doesn’t mean dampened for a HighB pilot…

The Xenon 3 early prototype, flown by top athlete Aaron Durogatti, helped him to achieve first place in the Red Bull X-Alps. This competition relies mainly on the athlete's top performance on the ground and in the air, with lots of strategic moves, but I have to point out that things have changed a lot since the first X-Alps event. Now, the top 10 athletes are very close in performance and endurance, and I think choosing the right material will widen the gap over older-generation materials. Sub cocoon…+ high-performance gliders could give the already proven top-end pilot that extra edge over a longer period in the air!  

Flown at 87 in quite snappy, turbulent air...

Take off like a feather, even in no wind! Impressive!!  In strong wind, the Xenon 3 is easy to control for the D pilot, who will keep it swiftly overhead from shooting forward. 

In the air, I immediately felt in control. As you know, I have practically flown all those light D gliders, especially the smaller sizes, and I know their behavior has always been more dynamic than that of the M and L sizes. Under the Xenon 3, I felt a relatively homogeneous structure, and the brakes provided the authority to control the glider and keep it from dynamically wandering in strong air. 

Saying that, I found that the brakes begin to react after 15 cm... So a bit long at first, but the rest is very accurate and precise. So, doing a wrap keeps a gap of around 10 cm, then the action on the brakes is imminent, giving the pilot a high degree of authority to control the glider. 

The turning radius and agility of the Xenon 3 are quite good! I could immediately turn it into the thermal core even in turbulent air. Sometimes I found that the Xenon 3 likes to level out of those turns, but when I released the brakes by 5 cm and pulled again, it obeyed and continued to turn.  Overall, I personally liked the handling and the ‘overall feel' of feedback and brake control. 

When flying in turbulent, strong air, the Xenon 3 small has a lot of energy and dynamic response, much like any other small D-class glider, and needs good, swift control of the brakes to maintain the trajectory.  The good thing is that the internal structure is very homogeneous and doesn't have any loss of power/air inside it. And the pilot with the brakes has a high tool for in control. 

For example, flying the small Vortex, which is a C-class glider, and of course, much easier to fly than the Xenon 3 by 30 %! sometimes loses some of its internal pressure without any consequences, but the feel for the pilot is like a 'slight stop in time’. This is not felt under the Xenon 3, which keeps the power and moves forward. 

An observer said that my small size move a lot when looking at it. I feel that the movements are quite acceptable in moderate air and nice to have! In strong, nasty conditions at S size, it requires a bit of finesse underneath, still with a taut structure. 

The Xenon 3 Small is fast at trim and glides effortlessly into the air mass! It is indeed a superb racing machine!  The glide performance is very high, and I will update my D comparison for those details very soon. 

We were very surprised by how well it climbed for its small size! When encountering a lift, the Xenon 3 climbs as if it were held down by a spring and suddenly released!  The energy goes upward! 

The B steering has moderate pressure. They are very efficient in controlling the glider while on the bar. The speed bar has moderate pressure and easy to push with a stable profile in moderate air.  

Roll and pitch for that small size are present and logical for the D category, with such a high-performance machine! 

Ears can be made with outer A’s. They are stable, and they need pilot action to reopen. Ears with outer B’s are super efficient! very stable, and reopens quickly. 

Landing in tight places is possible thanks to slow-flying capabilities if well cared for!  

Conclusion: 

I flew that nice machine at 85 all up, and it was perfect at that weight. I also flew it at 87 on strong days, and it delivered more dynamic turns and speed. 

Without a doubt, the final and commercially released product, the Xenon 3, can take you as far as possible in the light D category. NOVA inserted a racing spirit inside that glider. It is not just a simple EN-D light glider. I believe it has a lot of performance and very high efficiency in getting through the airmass, and could easily place it near the very top gliders in that category. It needs a good active D pilot to extract those performances on strong days. The authority on the brakes is a strong point only (if you fly it at top weight)!  The M size flown at 95, 98 should be 'logically' milder to fly with even more performance. (Unfortunately, I don’t have one to try) 

Finally, combining the Xenon 3 with a light pod (submarine-like), performance/enhanced harness… will give the pilot a powerful XC weapon to acheive some serious distances! 

Supair WILD 2 (Wild by name, balanced by heart)

Supair WILD 2  (Wild by name, balanced by heart) 

The Wild 2 is Supair's new 2-liner light EN-D for 2026/27.  I have test flown the size MS.

It has an aspect ratio of 6.86. Here is the link to see all the technical details: https://supair.com/en/produit/aile-parapente-supair-en-d-wild2/

The construction looks very nice, as on the Savage 2, which I already flew and tested. 

I test-flew the MS size from 88 to 93, all up.  The Wild 2 can be easily flown at those weights, depending on the conditions and the prompt action you need.  

In strong conditions, I flew the Wild 2 at 92 all up, and it was perfect. 

Launching the Wild 2 even in nil wind is straightforward, with no tendency to hang back or overshoot. In strong winds up to 30 km/h, I found it very easy to control as a pilot aiming at that group. It's straightforward and quite available when you control the brakes.  

In the air, the Wild 2 offers a homogeneous feel, perhaps similar to that of the Zeolite 2 GT.  

The brake authority is quite good under the Wild 2. Not as the highly maneuverable Savage 2, which, as a hybrid C, was a superb piece of machinery concerning handling, but the Wild 2 nevertheless offers a very close agility and precise input in the air, telling you that I’m a racing machine with a fun attitude! 

In thermals, I could place the Wild 2 very precisely inside the thermal, and that gave me lots of pleasure flying this beautiful machine! 

The brake pressure is on the moderate side, just a little more than the Savage 2, and perhaps resembles the Zeolite 2 brake pressure.  The difference in handling between the two gliders is that I was getting a better linear response from the brakes on the Wild 2, which gave me greater control and feel through the turn.

The climb rate in weak lift at 92 all up is EXCELLENT!  I could endlessly float in a single spot, waiting for a better and stronger thermal. It happened to me many times when I was low, scratching for a lift. The Wild 2's surfing-the-air behavior is very satisfying, as it searches slightly forward for any lift.  The climb rate versus similar wings places it at the top. I can confirm that the climb rate is one of the Wild 2's strong points.

Gliding power: I did lots of glides with the best light D machines, and we all agreed that, whether in lift lines, calm air, or moving air, the Wild 2 matches the Zeolite 2 GT in size and load at trim and at half bar. 

The top speed is around 18 km/h over trim at 1000 ASL.  

Behavior in turbulence:

After some hours in spring conditions, with some lee-side glides and nasty air, the Wild 2 gave me a confidence-inspiring feel, and I was able to control the glider easily. The structure feels solid, and the glider doesn’t overwhelm you with high movements; it just rolls and pitches moderately for that class. I think it is also very close to the Zeolite 2 GT feel in turbulence.  

The B handles apply firm pressure but react swiftly to keep the profile in balance while on the bar. Perhaps the Zeolite 2 GT gives a more linear feel on the B's, but the efficiency result is the same. 

Ears with outside A’s are possible, easy to induce, stable, and reopen with pilot action.

Ears with outer B’s are stable and reopen quickly after release.  

The brakes have a good linear feel, and the Wild 2 can be slowed and maneuvered into tight spaces. 

If you want to see the Wild 2 and compare its features with other Ds, please look at my C&D comparison chart. 

Conclusion:

After the beautiful Savage 2,  Supair managed to manipulate my feelings by having me fall again on the Wild 2!   ‘Coup de coeur.’  

I didn’t find anything that wasn’t working as I personally wanted it to work! 

I enjoyed every flight under the Wild 2.  Smooth and predictable, nice agility, and linear feel through the brakes. Glide and climb at the top of the category. 

By creating the Wild 2, Supair found the sweet spot that balances between high performance/usability and pleasure.  

Hats off to the R&D team. 

I need to sell those gliders, in order to get the new ones ! 😊 Please spread the word 🙏🏻. Thank you!

💥 AIRDESIGN Hero X-Ped XS 65-87  2 hours, new. 2850 EU

💥 Skywalk Poison 4 size S 75-95 45 hours / Like new condition / 2450 EU 

💥 BGD CURE 3 size M 75-95  / 4 hours/ As new! / 2850 EU

💥. PHI Maestro 3 size 21  / 2 hours / Like NEW Orange / 2950 EU 

NEARBIRDS Apex-L

 

Niviuk Arrow P2 L

 

NOVA Aonic 2 S

OZONE Sublite

 

GIN Bandit 2

 

GIN Bandit 2 

In the year 2000, GIN introduced the first Bandit. It was a DHV 2 at the time. I still remember the glider's agility compared to others in the same class. 

In 2026, after 26 years, GIN released the Bandit 2 with a completely different concept.

The Bandit 2 is a mid-B-class glider with light construction, designed for a larger group of pilots. 

 The construction and details are very neat. Thin lines are everywhere and resemble those in the higher B category in both volume and width. 

Nitinol rods are inserted in the leading edge of the glider. 

The look on that glider is different, sporty, and very clean for a mid B. 

Launching the Bandit 2 S 75-95 can be done without even touching the A risers! Just moving your body in a 5 km/h breeze can lift the Bandit 2 over your head. Of course, that’s not recommended… but just to tell you, inflation cannot be easier.

I flew the Bandit S from 88 to 94, and I felt that it could be easily flown from mid to up, 92 was nice on that size in overall conditions. 

The brakes have a moderate length, with a light touch from the first 10 cm and a moderate touch after 25 cm of travel. But with only 15cm, I could turn the Bandit 2 swiftly and precisely into a thermal core. I’m having fun these days, because in the past, many gliders had difficulty turning.  With the Bandit 2, I found it a real pleasure to handle. It resembles the Hiko from NK, in that matter, with a slightly firmer brake to keep the pilot even more in control. 

I could describe the Bandit 2 as an agile mid B and very pleasurable to fly in thermals. The stall point is below the seating position, and it resists the stall, giving the pilot that delayed second to release.  

In weak thermals, I found that the Badit 2 sniffs up any thermal and is quite efficient at catching those small lifts!  Overall efficiency in thermals is very good.

With that accurate brake control, I could tighten and widen the circles rapidly without losing the Corte, whether in weak or strong (better be loaded) conditions, and the Badit 2 climbs flawlessly.

In turbulence, the Bandit 2 reacts and moves like any other mid B. There are no excessive movements for the newcomers to that class, but a smooth, joyful glide to fly.

The pitch is very dampened, and the roll is well-balanced for that class. 

The glide ratio also felt very good in that category. Probably among the top ones in the Mid B class. If any pilot wishes to fly that class, the Bandit 2 will give you the max available today in climb and glide. 

There are also many other very good mid B-class gliders in 2025-26, but you won’t miss a thing flying the Bandit 2. 

If you ask me what the difference is between the Hiko P, Theta, and Bandit 2, I can attest that they all need the same pilot control for the same pilot demand. The Theta and the Hiko P are excellent gliders, giving you a mid-B feel underneath, and they also have a large passive safety like the Bandit 2. 

The Bandit 2 has a slightly more feel under it, which perhaps a high-B pilot would appreciate. It feels (giving) like high-performance gliders in the way it flies, but it still has the same ease and a super-smooth feel underneath. 

That’s the best way I can describe it on paper.

Big ears are easy to induce, and they open smoothly without pilot intervention.

 The full speed is around 12 km/h over trim.

Conclusion:

As I’m noticing, manufacturers are turning to lighter materials and focusing more on the safety/pleasure feel/, and performance of a paraglider. 

The Bandit 2 meets any data sheet requirements. With a feel of getting through the airmass quite remarkably well for that class, the Bandit 2 will attract many pilots. If you are that pilot aiming for the mid-B class, or perhaps you just want to fly with enough performance, excellent handling, and no fuss in strong air, you should consider a test flight! I think pilots have also flown high-Bs, but want an even calmer glider with very good overall performance and a fun feel. The Bandit 2 could make you happy.  Afterall I think that’s what the majority is reaching for.