New Test Bike #1: Maverick Uber-Durance

It's spring, and here at bikefix, we have a couple of new test bikes in the pipeline. Here's the first: Charlie will be rollin' like a pimp on Maverick's new 140mm travel Durance. Look reviews on the 2009 Fox 32 TALAS (we've been assured that it's much improved), Fulcrum (Campagnolo) Red Metal Zero wheelset, Hope CNC'd stem, Formula The ONE brakes and Schwalbe Racing Ralph tires. Word is, the thing weighs 26lb- not bad for a bike with 5.5in travel at either end. Look for reviews over the next several months...

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bikefix Exclusive Review: Commencal Meta 5.5.2 mountain bike

Despite consistantly positive (if not rave) reviews from European magazines, Commencal bikes are a rarity in the States. Max Commencal, for whom the company is named, was the force behind the Sunn bikes on which Nico Vouilloz was a domininant downhiller from the mid-late 1990s. Commencal and Sunn ultimately parted ways, and Commencal struck out on his own, forming (probably) Andorra's only bike company. Located in the Pyranees between France and Spain, Andorra is a principality known primarily as a wealthy tax haven and for the fact that its citizens live longer than anywhere else on earth. However, the region is also known for having has some fantastic riding- rockier and drier than the Alps but certainly no less spectacular. Distributor BTI has been importing the complete bikes and frames for the past couple of years and was kind enough to loan us a 140mm travel Meta 5.5 from their Commencal demo fleet for a few weeks.

As we wrote in our recent review of Pivot's Mach 5, bikes in with 5 or so inches of suspension travel can have widely varying personalities. The Meta 5.5 is like that heavy-ish guy on group rides who manages to hang with everyone on the climbs but rips it up on the descents- railing corners, bombing through rocky sections and going for air at every opportunity. The suspension is essently a linkage-driven single pivot setup. A good-sized swingarm provides good lateral stiffness while the linkage drives a proven Fox RP3 rear shock. While adding the linkage takes back some of the simplicity granted by the single pivot design, it helps to isolate the shock from lateral forces that could shorten its lifespan as well as to tailor the way in which rear wheel movement is seen by the shock. Overall, the frame seems to be built for the long run, with thick dropouts, chunky machined linkages, top- and down tube gussets and a top tube flared at the seat tube- all of which add up to a (depending on your perspective) slightly off-putting or fairly reassuring 7.3lb (3.3kg) frame weight. The black frame with gold and white patterned decals could have come off as a bit chav, but were pretty classy in person, and the Meta 5.5.2 is a handsome bike.

Our $3200 Meta 5.5.2 model (the .2 refers to the build) came with a mix if SRAM X7 and X9 drivetrain components, fantastic Formula Oro K18 hydraulic discs (180mm front, 160mm rear), a Deore rear hub and a Fox Float 140mm fork. Initially, I found that build to be uninspiring for the asking price. Looking around, though, Specialized's Enduro SL Comp has a very similar build kit for the same money, and that company has some serious economies of scale working in their favor. Still, it is disappointing to see a Deore rear hub on anything over $1,000. Not that it's a bad piece of equipment (its probably the best $30 rear hub available), but that the LX and XT are also very inexpensive and that hubs are very difficult to replace (especially when compared to a seatpost, saddle or handlebar) if something goes horribly wrong. The Truvativ cranks, Race Face Evolve XC stem and seatpost and Commencal handlebar will likely do the job without complaint and the SDG Bel Air saddle was a pleasant surprise. While some folks aren't yet tubeless fans, on a bike that is meant to be ridden aggressively, having the option would be nice- a mid-range Mavic wheelset would be both tubeless compatible and feature hubs more appropriate to the bike's price point- your dealer may well work with you to make something like that happen for a few extra dollars. Maxxis High Roller tires are predictable and proven, though only one on our tester had a folding bead. All together, with pedals, the large Meta 5.5.2 came in at a reasonable 31b- not bad at all given its conservative construction and build kit. After spending $30 on tubes for our last tubed test bike, though, I opted to test the bike with my own tubeless wheelset and tires.

Its no surprise, given Commencal's location and downhill heritage, that their 5.5in bike really comes alive on technical and rocky descents. Pointed even slightly downhill, the Meta 5.5 is a blast. The suspension works particularly well in rock gardens and seems made for sweepy motorcycle trails, where its front-rear balance allows aggressive riders to really carry speed through corners and milk it out of pump sections. During our test period, we had the opportunity to take the Meta 5.5 to Moab, Utah as well as to ride it on a number of our local benchmark trails. The first impression that our large tester gave was of being a big bike. A tall-ish bottom bracket and a size Large frame (with a 600mm/23.5in top tube) had me feeling fairly far from the ground. Despite feeling big when stationary, the Meta 5.5 was very flickable once underway. Its no BMX bike, but it certainly has some of that playful spirit. Set up with BTI's recommendation of 20-30psi below my body weight, there was a fair amount of movement when hopping on to or off of the bike. Once riding, though things settled down and there was none of the bob or pedal feedback associated with earlier single pivot designs. In fact, I was surprised how well the bike handled technical climbs. Make no mistake- the Meta 5.5 doesn't like to be hurried uphill, but with patience and and a low gear, it climbs pretty darn well. The Fox RP3 worked very well, though a less aggressive lockout would have meant better traction and climbing while engaged. As set up, the lockout lever's best trait was pulling the rear of the bike out of its sag, steepening the angles and transferring weight foreward. Within 5-10psi of the recommended setting, the rear shock and the rear suspension remains plush- a rider's preferred setting will likely have as much to do with its geometry effects as anything else.

In many situations, the bike was capable of being ridden harder and faster than caution would recommend, and will allow more aggressive riders to push their limits. As I mention above, climbing is far from cat-like, but the Meta 5.5 is no dog either. Technical climbs take a fair bit of energy to ride cleanly but it certainly can be done. At 6' tall and given an already tall bottom bracket, I would have appreciated a lower top tube to allow room for emergency dismounts. Riders who prefer a shorter top tube (22.5in for the medium) will do well to look at a smaller frame size than they may be used to- as always, try before you buy. More resort or downhill-oriented riders would probably appreciate a more relaxed head tube angle, but for something that's going to go up as much as down, it seems that the geometry is just about right.

After my experience with Fox's recent TALAS forks, I wasn't particularly excited to ride the 140mm travel 32 Float. While it has a very cool and useful travel adustment feature, the 2008 TALAS has far too much stiction and utterly fails to function on smaller bumps- especially for lighter riders. The Float, I'm happy to report, feels nothing like it's fravel-adjustable brother. On small, medium and large bumps at medium and high speeds, the 32 Float leaves almost nothing to be desired. It was plush, even at my 145lb weight, but slightly progressive so didn't blow through its travel on bigger hits. At lower speeds, the Float could be a bit wallow-y, but with over an inch of sag, that's to be expected. The lack of a shorter travel setting is probably most responsible for the Meta 5.5's lackluster climbing, but if the fork has to be a Fox, then the compromise is well worth it. SRAM's X7 shifters, while perfectly adequate, have a long-ish thow for rear downshifts and their refinement isn't quite on par with Shimano's LX group- but still quite good. The biggest complaint that I have is that, with the Formula brake levers set up for middle finger braking, the shift levers were a bit further away than I would have liked. Unfortunately, the shifters' clamps are not removable (like Sram's XO model's), so the buyer can't take advantage of Formula's aftermarket shifter/brake lever clamps. The integrated gear indicators are simple, legible and don't take up any bar space- an elegant design. The SRAM front deraileur was fine once it was set up, but adjusting the limit screws (which are tucked under the swingarm) involved removing the rear wheel, using needle-nosed Vice-Grips to turn the (thankfully long) screws, replacing the wheel and trying the new setting- a painful and time consuming process. Newer Shimano front deraileurs, with screws pointed to the drivetrain side of the bike, would have been appreciated. All in all, the build worked very well. While the Deore hub may seem like a low point, it is fully serviceable and parts are widely available, so it should never really present an issue.

With single pivot frames capable of riding so well, why bother with a complex multi- or virtual-pivot bike? On the 'all mountain' side of the 5in spectrum, the Meta 5.5 more than holds its own. In fact, it rides better than Intense's 5.5EVP or Specialized's Brain-addled Enduro and should definitely be considered if a dealer can be found. The frame will be a bit on the heavy side for some, but for heavier or less graceful riders, that's probably not a bad thing. Shimano fans are unfortunately out of luck, but the Meta 5.5 is available as a frameset and with XO (the $4,100 Meta 5.5.1) and X5/X7 (the $2,500 Meta 5.5.3) build kits. We wouldn't mind seeing 1/2 lb come off the frame, a lower top tube or a Shimano SLX option for 2009, but they're not essential. There are a lot of good options for more 'all mountain' 5+ inch travel bikes on the market, but for those who want something simple, a bit different and that won't hurt too much on the climbs, the Meta 5.5 is about as dialed as I've ridden.

marc

www.commencal.com
www.bti-usa.com

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Spot Buys Maverick

We haven't seen any press releases yet, but word at our local Spot/Maverick dealer is that the two Boulder-based bike companies are now (or will soon be) under the same ownership. Spot's recent ownership change seems to have pumped some much needed capital into the company and resulted in what looks like a very cool range for 2008 (including several belt drive single speeds). Maverick has been coming up with some very cool ideas and great-riding bikes since day one, but their recent business and complete bike spec choices certainly haven't helped them grow to their business. Here's hoping that the Spot folks can help get more folks on what we consider to be one of the best all-around mountain bikes on the market.

www.spotbikes.com
www.maverickbike.com

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bikefix Exclusive Review: Pivot Mach 5

I was in a friend's bike shop the other day while a gentleman, who owned a hardtail, was shopping for a full suspension bike. Like me (and that shop's owners), he claimed to enjoy longer cross country rides in the mountains. Around here that means plenty of climbing and no shortage of techy bits or rock gardens. After the gentleman described his riding habits and favorite trails, the owner suggested a couple of 5in travel bikes in his price range (including a Rocky Mountain ETS-X, which Charlie reviewed a while back). Hearing that, the shopper recoiled, saying that he really didn't need that much travel and was really looking for a 4in bike. That would have been many of us a couple of years ago. However, as suspension designs have evolved, many bikes in the ~5in travel range (front & rear) have become extremely efficient, versatile and light weight- perfect for long mellow rides, trips to Moab and the occasional XC race.

Pivot's Mach 5 is just such a bike. There is a broad spectrum of bikes available with between 4.5 and 5.5in of travel front and rear. Despite it's 5.4in of travel, the Mach 5 sits squarely at the XC end of the spectrum. Looking long, lean and agressive sitting still, the Pivot's ~6.25lb/$1900 frame uses a modified version the DW-Link suspension design shared by Iron Horse and Ibis. As a former Ibis Mojo owner, I was curious to see if the Pivot was simply an aluminum Ibis or something different. Similar to Santa Cruz's VPP, the DW-Link uses a pair of stout links to create an axle path and shock leverage ratio that can be tailored to provide a number of different ride characteristics (such as squatting, not squatting, minimal chain growth, linear spring rates, progressive spring rates, reduced pedal-induced bobbing and combinations thereof). As a moderately agressive 145lb XC rider who likes technical climbing as well as descending, I came into this test having never ridden a virtual pivot bike that I liked. Blur? No. Ibis Mojo? Sort of. Intense 5.5 EVP? Awful. Crazy, eh? Here's why: most virtual pivot bikes are set up to minimize bob. Everyone pretty much admits that bob (rider-induced suspension movement) is a Bad Thing. Everyone, in this case, extends to include suspension manufacturers. Fox's Pro Pedal, Rock Shox's Motion Control and Manitou's SPV are all damping schemes that work hard not to respond to low speed, low frequency inputs. In fact, it's gotten hard to spec a decent quality rear shock that doesn't have some sort of platform damper or aggressive low-speed compression damping. The result, especially for those on the lighter end of the bell curve, are bikes that are somewhat dead feeling- especially over smaller bumps. My Mojo was a great example. It was light and pedaled well and a remarkable bike in a number of ways. However, the rear suspension's reluctance to move over smaller stuff, a slightly flexy rear end and the short (for a Large) top tube left me wanting. If you've just dropped $2k on a frame, there certainly shouldn't be much wanting. "But wait!" you're saying, "I love my Mojo/Blur/Spyder!" Good- you should love your bike. When it comes time to upgrade, though, there are an increasing number of bikes on the market that not only pedal well, but work on both large and small bumps.

Our demo Mach 5 came wearing its mid-range ($4200 complete) XT build kit. Something that I love to see is a build kit with no funny business. No Deore hubs, no cheap cranks, no house brand bars. Shimano's 2008 XT kit is fantastic, with smooth shifting, a cool low-profile Shadow dérailleur and powerful (but controllable) hydraulic discs. Speccing straight XT isn't cheap, but it ensures that no one part on the bike is particularly heavy or will wear out prematurely. A Ritchy Pro bar, stem and seatpost aren't fancy, but are both light and strong while being reasonably priced (the bar is a bit narrow but still comfortable). This bike's parts were clearly chosen by someone who actually rides. The only disappointments are the WTB saddle and grips- after 60 miles in one weekend, my bottom was bruised and my palms tender. Most everyone has their favorites, though, and at this price, your dealer should be more than willing to help you get things tailored to your liking. This was my first experience with Shimano's new (and fairly normal-looking) M-775 XT wheelset. They're a reasonable 1700g, stiff, tubeless and servicable- what's not to like? The hubs feel like they have far quicker engagement than older Shimano hubs and sound like Industry 9's wheels- at 1/3 volume. Very cool. The rear hub did sound a bit like the bearings were dry, though, but I didn't pull it apart to see (it's easy enough to add grease to them and again, your dealer should sort you out there).

Further proving that Arizona-based Pivot guys actually ride (in the Southwest, no less), the tires were a fantastic Kenda Nevegal/Small Block 8 combination. They won't be everyone's choice, but the Small Block 8 in a 2.35in width is both grippy and fast and the pair was great in hard, rocky and loose conditions. They're one step shy of perfect, though, because tubes are lame. On a bike made for high speeds and rough terrain, they're a liability. I went through nearly $30 worth of pre-slimed tubes in two rides. That's more flats than I've had in the past year (and enough to pay for an upgrade to tubeless). I was even running my usual 30psi front/35psi rear (remember that I weigh 145lb). My pack, gloves and shorts are all stained with sealant and I missed an appointment as a result. I know that there are people who hate tubeless tires without even having had to try them, but they'll be kicking themselves when they finally do. Tubes suck. It's got tubeless rims, guys- come on. There are a couple of interesting things going on behind the cranks that are worth mentioning. The E-Type (or very similar) front dérailleur is solidly mounted to the frame, providing nice solid shifts and keeping out of the suspension's way. The bottom bracket cups are pressed directly into an extra-wide shell, something that's becoming increasingly popular on road bikes. This means that you're tied to Shimano in both cases, but these parts are fairly problem free, and the space saved allows for uncompromised pivot placement. If you're planning a road trip to someplace remote, though, carrying a spare front mech may be a good idea.

The bikefix crew got together for a nice mini-epic the other day so that we could swap gear, take some photos and go for a ride. I brought both the Pivot and my personal bike (a Maverick Durance) so that we could swap back and forth during the ride. Over a few days, I put in between 75 and 80 off-road miles between the two bikes. While it's not not enough time to really speak to the Pivot's durability, we managed to get a very good feel for how the bike performs.

In short, the Mach 5 is far and away the best virtual pivot type bike I've ever ridden. Designers Dave Weigle (DW-Link) and Chris Cocalis (formerly of Titus) have done a good job at making a bike that feels snappy out of corners or while climbing without giving up plushness or small bump sensitivity. An initially rearward axle path does a very good job on not only small bumps but the kind of steppy, ledgy stuff that's common both in New Mexico and New England. I was surprised, to be honest, until I had a closer look at the rear shock. While the long-ish stroke (low leverage ratio) was no doubt part of it, Pivot are the first company that I've seen to spec the Fox RP23 shock with the lowest compression damping available. There's a little 3-bar graph on the shock (sort of like the old Cingular logo) that states the amount of factory-set compression damping. The Mach 5 is at 1 (of 3) and it makes a huge difference. Set the sag to about 30% and turn the Pro-Pedal lever to Off and you're done. While there is some occasional pedal kickback, the suspension seems very efficient under torque. It snaps out of corners like few other bikes I've ridden and never feels like it's bogging down while siting. When pedaling out of the saddle, it does get a bit mushy, but no worse than the competition. While I never felt it bottom out harshly, the o-ring on the shock shaft told me that I was using all of the travel. Launching into rock gardens at speed was a blast (explaining the flats?)- the suspension handled successive hits in a very controlled fashion. More than anything else, the rear suspension reminds me of my 2003 Giant VT-1 (a moderate travel single pivot with a linkage-driven Manitou SPV shock) but snappier.

As well as the bike climbed, though, I had a hard time keeping the front wheel down while climbing. Despite the 110mm stem (an odd choice for a medium-sized frame with over 5in of travel) and reducing the TALAS fork to its 120 or 100mm setting, the front end of the bike had a bit of wanderlust on the climbs, which is hard to explain. One indication of how well the rear suspension was working was just how bad it made the Fox TALAS fork feel. I've never been a big Fox fan, but the better a bike's rear suspension works, the worse they tend to feel. The TALAS, in particular, seems to suffer from excessive high-speed damping and/or stiction- when set up soft enough to feel decent, it blows through all 5.5in of travel at an alarming rate. Dan (formerly of Manitou) has been playing with 5wt oil in some Fox forks and they do feel better, but an $800 fork should probably work well straight out of the box. Luckily, Fox have a fantastic resale value, and your dealer may be able to swap it for a better fit for a few bucks- maybe for a new Minute or Revelation. I liked how the bike felt with the fork set at 120mm (with a 70 degree head tube), and extending it to 140 was nice for longer or rougher descents. While the Mach 5 really comes into its own at speed and on sweepy motorcycle trails, it did feel a bit odd in slower situations. Turns at lower speeds required conscious steering rather than leaning or carving. This made more trials-y moves a bit difficult, but with more time on the bike I think that it'd be fine.

While two bottle cage mounts are appreciated (one set on either side of the downtube), the one inside the main triangle is really wedged in there. Forget about running a large bottle, and it can be a bit of a struggle to get a small bottle out of the cage while riding thanks to the knobs on the shock. Some sort of alternative side-entry cage might be in order if you'd like to keep your bottle out of the path of logs and/or manure. All in all, the Mach 5 is an impressive enduro bike. It pedals well and has the ability to compensate for some spectacularly poor line choices. It rewards the rider for carrying speed, which is a blast. $1900 for a Taiwanese made boutique frame isn't unheard of, but it could be a hard sell against the arguably sexier Ibis, which comes with an XT kit, Easton carbon bar and seatpost (but cheaper Easton non-tubeless wheels) for the same money. If you're in the market for an all-around bike or frame, though, the Mach 5 is certainly worth a demo. The Pivot is, put simply, the bike that I wanted the Mojo to be. I'm not going to rush out and sell my current bike, but if I were in the market, it would certainly be on my short list.

marc

www.pivotcycles.com

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bikefix Exclusive Review: Pivot Mach 5

We just wrangled a long-ish demo from our local Pivot dealer. Dressed up in a proletarian XT/Ritchey build kit with a Fox TALAS, it looks longer and leaner than its 5.4in of travel (or 29lb fighting weight) would suggest. Initial impressions coming soon...

www.pivotcycles.com

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bikefix Quickie: Siren Song 29er softtail

This really isn't much of a review- Brendan from Siren was kind enough to let me borrow a beautiful new Song for a few minutes last weekend- just enough to whet my appetite. Siren's a small, year-old builder out of Idyllwild, California who are making some quite nice-looking aluminum frames. It's nice to see a builder (you know, who actually builds frames) out at the races. While not as pornographically sexy as the Hand Built Bicycle Show stuff we've been seeing, I'd feel much better hammering one of these regularly.

24 hour races are a great place to be selling comfortable, fast bikes. After 130 miles on a single speed hardtail, I'm thinking about softtails again. Moots' YBB is beautiful, but at $3k plus, a bit excessive. The Song is running about $1900 (custom geometry) and 4.5lb (medium), for whatever wheels or gears you'd like (within reason). While the bike I rode was freakishly large (with freakishly wide handlebars), if felt good right off the bat. Unlike Salsa's softtail, the Song's frame actually acts as a negative spring, pre-loading the Cane Creek air shock (which I didn't know was still being made). This meant good small-bump action and a more progressive spring curve (which will prevent you from blowing through the 1.5in of travel). The shock felt properly damped- active but not bouncy- and didn't bob noticeably under power. There's also a surprising amount of room for big tires (see picture), which are becoming increasingly available for 29ers. The option may also exist for different rear ends, which can help to justify the expense (one geared, one SS, for example), and the fact that the frame is bolted together at the rear shock and water cut titanium flex plate could make for easy (and inexpensive) airline travel. All in all, a very appealing ride.

www.sirenbicycles.com

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Chris King and Integrated Headsets

So, the North American Handbuilt Bicycle Show is currently on in Portland, Oregon. We're not there, but would encourage you to indulge in some very fine bike porn on sites such as Mountian Flyer, Velo News, mtbr and Cycling News. While we respect Chris King's bombproof products, environmental responsibility and employee support, we've been frustrated by his dogged refusal to embrace integrated headsets. His insistence that "all bicycle frames that use integrated headsets will ultimately have performance and reliability problems due to inherent flaws in this design" simply has not proven true. His claim that the only advantages are aesthetic should be embarrassing for any engineer- layman or otherwise. Our experience with Maverick frames, which are anodized and would immediately show wear suggest otherwise. Greater weld area, larger diameter (which are some combination of stronger/stiffer/lighter), and a longer useful head tube are all advantages. The standardization which has largely occurred puts to rest another of his arguments. And of course, press-in headsets are far from problem-free. In the six years since his diatribe was published, the end of the world has most certainly not come, despite integrated headsets' continued use.

Could the guy be softening in his old age? Maybe: he's showing a bike at NAHBS this weekend, brazed by the man himself. Cycling News' James Huang writes "Most of the frame is fairly standard stuff but the front end of the Reynolds 953-tubed frame bears a very unique construction: King lops the skirts off of his own Steelset headset and brazes the bare cups to the ends of a 1" head tube, thus allowing the use of a 1 1/8" steerer in a decidedly trim-looking housing." Sounds decidedly integrated, doesn't it? Of course, it doesn't have the advantages of a larger diameter head tube or greater weld area- it is "decidedly trim-looking" though. Shame on Chris for introducing another standard, something he'd no doubt decry- were it someone else's idea. Never say never, eh?

chrisking.com
cyclingnews.com

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bikefix Exclusive Review: Rocky Mountain ETSX Team

I have liked something about Rocky Mountain bikes for as long as I can remember. Somehow, I never managed to ride one for more than a few minutes – usually in a parking lot. The Rocky Mountain bike that has most intrigued me for the riding I like to do is the ETSX model. I had the opportunity to pick up a closeout 2007 ETSX-Team this past October and have been riding it since.

As a trail-rider, I thought it would be cool to have a really light trail bike for blasts in the Albuquerque's foothills or for some of the other less-abusive trails nearby. The ETSX Team model frame (which is not offered in 2008) only differs from the ETSX 70 by having a scandium tube-set. Other than that the difference is all in the “spec” (and color). That spec, however, is fantastic. The fork is a Marzocchi XC 700 SL, the shock is a Fox RP23, the drive-train is all XTR, The wheels are Mavic Crossmax SLR’s, the post and bar are nice carbon products from Raceface, and the tires are the hard to find IRC Mibro UST 2.25’s.

The ETSX uses Rocky’s Energy Transfer System which is adopted from Formula One race cars and consists of a “co-rotating wishbone linkage.” I don’t know what this means but it is supposedly similar to virtual pivot suspension. The rear suspension is adjustable using a quick-release – from 4” to 4.5” to 5”- a handy little function.

The Rocky rides like a slightly plusher XC race bike with a little travel held in reserve for those unexpected hits. The ETSX gobbles up the small, medium, and large bumps with equal aplomb. It doesn’t seem quite as plush as many bikes with similar travel but it doesn’t seem harsh or “spikey” as many can, either. It’s biggest drawback is when you encounter medium-to-large bumps in rapid succession on a steep incline. The bike doesn’t float over them- it wallows and looses much or all it’s momentum. Even just a few bumps can do this if the trail is steep enough. Luckily, the ETSX’s strong point is also the remedy to this problem, and it only requires a different riding style. You can, more than any other full-suspension bike I have ridden, pedal the ETSX “out-of-the-saddle”. I mean on a steep, steep uphill too. Most full-sussers don’t like these types of efforts, and have trouble keeping traction. I was able to get off the saddle and mash my way up some serious inclines that I rarely clear anyway- and never without some weight on the nose of my saddle. This of course is the solution to the bump problem. If you see some rough trail coming- you attack it out of the saddle and before you know it, you’re past it. Of course fitness plays a roll in one’s ability to do this (often I can’t), and with a proper racer on it, I see why this bike has been on a number of podiums (one TransAlp).

The steering is faster than the head-angle would suggest though, and I can’t quite figure that out [it may have something to do with that XC700SL, I noticed something similar... -marc]. I know the adjustable rear travel feature of this bike changes the head-angle (in counter-productive manner too – 4” travel = 69˚, but gets steeper than 69˚ as travel increases), but even at the slackest setting, the steering still seems very quick. I don’t ride many bikes with steeper head-angles so it could just be me, but I think that the head-angle would be ideal about one degree less steep. I find myself riding this bike in the 4.5” setting the most. I am planning to put on a 10mm longer fork (the Marzocchi XC 700SL is 130mm) this summer and then I will ride it only in the 5” setting for comparison.

This bike is more of a race/attack bike. I would bet that this bike is as fast uphill as any full-suspension bike out there, and it is damn good on the downhill too. If you are that type of rider and you like fast steering– THIS IS YOUR BIKE. I am a medium speed rider and prefer my steering a bit slower, but I am going to keep this bike around until at least next fall.

bikes.com

charlie

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Tomac bikes back in shops

After an awful start under American Bicycle Group (owner of Litespeed, Merlin and Quintana Roo), in which the name was hurt by extensive Eli frame failures, bitter dealers and poor after-sale support, Tomac re-emerged last year with new ownership and all new designs. Unfortunately for most, Johnny T's name was only available through mail order and a handful of related shops. Now, Tomac is reaching out to IBDs. Even if not a dealer, any IBD can now order Tomac bikes and an order of three bikes can make them an authorized dealer. We're glad that Tomac's realized that it will take dealers on the ground to help the name back to its feet.

bicycleretailer.com
tomac.com

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Integrated Seatpost Questioned?

OK, so Yeti's AS-R Carbon is one pimp ride. 1/2lb less than the aluminum version, and with a 50% stiffer front triangle, it sounds pretty impressive. Bikeradar certainly like it. They do raise a very good point, though. It turns out that the integrated seat mast doesn't save any weight over a more standard setup. It also prevents dropping the saddle (for steep drops or throwing it in the car), shipping in a standard bicycle flight case or box, and no doubt contributes to the $2,700 frame/shock price.

Sure, it probably increases seatpost stiffness, but how many of us think that today's over sized posts are flexy? Heck, we love a springy post on an aluminum hardtail. Of course, it can be hacked off and a standard seatpost fitted, but that seems a shame, doesn't it?

bikeradar.com
yeticycles.com

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Project Part Shuffle

As these things usually do, this project started with a deal that was too good to pass up. In this case, it was actually three deals an a bit of luck. I've had this titanium Raleigh cyclocross frame since living in Nottingham (home of Raleigh) several years ago. I'm not sure what the complete story is- it may be an old team bike or a one-off, but it certainly doesn't come across as a production model. There are Raleigh Special Products stickers here and there, the serial number is obviously hand-stamped, and the stays are a bit oddly shaped, requiring a very wide bottom bracket. It came from a guy named Chris T. who, at about 5'8, swore that it was cursed, as he kept crashing it. Turns out that the crashes were to be expected- it has a 56cm top tube. After my ride was stolen (my flat was broken in to), Chris T. took pity and traded it for some pre-production Shimano carbon mountain shoes that didn't quite fit me.

Initially, it was built up with a flat bar, wrapped in black electrical tape, and saw service as my messenger bike. A couple of years later, it was transformed back to a road-ish cross bike, with an '03 Ultegra kit, and it's seen road and commuting use ever since. Recently, I came across a barely-used '02 Trek 5200 frame that had been traded in at a local shop. Soon thereafter, I came across a similarly under-used 60cm Cannondale R5000 with full 9 speed Dura Ace and cosmetically (I hope) damaged Cosmic Carbone wheels and a pimped out On-One il Pompino single speed. The Dura Ace kit came off of the 'dale and, along with some nice parts off of the Raleigh, went on the Trek (right). Dan hooked us up with an Eccentric ENO flip-flop hub, and the Raleigh became a fixed gear. Our test Cayne Uno was also cannibealized, and all of the loose ends went on eBay and Craigslist. This may not be a break-even project, but it'll be close, thanks largely to the On-One.

There are deals to be had out there, and taking advantage of them requires a bit of luck and the willingness to pull the trigger when they present themselves. As a rule, I try to only buy things that I wouldn't mind being stuck with. Sometimes it all works out, sometimes it doesn't. As a result of this little project, we'll have the chance to review some bits that we otherwise wouldn't. Look for White Industries ENO eccentric hub, Sun ME14A rim, Paul canti brake and a handful of other reviews in the near future. I will say that the eccentric hub is pretty darn cool so far...

marc

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Flexible Flyer reviewed: Fisher's HiFi Pro Carbon

Last year, Gary Fisher began advertising a carbon fiber 120mm travel (F&R) , claiming an improbable 23.3lb bike weight. Starting with a 4 3/4lb frame and shock and piling on high-end SRAM, Avid and house brand Bontrager parts, they've apparently hit that mark.

But at what cost? Well, $6500, for starters. For that kind of money, one could build up any number of boutique frames with a fair bit more cachet (and soul?). An XT and Easton equipped Ibis Mojo runs $4500 and a nicely put together Maverick (or Ellsworth or Intense) $5500, and for comparison. But the real cost is likely rigidity. Bikeradar don't say just how heavy their testers are, but they do make some alarming observations: "Even under normal trail conditions, it'll wander and twang noticeably through turns or shift gears unexpectedly... We managed a first-ever 'three gears in one go' ghost shift when sprinting out of one corner and cross-threaded it so badly across an inline log pile that it effectively did the splits and fired us clean into the brambles."

Nonetheless, "everyone was keen to point out the bike's unbelievable lightness and climbing prowess, plus an easy agility that made the least technical riders feel sorted on tight singletrack" and the bike earns four stars out of five. Wow.

bikeradar.com
fisherbikes.com

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F/S 29ers? People seem to like them...

After this month's very positive Dirt Rag review of Niner's R.I.P 9 full suspension platform has been well received by BikeRadar here. They reckon it's a bit flexy laterally, but viable as an all day, 'marathon' style ride. Having ridden and owned rigid 29ers, and being big proponents of full suspension, we'd like to get the two together and see what happens. What Niner, or any other 29er-invested company, should do is offer a demo program to get people off the fence... Just our 2 cents...

bikeradar

Niner bikes

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bikefix Exclusive Review *update*: On-One Scandal 29er

Exclusive! We've just heard back from Brant at On-One that there will be a slot-dropout Scandal for some time in early 2008. Even better, he's sent through a pic. While this example has a bent seat tube, the production frame is slated to receive a straight version. His seems to be a 26in version built with cyclocross wheels and tires (35c or so)- look at all the space between the rim and outside of the tire. The dropout looks tidy too- we like how the disc caliper is tucked out of the way within the rear triangle. Sister company Planet X's carbon rims add a bit of flash to boot. Maybe if they're ready in time, we'll be able to score one for 24HitOP...

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bikefix Exclusive Review: On-One Scandal 29er

Based in Yorkshire, On-One strike me as a sort of British Surly. Niche bikes (and parts) with offbeat names, made by someone else (in the Far East) and sold for a reasonable price. Having ridden and owned a few Inbreds over the years, including (most recently) a sliding dropout 29er, I was familiar with the company and ride. So, when my mind started playing with the idea of a lightweight single-speed 24 hour race bike, the Scandal came immediately to mind.

The Scandal (or, cleverly, Sc and Al) is On-One's Scandium (main tubes) and 7000-series (rear triangle) "superlight XC frame." Available for both 26" and 29" wheel sizes, the geometry is based on their proven Inbred (l o n g and low). With DeKerf-style seatstays and bridgeless chainstays, there is more than enough room for the biggest tire we put in (a 29x2.3in WTB ExiWolf), and we'd be surprised if WTB's 2.5in WeirWolf LT didn't fit (see pictures). Coming from the UK, where rain is nearly as common as sunshine in Phoenix, this makes sense (and is always appreciated). Combine 29in wheels, big tires, a low seat tube and a foot of inexpensive 27.2mm carbon fiber seatpost swaying in the wind, and you've got the makings of a very comfortable hardtail. Factor in a 3.2-3.5lb frame weight, and it's time to go ride very fast for a very long time.

At a hair over 6' tall, I picked the 18in frame size for it's rangy 23.7in top tube. Throw on an offset-head seatpost and 100-110mm stem, and I'm right at home between those massive wheels. That said, 5'8 women have found the same frame size very comfortable with a zero offset post and 60mm stem- it's all what you're comfortable with. Personally, though, I would much rather have a frame that's a little too small than a little too big, but losing an inch of standover in the 20in frame (24.1in TT) would likely have been fine as well and may have allowed me to run more fork travel (see below).

So, head honcho Brant says that this is "least-aluminium-like aluminium frame you'll ride-" is there anything to it? In a word, yes. Far more comfortable than a carbon Scott Scale we had last winter, the Scandal is worlds apart from the last aluminum bikes we've ridden in anger (a somewhat abusive 2000-ish Specialized StumpJumper Pro and very abusive 2006 Trek 6500). This is what we'd consider very good thing, given that this bike was intended to be raced, as part of a single speed duo, at Tucson's fantastic 24 Hours in the Old Pueblo last February. Much like Albuquerque's in-town Foothills riding area, the 24HitOP course is fast, a little rocky, and plenty sandy. All winter, when the higher rides are snowed in, the Foothills (and Tucson) are a great place to ride- all manageable but challenging with a single speed, with plenty of little climbs and corners to keep you pedaling. The bike is laterally stiff, with no flex coming from the external-bearing cranks, frame, or wheels, but surprisingly comfortable, even on longer rides. Even better, every time I hop on this bike after an extended break, it just feels right- the handling is responsive without being twitchy and it likes to be ridden fast, without any odd behavior at speed. According to On-One, the frame was designed around an 80-100mm travel fork, but when I pulled the Reba apart to run it at 100mm, the bike did start to feel a bit floppy. This might be partially due to my small frame/long stem setup- I have a feeling that the larger size, with a shorter stem would handle the change better. Something to bear in mind if you need that extra 20mm of travel. In addition to the DeKerf-style seatstays, the Scandal sports nice reinforcing gussets under the downtube and on each of the un-bridged chainstays

But wait! Some of you will know that the Scandal isn't available as a single speed! That's right, unfortunately. When originally built, I used a SoulCraft Convert chain tensioner. Even with the Convert, the frame was going to be considerably lighter and faster than the steel Inbred it replaced, and none of the dedicated single speed frames that I looked into (save Moots') really did anything for me. The Convert was fine, but after a while, I noticed that, with my preferred 34x19 gearing, the chainstays were just barely too long. Heart in my mouth, I donned some old riding glasses and grabbed my trusty Dremel and shaved 1mm from the front of each dropout, about 1/4mm at a time. I had shortened the chain and kept shaving and trying the wheel until it was perfect, then shaved the non-drive side to match. The replaceable dropout, with it's slightly larger ale clearance, wasn't even touched. Sure- if I change gear ratios (and I have), I'll need to throw the Convert back on, but it's a 10 minute operation, tops, and it keeps things clean for 90% of my rides. By the way- don't try this at home, it's probably a bad idea.

At least in the US, the Scandal looks to be available only as a frame, so my bastard build won't affect most of you. For the curious, though, here are a few highlights:

• The RockShox Reba, while maybe a bit heavy at 4.1lb, has been a great, predictable fork. With 100psi in each chamber, good small-bump compliance isn't achieved at the expense of bigger hits, which it takes as well as an 80mm fork can be expected to. While I thought the remote lockout was a bit silly, on a single speed, having the control close at hand means that it gets used more. Not essential given the short travel, but I don't want to take it off, either...
• WTB LaserDisc Lite hubs, despite their high flanges and relatively low cost ($300/set) weigh a near-DT 410g for the set, and have proven more than strong enough to handle single speeding. They use American Classics's very clever freehub mechanism, which is nice and quiet to boot. They have an aluminum cassette body, so use a nice wide-based cog. I laced them up to some clearance 32 hole Sun ME14A road racing rims using DT's SuperComp double-butted spokes for a nice servicable 1600g wheelset. The rims might be a bit narrow for some, but they've held up very nicely, with only one minor true in a year's time.
• XTR Discs ('05 calipers, '07 levers), while not as powerful as the Formula Oros, are beautiful, low-maintenance, and have the nicest lever around. A 180mm front rotor helps out, as bigger wheels really call for bigger rotors.
• TruVativ Rouleur Carbon compact crankset- see the review elsewhere. So far, so good, and way sexier than LX...
• At $42, the 19t King Kog runs about $15 more than a comparable Surly unit and $10 more than Endless' beautiful cogs. That said, it's considerably lighter than the Surly, made in one of the most environmentally-sensitive bicycle component factories around (here in the US), and shows virtually no wear after almost a year's hammering. The broad base has also spared the WTB hub's aluminum cassette body from marring. Not cheap, but certainly built to last.
• When geared, I used a pair of 9s Shimano downtube shifters and Paul Thumbies perches. They were nice and clickety (SRAM fans should love them) and apparently bombproof, with a non-indexed friction mode for when things go horribly wrong. While the throw was a bit long for my liking, the appeal is in the simplicity, and if building a bike for the Great Divide Mountian Bike Route or touring Tibet, I'd certainly consider them. For most of us, though, modern triggers are plenty reliable and ergonomically superior. Great resale value, by the way...
  

While the Scandal is sold both in black painted (3.5lb) and black anodized (3.2lb) finishes, US distributor BTI only had painted ones on hand last December when this was ordered, so paint it was. Given the option, though, spend the extra $60 for the anodized version. In one 2.5 hour geared ride without a chainstay protector, the slapping chain did a fantastic job at removing most of the driveside chainstay paint. Not a huge deal, as bikes were meant to be ridden, but it looks pretty bad, and I've seen much older bikes look much better. The crinkle finish that manages to look so cool when new flakes off something fierce and as a result, this bike looks a fair bit older than it's 11 months.

Other niggles? Well, I only briefly ran the Scandal geared, but can't stand full cable housing. It's draggy, a pain to fit, and tends to need constant adjustment (see also Scott Scale). I know that folks in wetter climates like it, but I've always found that the ability to lube housing (with a wax-based lube such as White Lighting) stretches was much better than sealing the crud in/lube out. The headset went into the frame with alarmingly little force, but so far, there have been no problems (just watch them start now that I've mentioned it).

All in all, the Scandal has been fantastic. It's a light, responsive and above all natural-feeling frame that encourages you to push yourself without beating you up unnecessarily. From short rides with buddies to all day/night races, it has proven itself to be reliable and comfortable and willing to ride as hard as I've been able. It's a shame more shops don't carry them, as there's quite a bit to like. Besides, there's little that comes close in ride, quality, or weight for the $599 asking price.

on-one.co.uk

marc

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Beautiful Bamboo. and Flames

OK, we know that Calfee has been doing carbon-lugged bamboo frames for a few years, the look has never quite done it for us. Don't know why, but this San Patrignano comes across as a much more 'finished' product. Beautiful... There's also a mountain bike on show:

As we all know, flames make anything faster. Even a lugged steel frame, fork and stem, also from San Patrignano (follow link for pics). We're suckers for flames.

roadcyclinguk.com
velonews.com

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bikefix Exclusive Review: Cayne Uno fixie/ss

We know that fixed gears are all the rage right now with all the hip kids and their tight jeans. As much as we hate all that's trendy and cool, we really like this bike.

Cayne seems to be US distributor J&B Importers' house brand, and the Uno the first bike we've seen from them. It's a solid fixed gear/single speed road bike (not track geometry) and, at about $475, a helluva value. A functional cromoly frame, surprisingly nice (though heavy) wheelset, nice brakeset and well thought-out details set this bike apart from others on the market.

The frame and fork are, bluntly, pretty heavy. While steel is generally pretty comfortable (especially when compared to aluminum), Cayne have erred on the safe side and used a lot of it. This makes for a sturdy bike, but also a heavy-ish and somewhat harsh ride. Not bad, but not as comfortable as a nicer frame. That's probably not helped by the straight-legged fork, but it sure looks cool. Another thing that looks cool (or odd, depending on who you ask) is the dropouts. Whoever built this bike must also make BMX bikes, as it looks like these came right off a mid-range kids' bike (see picture). You could even run pegs, if you were so inclined. They do, however, provide plenty of area to weld the stays to and simple mitering, so we like them. The stickers are not clear coated and come right off (as ours' did).

The Formula flip-flop hubs and Alex DC-19 rims are available as a machine-built wheelset at our local bike shop for about $200 and seem pretty sturdy. While our rear came with a bit of a hop, we couldn't true it out and have been riding it as-is. Over a year later, we haven't touched the wheels at all- they're as straight as they were when new, which is about all you can ask for, especially at the price. We pulled the stock Hutchinson Flash wire bead tire off of the rear when new, in favor of a (very) puncture-resistant Maxxis Re-Fuse, thinking that the rear would see more abuse and glass. Sure enough, our only road flat in that time was the front flash. It's been fine, but for commuting, something with a bit of a belt might not be a bad idea.

We left the stock Tektro dual-pivot brakes and levers on the bike, and they've been fine. If you're too macho for brakes, though, the rear brake cable runs on the sort of bosses usually reserved for mountain bike disc brakes- a zip tie holds the cable in place and the bosses are all but invisible when the cable is removed. Other things we did change, though. Here's a list, along with justifications:

• The stock BB is w-a-y too wide. It requires the chainring to be mounted inboard of the crank tabs and looks stupid. Luckily, we had an old WTB square-taper BB in the parts bin, and now the cranks are closer together and the chainring (110mm BCD, 46t) is on the outside where it belongs.
• The stock pedals, though all metal with metal toe clips, are fairly cheap. We ran Crank Brother Eggbeaters, but they began to sound awful on a friend's beater after a couple of rides.
• The stock 46:18 gearing is a bit low, and we threw a reasonably-priced Surly 16t cog on.
• The standard-sized stock bar and (very cool looking) stem were annoyingly flexy. Luckily, the shop had a Felt OEM 31.8 stem and wide carbon-wrapped-aluminum (only carbon wrapped for about 6 inches) bar in the take-off pile. They look cool and got rid of that flex quick.
• The 56cm top tube was just a shade short, but the 59 just too big, so a cheap offset-clamp Kalloy seatpost replaced the stock zero-offset model.
• We had a well-worn Flite Trans Am saddle lying around, and while the OEM saddle was nice enough, this was nicer.
• Blue chainring bolts look cool
• Blue bar Fi'zi:k bar tape, while not as comfortable as the stock tape (it went on another bike in a pre-ride emergency