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...
Showing posts with label Suspension. Show all posts
Showing posts with label Suspension. Show all posts
25 May 2008
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...
22 May 2008
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.
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.
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
21 April 2008
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
16 April 2008
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
26 March 2008
RockShox Revelation: We're not the only ones...
Recently, Charlie asked me if I still liked the RockShox Revelation that I've had on test since last fall. For the first time in a while, I had to stop and think about it. For the first time since the Marzocchi XC700 SL was working properly, I wasn't constantly cursing and/or fiddling with a fork. Sure, I hadn't been riding my 'trail' bike as much since the higher trails around Albuquerque got snowy, but they're dry again the Maverick is getting taken out more and more.Over the past year, Pace's RC40 Fighter was good on both small and large bumps but a bit too flaky. Neither the XC700 or TALAS could match the Mav's small bump compliance, leaving the front end of the bike feeling harsh and (occasionally) overwhelmed when paired with the competent and controlled rear suspension.
Why is it, then, that we never see them around? Sure, Fox has the name, but has Rock Shox fallen that far? Maybe it's just it be the low-key color and graphics and the fact that it goes about doing a very good job without drawing attention to itself. BikeRadar (which pulls its reviews from several UK print magazines) call the Revelation "stiff, smooth, simple to use and very reliable. Our trail fork winner." I'm not the only one then. Stay tuned for a full review in a couple of months.
marc
19 February 2008
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
04 February 2008
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
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
18 January 2008
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
04 January 2008
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
29 December 2007
Magura go back to the future
BIKE magazine are reporting on Magura's new 'bellows-type' air shock, which relies on air (not oil) for damping as well as the spring. This idea is not new- it's used on a number of cars but is most commonly seen in those rubber pillow-looking things in the suspension of 18-wheelers. The concept has been in hibernation, though, since Crosstrac's Sonoma disappeared sometime in the mid-1990s.
The Sonoma used a Pierelli air bladder unit in combination with it's own fork for a surprisingly modern-looking 4in (front & rear) travel bike. Pretty cool, eh? Judging by the lack of photos of the original shock, it may not have been all that. I don't believe that the onZa H.O. forged titanium cranks (also pictured) ever saw production, though. Production for the Magura version isn't expected until mid-summer.bikemag.com
bikemagic.com
retrobike.co.uk
firstflightbikes.com
10 December 2007
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
29 November 2007
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
19 November 2007
bikefix First Impressions: RockShox Revelation 426 Air U-Turn
Seeing as the Marzocchi XC700SL is off at Marzocchi getting it's innards replaced, we figured that it was time to see if there was anything to the positive noises that we've been hearing about RockShox's latest generation of forks. I, for one, have been impressed with the Reba Race on my 29er (not that there were many choices when it was built), as it felt responsive on smaller bumps without bottoming put over bigger stuff. Not having ridden anything else from RockShox since an '03 Psylo Team (which was good, save for my 140lb ass inexplicably breaking springs), I figured it was time to give them another look.Weighing in at a reasonable (for the travel) 4 pounds even (plus the optional remote lockout) and sporting 100-130mm of travel, the Revelation is up against Fox's TALAS (I disliked) and Vanilla (Charlie likes), Marzocchi's XC Retro 700 and Manitou's Minute series, among others. Made in Taiwan, by SRAM (the people who brought you plastic), RockShox don't seem to have the cachet of other brands. It's a shame, though, as there are a lot of neat things going on here, which we'll get into during a midterm or final review.
We figured that, with adjustable positive and negative air chambers, that the Revelation would be very tunable, with the ability to go from a linear to progressive spring curve to suit rider weight and style. Right out of the box, with 80psi in each the top and bottom air chambers, the Revelation feels miles better than the TALAS over small bumps (and just as plush) and a bit better than the XC700 on small bumps and a fair bit better fast, rough stuff. We've only spent about 6 or 7 hours riding it so far, but provided that the seals break in and everything else keeps working, we could have a winner on our hands...
rockshox.com
marc
09 November 2007
Again?
The Marzocchi is winding down again... Thank goodness for zip ties. Spoke with Marzocchi after today's ride, and they were anything but surprised. The ATA wind-down mechanism has been extensively reworked since our Generation 1 fork was released and they've invited ours back for some new parts. Still, it's no fun paying $630 to be a beta tester. Thankfully, a Revelation should be on the way, so we'll have something to compare the reworked fork to. We really want to like this fork, but it's becoming difficult...05 November 2007
bikefix Exclusive Review: 2007 Maverick ML8
I am a long-time Maverick fan so I jumped at a chance to review the ML8. I have owned an ML8 for over 2 years now and it has been ridden hundreds of miles on terrain from
[Hard, or type 3, anodization is an electrochemical process in which the outer .001-.002in of an aluminum part is converted to .002-.004in of alumina, a very hard and durable ceramic material (which can also hold off up to 1,500 volts of electricity). We've seen it on a handful of bike parts and it holds up amazingly well... marc] 
The ML8 has 165mm [6.5in] of rear travel which I have paired with 160mm Manitou Platinum Intrinsic Nixon. Maverick doesn’t like categories so it hasn’t been pegged as an all-mountain bike or a long travel trail bike, but it fits firmly in there somewhere. The frame weighs in at about 7 lbs, and my ML8 built up around 28 lbs. You could get it lighter but you would lose some of the functionality that the strong 6.5 inch travel frame gives you. That would be a mistake because this is a truly remarkable bike. I use it as a trail bike for especially brutal trails – with no regard to how much climbing I’m going to do. The kind of trail where the downhill makes you nervous, the rock gardens are unending, and your sit bone gets sore just thinking about the ride. I don’t know what kind of limits it has when it comes to drops and ledges, but it far outstrips my ability and should be able to handle years of hits from 3-4 foot drops (my opinion).
I will mention that the Maverick is sensitive to what components you build it with – particularly the fork and front dérailleur/shifter. Spend some time with an experienced Maverick retailer (or rider) to really figure out what will work best for you, given your riding style and trail preferences. If I was going to fault the ML8 for anything it would be the front shifting. It can be tough to get perfect and can de-tune itself rather quickly. A good mechanic can make this become almost a non-issue. The ML8 can chew-up rear cable housing kind of quickly, however some brands of housing seem to last about the normal amount of time.
It has been said that the ML8 is the best single bike for riding both uphill and downhill. I absolutely agree. There are some good arguments for a select few other bikes out there, most of which I have ridden and like very much. Foremost among them would be the Santa Cruz Nomad. Like many VPP designs, however, it doesn't seem quite as small-bump sensitive as the Maverick. Also, its standover height is a bit tall, and it's heavier than the ML8. For my money, then, it would have to be the ML8.
Hard Anodized ML8: $2500
Anodized (not hard) Green: $2350
maverickbike.com
charlie
bikefix Exclusive Review: 2008 Fox 32 Vanilla RLC
The 32 Vanilla RLC is the coil spring version of the Float RLC. It has 140mm of travel [fixed], uses a standard quick-release, and weighs roughly 4.4 pounds. I bought the 32 Vanilla RLC to match with a Maverick ML 7/5 frame which I have been riding for a good while. It replaced a Pace fork which I loved the feel of, but could not keep out of the repair stand. When looking around, I decided I wanted a reliable fork, and the Vanilla series has always had a reputation for being bomb-proof. I have owned some Fox forks in the past, and the compression damping has always seemed too high (even on the lowest setting). To be fair, I have a personal preference for fast moving squishy forks, and I realize that many people like their forks more heavily damped. I hoped that the Vanilla would not share this trait with its air sprung brethren and, although it is more to my liking, it still seems over-damped. However this gives it good performance over medium to large bumps with travel that is progressive and controlled. Small bump performance suffers a little– especially uphill when the fork has even less weight on it, but this is a totally acceptable trade-off for the medium and big hit performance.
There was no noticeable stiction, although I probably wouldn’t notice unless it was quite bad. The RLC has external rebound damping and low-speed compression damping adjustment, a manual lockout and blow-off valve adjustment (for the lockout). They all work well and are easy to turn with your hand. My only real complaint with this fork (and many others) is that there is no mid-to-high speed compression damping adjustment. It seems that Fox has decided to set the high-speed compression damping at the factory, and we can’t change it. This is true of the whole Fox 32 range and is a pet-peeve of mine. That being said, the factory setting is a very good all-around setting for most people.
I have come to really like this fork though. For the Maverick geometry, I found I needed to switch to a lighter spring than recommended for my weight, and this was just the ticket to make it work well for me. It tracks as well as any fork I have ridden, and is very predictable in its travel. I have ridden in the foulest weather and in the scorching heat and it has had zero problems.
The 32 Vanilla RLC retails for about $499, while the 32 Vanilla R (no lockout or external compression damping adjustment) runs $419
charlie
charlie
29 October 2007
bikefix Review update: 2007 Marzocchi XC Retro SL 700
Thanks ridemonkey!
To fix the issue with the travel winding down: 1. Loosen the top cap on the ATA side. 2. Tighten the two set screws in the middle of the threads on either side of the top cap til you have nice firm detents (1 turn each tops). 3. Thread the top cap back in. DONE
OK. Now that that's sorted (we had to do it twice actually- you might want to use Loctite the first time), its back to riding our 3.6lb, 5in travel fork- without having to zip tie the travel adjuster in place. So far, not much has changed... Very plush on slow-speed and moderately-sized impacts, but overwhelmed a bit on the faster stuff, though no worse than anything else we've ridden lately. We took a field trip up to ride Santa Fe's fantastic Windsor Trail on a beautiful fall Friday, and the fork did well. The weight was nice when climbing for two hours, and the fork was well-behaved and predictable on the 45 minute descent. The 130mm of travel were nice when poor line choices were made, but the bike never felt too big or wallowy.
Going forward, we may decrease pressure in the top spring and increase the bottom spring for a bit to see if the small-bumps can be handled better without causing it to sit half way into its travel. At almost 1 year old, the XC Retro's white paint is showing some signs of wear, but that may be as much a function of the color as anything else. Those pimp chrome stantions aren't showing any signs of wear, and the crown paint is holding up well to cable rub as well. We'll keep you posted...
marc
OK. Now that that's sorted (we had to do it twice actually- you might want to use Loctite the first time), its back to riding our 3.6lb, 5in travel fork- without having to zip tie the travel adjuster in place. So far, not much has changed... Very plush on slow-speed and moderately-sized impacts, but overwhelmed a bit on the faster stuff, though no worse than anything else we've ridden lately. We took a field trip up to ride Santa Fe's fantastic Windsor Trail on a beautiful fall Friday, and the fork did well. The weight was nice when climbing for two hours, and the fork was well-behaved and predictable on the 45 minute descent. The 130mm of travel were nice when poor line choices were made, but the bike never felt too big or wallowy.
Going forward, we may decrease pressure in the top spring and increase the bottom spring for a bit to see if the small-bumps can be handled better without causing it to sit half way into its travel. At almost 1 year old, the XC Retro's white paint is showing some signs of wear, but that may be as much a function of the color as anything else. Those pimp chrome stantions aren't showing any signs of wear, and the crown paint is holding up well to cable rub as well. We'll keep you posted...
marc
bikefix Review update: 2008 Fox 32 TALAS RLC
After talking with a number of folks here & there, checking out the competition, seeing what they were going for on ebay, we've decided not to bother with the 5W oil Fox Talas experiment we mentioned in the Midterm Review. As interesting as it would be to try to salvage it, there are just too many other forks to try. One of which, we hope, will work well out of the box. Besides, ours was still in very good, salable shape. Charlie is working on a 2008 Fox 32 VAN RLC review as we speak, so there may be hope for Fox yet. He's been making positive noises so far. Our hopes were high for the new 32 TALAS, but our opinion is still that their best features are the 3-position travel adjust and, of course, their fantastic resale value.
A RockShox Revelation, on the other hand, could be interesting...
marc
07 October 2007
bikefix midterm Review: Marzocchi XC Retro SL 700
The Marzocchi XC Retro SL 700 is an odd duck. Not only because of the long and unwieldy model name, but because it defies easy catagorization. Weighing in at 3.5-3.6lb, its on par with Rock Shox's Reba and Fox's F100 series. With adjustable travel from 90-130mm, its closer to those companies' Revelation and TALAS models. As a result, its a bit heavier than a full-on XC 'race' fork without being as heavy or stiff as what's being called an 'all mountain' or 'trail' fork.
Available only in white (boo!) with naff faux-carbon decals (ugh), this fork also has, oddly enough, optional v-brake bosses, and a somewhat functional hose-management system (we still had to use one zip tie to prevent the hose rubbing on the front tire). The stantions are nickel-plated and quite shiny, though they don't quite match our polished Formula Oro Bianco brakes. Marzocchi have done away with their tiny valve adaptor in favor of nice, standard Schrader valves. There isn't a ton of tire clearance, but 2.2s and 2.3s fit just fine.
We've been riding this fork on and off since last November, when they landed in the US. To be honest, after being very happy with 2004 and 2006 Marathon SLs (this fork's predecessor), in their 120mm versions, we were pretty disappointed right off the back. In place of the Marathon's adjustable positive and negative air springs were two positive air chambers. The adjustable negative springs allowed us to set up the Marathons to work very well over small bumps yet remain progressive enough to prevent bottoming. The XC700SL (for short) instead uses what is effectively a two-stage positive spring. In theory, this would allow good small-bump sensitivity (through low air pressures) for the first third or so of travel and bottom-out resistance from higher pressures in through the remainder of the stroke. Thanks to awful rider weight-based recommendations in the manual (far too high), it took a lot of experimenting to get right and, once set correctly, stiff seals throughout meant that the transition between springs could be felt while riding. Small bump sensitivity was nowhere near where it was with the Marathons, which was a huge disappointment.
But what was good? The ATA travel adjuster, while nowhere near as nice as Fox's TALAS adjuster was easy enough to use, thanks in part to the flip-up 'wings' on the adjuster knob (right)- easy to use with gloves and no sharp edges at all. Can't complain there. While a bit harder to grasp and turn, the 5-position TST compression damping adjustment (full open to lock out) worked well. We liked it full open most of the time, but racers and bob-o-phobes would likely have liked one click in. The lockout worked well, with only the audible gasp of a blowoff valve reminding you that you really should have turned it off if you were going to be doing any drops.
The fork felt good, then, on isolated bumps. Really nice, that is, until it found itself in a rock garden, at which point it became overwhelmed and stopped working. This was odd and very, very bad. Furthermore, on occasional high-speed (25mph+) hits, it would suddenly blow through its travel, almost like a massive blowoff valve had opened. All of it. It didn't happen often, but it sure was scary when it did. So, a Pace was ordered up and back to Marzocchi it went under warranty.
The fork came back in about a week (very good), but as there were Paces and Fox's to try, it sat for a while before being ridden again. Marzocchi had updated the internals to whatever was 'current' mid-summer (it sounds like there have been a few running changes) and the fork felt immediately better.
At full travel, the XC700SL is visibly flexy fore and aft, though we didn't feel it much except under hard braking. at 110-120mm or so, though, it seemed both stiffer and to work better on small bumps, so we took to winding it all the way out and then back in a turn or two, which made for a nice match with the 130mm of travel on the Maverick ML7/5 and Durance it was tested on. In fact, it made for a nice match to the bike overall. As far as air pressures go, Marzocchi have revised recommendations on their website, and we settled on 70psi and 100psi (top and bottom). We were able to use all of the travel without it being too dive-y or the transition between springs apparent. While not as plush over small stuff as the Marathons, it was far better than the 08 Fox TALAS, and almost as good as the coil-sprung Pace RC40 Fighter. Bigger riders may be bothered by a a bit of flexiness, but it is 1/2lb lighter than the longer-travel competition, so that's to be expected.
That was the review until the other day, when we noticed that the fork was winding down into its travel while riding. Its a bit disconcerting to get to the bottom of a descent and find your handlebars an inch or so lower than you expected and your bikes handling that much twitchier. Ready to send the fork back, we did a quick internet search and found a 3-minute fix. Using a cassette lock ring tool to remove the ATA (travel-adjustable air spring) cartridge, turn the ATA knob to a position between detents, and tighten the two set screws near the top of the cartridge almost to stopping. This increases pressure on the detents and reduces self-winding. Or so we thought. While the next ride saw far less shrinkage than previously, it would wind in a notch or two on rough descents. We'll keep an eye on it, call Marzocchi, and let you know.
While it seems like an odd fork, we'd consider it an aggressive XC fork- perfect for one of the new 5in (or so) travel XC frames on the market (Ibis Mojo, Ellsworth Epiphany, Blur LT, etc). Something that's at home for technical XC riding as well as the odd race or lift-supported day out. We were thrilled with the fork after it came back from its initial service, but the winding down is a problem. Which is a shame, because this is one of the only new forks we've ridden in the past year that we really liked. Given the terrible MTBR reviews, you should be able to pick one up cheap, though.
For 2008, it looks as though the XC700SL has been extensively reworked (including a new casting), which may well help things. They look to be available already. If they've addressed the flexiness and self-winding, we'd love to get our hands on one...
marc