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Added a comment about feature Sneak Peek: 2015 DVO Topaz Air Shock 9/23/2014 2:16 AM
C50

Brysonbryson is there a noticeable difference in performance when using a ribbed reservoir or is it more of a cosmetic feature?

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This feature has 17 comments.

Liked a comment on the item Sneak Peek: 2015 DVO Topaz Air Shock 9/23/2014 2:12 AM

In the past 25 years being in the suspension game I've seen thousands of different designs. It's not really regurgitated ideas, but it's also not leaps and bounds in technology either. The best thing when it comes to shock designs is to have a solid design, without gimmicky adjustments, excellent...more

Added a comment about feature Sneak Peek: 2015 DVO Topaz Air Shock 9/23/2014 2:12 AM
C50

Fox actually increased the chamber around the eyelet, which enabled them to have a normal can while still having a larger volume. With only one wall between the outside the heat transfer compared to the xv can is better.

Propedal is back? Could it be just a cheaper shock?

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Added a comment about feature Sneak Peek: 2015 DVO Topaz Air Shock 9/22/2014 5:15 PM
C50

Is it just me or does this scream Monarch Plus RC3?

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Added a comment about feature First Look: 2015 Lapierre DH 9/5/2014 4:01 PM
C50

Using the term chainstay is a bit arbitrary maybe. Look at the Wilson, it's a single pivot, yet the chainstay, as is otherwise the norm, is not actually the swingarm.

But yeah, i get the point. It's actually an interesting design, albeit a complicated one tat has way too many pivots to be practical.

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Added a comment about feature First Look: 2015 Lapierre DH 9/5/2014 3:47 PM
C50

I was under the impression that a defining feature of the VPP is the counter-rotating links. If it's just a virtual pivot point, VPP is not the only 'VPP' system out there. After all, FSR does also have a virtual pivot point

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Added a comment about feature First Look: 2015 Lapierre DH 9/5/2014 3:28 PM
C50

Is that even a VPP since all of the links, if i get the design correctly, rotate in the same direction?

Bearing play isn't noticable on any bike, as long as the bearings are okay. And to be exact, the pivot on a FSR by the axle is spaced ~150 mm apart. The problem is that the two sides aren't connected as tightly as they are down by the BB.

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Added a comment about feature First Look: 2015 Lapierre DH 9/5/2014 3:02 PM
C50

A VPP that doesn't have a one piece triangle is just impossible.

I'd say a double short link (VPP, maestro, DW link, etc.) would be less stiff than an FSR setup, since it has a pair of bearing/pivots closely together. If you have a tolerance in the order of hundreths of a mm, you get a small angle change, when loaded sideways. Even a small angle will give a lot more deflection over a long distance. And that's the thing, short link setups have a long lever from the bearing to the axle, while FSR has one of the bearings closer to the axle.

That and a single pivot/FSR setup can usually be made quite a bit shorter/more compact in the chainstay area.

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Added a comment about feature First Look: 2015 Lapierre DH 9/5/2014 3:00 PM
C50

As far as i can tell, the Zesty and Spicy models still use a 4-bar. Also, a 'triangulated 3-link' is jut that, a triangle. It doesn't move.

Personally i prefer to have a bit more eficiency in the hour+part of the ride compared to something a bit better in the 10 minute part. I'm riding around on a flexy 2008 Meta 5.5 with a completely outdated geometry (68° HA i think), but riding is still fun like hell and i'm still quite a lot faster than a lot of the guys on much newer machinery. The bikes are in most cases a lot more capable than the riders are.

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Added a comment about feature First Look: 2015 Lapierre DH 9/5/2014 10:37 AM
C50

Yet look at how many previously single pivots have gone the FSR route now that the patent has expired.

Also, i read your comment, there is no possible way for me to have a straight face and all i can say to you is 'do you want to ride my banana swingarm Commencal Meta 5.5 from 2008'? It's a linkage driven single pivot and has, like you said, 'as many contact points as an FSR'. Yet the thing flexes like it's made of bubblegum.

The pivot in itself doesn't flex that much, since thick walls are used in the part, that is either CNC'd or forged. Be it the 'dropout' itself (the bearing hole on the frame) or the link. Sure, the bearing has some clearance, it has to to move properly. But it's in the order of the hundreds of a mm, so it doesn't even jump around like it does when a bearing is shot.

You can make a single pivot stiff by triangulating it, like this Lapierre does. But every time you will go this route, you will have stiffness problems. It's quite known that Oranges for example put a lot more stress on the shock. You can always go the Kona route, which i would prefer, but once there, why not go the FSR route that opens up a whole new world of possibilities?

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Liked a comment on the item Vital RAW - World Champs Hafjell DH Practice 9/4/2014 2:14 PM

I think for world champs raws need to be extra long. Like this is one of the last glimpses of raw we'll see for awhile, we deserve extra long and extra awesome raw vids

Added a comment about feature First Look: 2015 Lapierre DH 9/4/2014 1:07 PM
C50

It's not as simple as that. You can achieve similar anti-squat characteristics to a single pivot with a 4-bar design (be it horst link, VPP or any other simmilar design, it's all the same, you still have 4 pieces rotating around) with less disadvantages, related to brake squat and pedal kickback (it could turn out that the correct position of the pivot would cause massive pedal kickback, which isn't that much of a problem on a DH bike though).

Also a 4-bar design is stiffer, since it has connecting pieces, though that can be mitigated with the use of linkage driven shocks, like in the case of Kona. But still. When it comes to all mountain bikes and the like, pedal efficiency is, in my oppinion, paramount. After all, you spend over an hour pedaling the damn thing up and blast down in 10 minutes. I'd say the benefits of less pedal bob for a bit worse bump absorbtion (though with modern shocks, geometry and 160 mm and the like of travel, is that really such a problem?) are worth a lot more.

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Added a comment about photo DMR Axe Cranks 9/4/2014 9:45 AM
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Kinda looks like Sram's system. Would be a good and smart decision to play off the wide array of parts (spiders and rings) already available for Sram cranks.

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Added a comment about photo 2015 Bulls DH 9/3/2014 8:59 AM
C138_bulls_dh

Split pivot is a single pivot. And the Wilson uses a pretty high pivot at that. As said, the brake mounting is different, but appart from that, there are some similarities. These to are definetly a lot more similar than the Bulls and a Session for example. And the Bulls isn't as extreme as the Zerode is.

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Added a comment about photo 2015 Bulls DH 9/3/2014 8:13 AM
C138_bulls_dh

Quite simmilar, though the Wilson has it's pivot quite a bit lower so Devinci can get away with the ordinary drivetrain without the idler pulley. That and the Wilson is a split pivot, which means the brake caliper isn't mounted to te swingarm (as it is here), enabling Devinci (Dave) to better tune the braking performance.

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Added a comment about photo Finally! Schwalbe's Dual Chamber Procore System Details Unveiled 8/29/2014 1:03 PM
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The pressure to move differently? What is that supposed to mean?

We are talking about hydrostatic pressure, i.e. it's acting in the same magnitude on any surface it's in contact with. Sure, air streams and currents have an affect on air pressure, but i really doubt the psi or less change in difference and the few mm that the tire squishes has any measurable effect on that.

Don't overcomplicate stuff guys

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Added a comment about photo Finally! Schwalbe's Dual Chamber Procore System Details Unveiled 8/29/2014 11:37 AM
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The pressure difference will be negligible in both cases. Sure, the inner tube will take the hit instead of the rim, that is one of the benefits of the system (besides the burp prevention). But the more valid question in my opinion would be not how to prevent burping and pinch flats, but why they are caused. Sure, you can't prevent all of them, but running pressure too low surely must be a big factor in rim damage.

I've had more or less zero problems on 2 bars on high Roller II EXO 2.4 mounted tubeless to Mavic's EX721. Notice that neither the rim nor the tyre are tubeless compatible, the holes were sealed with three layers of gorilla tape and the system, as said, gives zero problems in use (it leaks, but that's another problem).

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Added a comment about photo Finally! Schwalbe's Dual Chamber Procore System Details Unveiled 8/29/2014 8:56 AM
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You will never inflate it to 50 or 80 PSI. Even 10 PSI will be a tough cookie, as the tube will expand rather than have the pressure inside increased. Go far enough and it's gonna pop.

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Added a comment about photo Finally! Schwalbe's Dual Chamber Procore System Details Unveiled 8/29/2014 8:54 AM
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There are some valid points in your post. But on the other hand i really doubt it you thought it through.

Yes, the volume of the low pressure part is reduced. But so is going from a 2.4 to a 2.2 tyre. I'd be interested to know how the low pressure volumes of a pure tubeless Maxxis 2.4, pure tubeless Maxxis 2.3 and a procored Maxxis 2.4 compare to one another. I wouldn't be surprised if the procore and 2.3 setups are quite similar (i used Maxxis here since they are, to my knowledge off the top of my head, the only manufacturer with such close spacing between sizes). That takes care of a part of the raised pressure argument.

Sure, the tyre squishes. Sure, the cross section under the squish lowers. And the pressure must then get raised. Basic thermodynamics. But in order to go from 14 to 28 PSI, you need to halve the volume of a tyre. In no case possible does bottoming out the tyre on the rim halve it's volume. It halves and then some the cross section in contact with the ground, but only what, 10° part of the whole circumference is in contact with the ground. That in itself is FAR from enough to double the pressure.

You'd see a much larger increase in pressure if you put 18 psi at 0°C in the tyre and left it until summer, where you'd put it out in the sun in 40°C weather. In that case starting out with 14 psi you'd get to 16 psi, if we take into account ideal (impossible) thermodynamic conditions and a pure gas (which air is not). (the ratio between starting and ending pressure is the same to the ratio of the starting and ending temperatures, but you need to use the absolute scale, so 313 and 273 K as opposed to 40 and 0 °C. No idea how that translates to the imperial measuring systems and equations for all you americans out there though. Couldn't care less about that to be completely honest).

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Added a comment about photo Finally! Schwalbe's Dual Chamber Procore System Details Unveiled 8/29/2014 5:03 AM
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I really don't get this push to low pressures. I ride at 2 bar (29 PSI) on an EXO 2.4 High Roller II (i'm 75 kg and i ride AM, so i could go lower without much a problem) run ghetto tubeless. I jumped on the bike after a while today and the rear was at about 1 bar(14,5PSI), since it's leaking (ghetto FTW and all) and it was waaaaaay too soft on asphalt. Run normal tubeless, run sensible pressures and you're okay. Appart from my setup leaking all the time (the front was at ~1,5 bar after two weeks, which isn't that bad, the rear is really bad) i've had ZERO problems with it, even forgetting to pump it up from time to time (and riding at liek 1,5 bar in the rear). No burps, no flats, nothing. I wonder what the sealant is like after almost two years being set up

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