Added a product review for 2014 Specialized Camber EVO 29 3/10/2014 12:17 PM
Reviewed by Jess Pedersen and John Hauer // Photos by Shawn Spomer and Lear Miller
In a time when bikes with 150mm of travel or more seem to get all the attention, Specialized’s 110-120mm Camber dishes up a short-travel option that is more capable than the numbers typically indicate. The model has been around for a while, but for 2014 it gets a number of upgrades and refinements. New for this year Specialized has also introduced both a new carbon and an EVO version. We had the opportunity to try out the very reasonably priced Camber EVO 29 during the 2014 Vital MTB Test Sessions.
Camber EVO 29 Highlights
- M5 hydroformed alloy frame
- 29-inch wheels
- 4.7-inches (120mm) rear wheel travel
- Tapered head tube
- 68.8-degree head angle
- 73.3-degree seat tube angle (size Large)
- 13-inch (330mm) bottom bracket
- 17.8-inch (451mm) chainstay length
- PF30 bottom bracket
- 142+ rear hub spacing with 12mm thru-axle
- Measured weight (size Large, no pedals): 29-pounds 4-ounces (13.27kg)
- $3,000 MSRP
If you’re familiar with the Camber 29 from 2013, then you will immediately notice that Specialized improved on their design. The tube sets are noticeably slimmer, and the package is altogether smoother than the previous iteration. A new concentric seatstay/shock pivot adds a considerable amount of stiffness to the rear end. The geometry has also been tweaked to yield a more playful and snappy feel.
The bike is available in two model types - the standard Camber and the Camber EVO. Just like the Stumpjumper FSR EVO, the “EVO” designation indicates that the model has been tweaked and tuned for those who ride more aggressively. Compared to the standard Camber, the Camber EVO loses 5mm of bottom bracket height (335 to 330mm), gets 1.2-degrees slacker (70 to 68.8-degree head angle), and gains 10mm of travel (110 to 120mm). Beyond the geo adjustments, Specialized also specs the EVO editions with 30mm wider handlebars (720 to 750mm) and a wider rear tire (2.1 to 2.3-inches).
All Camber models feature an AUTOSAG FOX CTD rear shock, which conveniently and quickly sets the proper sag and air pressure. Setup is easy to do - simply pump the shock up to a psi higher than needed, then push the red colored transfer port valve while sitting on the saddle to release excess air pressure. This equalizes the positive and negative chambers and achieves the correct sag.
The bike uses the tried and true FSR suspension system. Also known as a "Horst Link" design, FSR suspension is a four-bar linkage claimed to effectively isolate chain torque and brake loads. Full-cartridge bearing pivots throughout keep things running smoothly. Shock positioning is great, allowing easy access to the adjustment levers while staying out of harms way and leaving room for a water bottle cage. We're not huge fans of the proprietary link used to mount the shock, though, as it limits your ability to quickly swap shocks. [Note: Specialized stated that the use of the shock extension allows their bikes to have an uninterrupted seat tube, makes for a stiffer linkage/chassis due to the square rear interface (as opposed to round), short links, and concentric pivots. The AUTOSAG shocks are also only available in this configuration.]
Another point that we're not particularly fond of is the cable routing. Cables follow the underside of the downtube and bottom bracket on the aluminum models, presenting an opportunity for damage from stray rocks. Internal routing is available for a dropper post if you choose to add one. Carbon Cambers now have internal routing throughout.
Other frame details include a tapered head tube, PF30 bottom bracket, and a little “Dangler” chain guide which is simple, light and effective. The rear end uses a 142+ hub said to provide additional wheel stiffness over a traditional 142mm hub design. If you'd like, it's still possible run a standard 142mm rear hub. Mud clearance is adequate with ~1cm of room with the stock 2.3-inch Specialized tire.
The Camber EVO 29 starts at just $3,000 for the base model with a M5 alloy frame. There’s also a $6,000 Camber Expert Carbon EVO 29 with a carbon frame, internal routing, upgraded parts spec and Specialized’s integrated Storage, Water, Air, Tools (SWAT) system.
On The Trail
To put the Camber EVO 29 through its paces we headed out to the Black Canyon Trail about an hour south of Sedona, Arizona. We rode two sections of the 78-mile trail that had a good variety of technical rocky bits, high-speed corners, dozens of short punchy climbs, and a few very fast, aggressive descents.
With the stock 65mm stem and 750mm wide handlebar installed, the 617mm top tube and 432mm reach was slightly long for us at 6-feet tall. Shortening the stem to 50mm would have balanced our body position slightly better and given the steering characteristics we’re accustomed to, but we decided to keep the stock stem to get a true feeling of what customers will experience when buying this bike off the showroom floor. We felt right at home pretty quickly. The one change we did make was to install a dropper seatpost.
For a 120mm aggressive 29-inch trail bike the Camber EVO’s geometry felt close to spot on. It wasn’t as low and slack as we normally prefer, but it still handled the steep and high speed sections quite well. For everything else (climbing, cornering, and getting over/around obstacles) the geometry was great. While the 451mm chain stays are 21mm longer than the Enduro 29, with a shorter travel bike it’s nice to have some added stability built into the frame when the speeds get high. Despite being longer than the Enduro 29 they are still reasonably sized within the 29-inch trail bike spectrum. The bike is very agile in all but the tightest of turns and it’s easy to pick the front end up when needed. On tight switchbacks, just enter a little wide to avoid the front wheel pushing.
Although we didn’t ride the steepest trails they were still quite rough and technical in spots. We never experienced any hesitation while riding into unknown terrain and had faith in the bike’s abilities. The bike is playful, responsive, and precise yet stable at the same time. It changed lines on command without hesitation. We wouldn’t recommend doing technical park laps on the Camber, but for everyday trail riding it would be tough for us to find many sections of trail that completely overwhelm it. The bike is surprisingly capable. Having said that, if the trails you ride on a daily basis are very steep and rocky but you still prefer a shorter travel bike, consider the Stumpjumper EVO where a few extra millimeters of travel will inspire even more confidence.
The Camber's suspension performance is competitive with bikes costing much more. FOX's CTD Evolution shock featuring Specialized’s proprietary AUTOSAG technology had a light and lively feel off the top that helped keep traction and handle the small bumps superbly. The suspension is very smooth and stiction free. We were also impressed with the progressiveness of the spring curve and mid-stroke compression support. For having just 120mm to work with, it could handle bigger hits smoothly and maintained its composure well. This helped the bike stay on track and kept the shock away from the bottom of its travel patiently waiting for the next trail feature. Square edges and chatter were the only bump types that seemed average.
More of a surprise to us was the performance of the RockShox Reba RL 29 fork. Being a budget model, we were initially concerned that it would lack the damping and stiffness we prefer in our forks, but we’re glad to put that concern to rest. It was supple off the top, didn’t blow through its travel and had a nice progressive ramp as it got closer to bottom. If we really wanted to ride this bike aggressively we might opt for the 120mm RockShox Pike that comes standard on the Camber Expert Carbon EVO, but the Reba had no trouble keeping up on the rocky Arizona trails.
We’d be lying if we called the all aluminum bike “light,” but you would be hard pressed to find another trail bike that’s close to its 29.25-pounds at the same price point. The bike pedaled well and never felt sluggish when climbing. Combined with some pretty fast rolling tires, it has a lighter feel than the scale registers.
Specialized uses a custom bottom bracket/crank setup from SRAM with a PF30 spindle. Jamming through rock gardens or stomping on the pedals out of corners you definitely notice the added stiffness in the center of the bike. Camber EVO owners are not going to be afraid to line up next to their buddies for a sprint. The power you put down goes straight into the trail, and the bike sprints very well with little to no noticeable bob.
Compared to the standard Camber, the EVO’s climbing position is a hair more relaxed as the effective seat angle sits back from 74.5 to 73.3-degrees. Even so, body position is still good for ascents and is plenty comfortable for long days in the saddle. The bike is efficient and the 2.3-inch tires help to keep traction when things get rough or loose. Some riders may want to swap out the rear tire for something that rolls a bit faster, but the bike has no struggles climbing and the extra meat is nice for more fun on the way back down.
We’d argue that spec’ing a bike costing $3,000 is harder than one costing $10,000, simply because this is where real value and performance comes into play. With that in mind, let’s see what Specialized came up with.
Things start off nicely with a dialed set of tires, which are key to the overall handling of the bike. The 2.3-inch 2Bliss ready Specialized Butcher Control in the front and Purgatory Control in the rear are worthy of just about anything you can throw at them. Our trail conditions were loose and had a ton of sketchy marble sized rocks, but the bike felt stable and hooked up the entire ride. Specialized was wise to put some real knobs up front and the faster rolling tire in the rear, a combo offering traction where it is needed while keeping the overall rolling resistance reasonable.
Wheels are something that you really only notice if there is something negative happening, and luckily they didn't have any issues. On a budget-minded bike they are not going to be the lightest, but the Roval wheels were stiff enough, the tires worked well on them, and the engagement of the rear hub was good. Both hubs use sealed cartridge bearings to improve durability.
Formula’s C1 brakes had issues from the start, and were our main complaint about the build. The lever clamps are quite wide, dictating shifter/brake lever spacing in a way that may not be comfortable for everyone. On the trail they would struggle on long descents, and the rear brake made very loud vibration noises. Combined with a 203mm front and 180mm rear rotor they offered decent stopping power when you really pulled the lever, but they lacked modulation.
SRAM’s 2X drivetrain worked well. It was not overly noisy and we didn’t drop any chains, likely aided by the Dangler guide and the Type 2 clutch mechanism. The 36/22 chainring combo offers plenty of range for any level of mountain biker and most will appreciate the granny ring when the trail gets steep.
The first upgrade we’d recommend any EVO rider makes is a dropper post. A stem swap is also recommended for truly aggressive riders preferring that short cockpit feel.
Long Term Durability
Beyond the brakes, nothing stood out to us as something that could develop into future issues. This bike should be in it for the long haul. Specialized backs the main frame with a lifetime warranty, the chain/seat stays with a five year warranty, and everything suspension related for one year.
What's The Bottom Line?
The Specialized Camber EVO 29 absolutely rips. This do-it-all 29er trail bike excels on fast, flowy, jumpy terrain but doesn’t back down when things get rough. The efficiency of the bike makes it a very quick ride, and the range of trail types it can cover is about as wide as it gets for a short-travel trail bike. The aluminum Camber EVO 29 is a great all-around performer, and when you add the $3,000 price into the equation the bike’s value really shows through. Even though it was the most affordable of all 25 bikes in our 2014 Test Sessions lineup, the overall performance outclassed many of the more expensive options.
Visit www.specialized.com for more details.
About The Reviewers
Jess Pedersen - Jess is one of those guys that can hop on a bike after a snowy winter and instantly kill it. He's deceptively quick, smooth, and always has good style. He's also known to tinker with bikes 'til they're perfect, creating custom additions and fixes along the way. Maybe it's that engineering background...
John Hauer - In 13 years of riding, John has done it all and done it well. Downhill, 4X, Enduro, XC, cyclocross... you name it. He spent 7 years as the head test rider for a major suspension company, averages 15-20 hours of saddle time per week, and is extremely picky when it comes to a bike's performance. And yeah, he freakin’ loves Strava.
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Added a product review for 2014 GT Sensor Carbon Pro 3/7/2014 3:13 PM
Reviewed by Evan Turpen, Steve Wentz and Brandon Turman // Photos by Shawn Spomer and Lear Miller
With 130mm of travel and a very unique suspension design, the all-new GT Sensor aims to tackle the trail market and is Hans Rey's go to ride. Everything from the headtube to the dropouts has been re-worked from the Sensor of old. Gone is the high bottom bracket and short top tube, in is more modern geometry, 27.5-inch wheels, and a roomy cockpit. Curious to see how the changes impact the ride, we pounded out several miles aboard the Sensor Carbon Pro during the 2014 Vital MTB Test Sessions.
Sensor Carbon Pro Highlights
- Carbon frame
- 27.5-inch wheels
- 5.1-inches (130mm) rear wheel travel
- Angle Optimized Suspension system
- Tapered headtube
- 68.5-degree head angle
- 73.5-degree seat tube angle
- 13.2-inch (335mm) bottom bracket height
- 17.3-inch (440mm) chainstay length
- Threaded bottom bracket
- 142mm x 12mm thru-axle
- Measured weight (size Medium, no pedals): 27-pounds 8-ounces (12.47kg)
- $7,050 MSRP
The 2014 Sensor was in development for over two and half years. During that time they took a long hard look at their I-Drive suspension design, bringing linkage mastermind Peter Denk into the picture. The redesigned Sensor uses a new “Angle Optimized Independent Drivetrain Suspension" system (AOS), which maintains the high pivot point while making the rear end lighter and stiffer than before. According to GT, the overall effect is a more responsive bike with better pedaling characteristics and limited chain growth.
They key to AOS is the grey colored Path Link, which connects the shock mount to the chain stays with the bottom bracket in-between. Similar to the previous I-Drive iteration, the bottom bracket is removed from the front triangle. GT wanted to keep the benefits of I-Drive (high pivot location and wheel path), but make it simpler with a lower center of gravity. When the suspension compresses, the bottom bracket moves backward to control chain growth, one of the main drawbacks of high pivot systems. The design has a relatively high leverage rate (2.75-2.95) that is generally regressive through the stroke.
There’s a lot going on down low on the GT, but the carbon frame has smooth lines and a clean appearance. The massive seatstays and connector bridge behind the main pivot pretty clearly show that rear end stiffness was a priority. It might be bulky to some, but the frame looks like it’ll handle anything. Even with the oversized portions of the frame the bike comes in at a respectable weight of 27.5-pounds. A full axle at the main pivot and double bearings at the dropouts also help with lateral stiffness.
Frame details that jump out at us include secure bolt-on cable guides on the underside of the downtube (a potential negative for some), post mount disc brake tabs with replaceable threaded inserts, a bottle mount inside the front triangle, direct mount from derailleur, and the relatively new Shimano direct mount rear derailleur hanger. Mud clearance is excellent, so no worries there. Unfortunately there are no ISCG mounting tabs for those looking for an easy chain management solution. The frame does use a threaded bottom bracket so a guide can still be sandwiched against the frame. There’s also a nifty built-in sag meter making suspension setup easier by indicating roughly 25-30% sag at a glance. Even so, you’ll likely need a helper because the meter is difficult to see while sitting on the saddle.
The Sensor is available in both carbon and aluminum versions, with price points falling at $2,820 (Sensor Elite), $3,800 (Sensor Expert), $4,880 (Carbon Expert), $7,050 (Carbon Pro, tested), and $9,220 (Carbon Team).
On The Trail
Due to a random spell of poor weather in Sedona, Arizona, we headed an hour south to the 78-mile long Black Canyon Trail. First we rode North from the Bumble Bee trailhead which offered a mix of rolling hills, intermediate technical bits, loads of rock, a few good climbs and a very fast, aggressive descent. Next we headed South from the main Black Canyon City trailhead. This segment starts with a fast, flowy descent littered with sniper rocks before heading up and over a big ridge and dropping into miles of swoopy, smooth singletrack. A few days later we were able to try the bike out in Sedona. Looking to put it through a more challenging test, we chose to hit up Slim Shady, Hi-Line and Ridge trails - all of which are highlighted by steep chutes, large rock slabs, big g-outs and occasional loose rock.
The stock 740mm bars have a good feel and are of adequate width for most riders on a lighter duty trail bike. We chose to swap the stock 80mm stem with a 50mm for better downhill performance. While GT claims the bar/stem combo offers a “stable” ride, an 80mm stem is anything but stable in our experience. Following the swap, the 601mm top tube feels average for a size Medium (neither short or long) and overall rider position is very centered. Our testers ranged from 5’8” to 5’’10” and trusted the fit pretty quickly. While reach measurements aren't published by GT (nudge nudge), it does offer a sufficient reach for most “trail” use. Even though it’s noticeably longer than the previous Sensor, those who prefer a lengthy reach may still find it a tad short, however. On smoother terrain the bottom bracket height seemed spot on for a bike of this nature with 130mm travel. Ridden through rocky terrain the BB is a bit low with fairly frequent crank spikes if you’re not careful.
Combined with the 68.5-degree head angle, the bike pumps, carves, and corners very well, and is quite precise when grip is good and terrain is consistent. Overall it has a playful feel at casual speeds, akin to most cross-country bikes. The overwhelming sensation is that the bike wants to accelerate and go fast, and the bike gets up to speed in a hurry. This made it a blast to ride on rolling singletrack.
Unfortunately handling suffered once you let off the brakes and embraced the awesome acceleration that it offers, especially in the rough. The relatively steep, low front end combined with the heavily rearward axle path and increasing chainstay length made it feel as though our weight was being pushed forward at inopportune times. This lead to a lot of “pull back and hope for the best” moments. We tried a handful of different shock settings and pressures but could never find that sweet spot. Considering the forward weight bias and geometry, it’s clear that the bike wasn’t really designed for utmost downhill performance, instead favoring more casual terrain and climbs.
When we’d get pushed over the front end of the bike, the 130mm FOX 32 Float fork had little damping support to help out, nor did it offer much confidence. The rear end of the bike was so stiff (wheels included) that it really overwhelmed the front. Equipping the bike with a 140mm travel fork with 34mm stanchions would likely improve the ride greatly with a slacker head angle, more support, more stiffness, and more front end height.
While good on flowy terrain, the rear suspension’s performance in the rough also left a lot to be desired. It seemed like the rider’s weight on the pedals greatly affected the rear suspension. Small bump performance was poor, and we felt more feedback through the Sensor than the large majority of the 25 bikes we tested in Sedona. Chatter sounded and felt just like that, chatter. The bike wasn’t as good cornering in uneven terrain due to the suspension. It also seemed to choke up/squat slightly under braking, making it harsher over bumps of all shapes, sizes, and frequencies. On drops and big g-outs the bike would use all of the available travel regularly, but it wasn't a harsh bottom out. Where the high pivot seemed to shine was over square edge hits, which were surprisingly good given our experience otherwise.
Where the bike excels is its perceived weight, sprinting, pedaling, and pumping. It feels very light, nimble, and snappy, and rolls quickly thanks to the low-profile Continental tires and lightweight e*thirteen wheels. Out of the saddle sprints were very efficient and hard efforts were rewarded with firm and fast acceleration. Body position is pretty good as a result of the 73.5-degree seat tube angle, but again things may be a bit short for riders at the higher end of each size’s suggested height range.
Seated in the middle chainring, the Sensor pedals really well with every ounce of effort going into forward motion. In the big ring it felt like there was some chain tug affecting the suspension, worsening the feel of chatter. Small ring performance was surprisingly good (many bikes suffer here), but with a little bit of feedback as well.
The Trail compression setting on the FOX Float CTD rear shock helps hold the bike higher in the travel, but it’s not entirely necessary for climbing. Those that want the most efficient feel may want to run this setting for minimal movement and an even faster response at the pedals. The AOS rear suspension offers sufficient traction when things get techy on climbs, but be mindful of pedal timing.
While there are some components that deserve praise, some weird spec choices were unfortunately the Sensor’s undoing. Aside from the previously mentioned stem and 32mm fork, we think the tires, brakes, drivetrain, and saddle could all be drastically improved.
The Continental X-King 2.2-inch rear/2.4-inch front tire combo had a particularly squirmy feel in rocky sections. We also seemed to have torn the inner casing during a hard g-out, creating a large wobble in the tire. The wider front and narrower rear tire was definitely appreciated, though we would have liked to see something with more pronounced cornering knobs up front. They could be a good match for those riding hard-pack trails, however.
While GT has had good luck with Formula brakes in the past, we found the T1 model to be inconsistent with poor modulation. They had enough power to stop us when needed, but getting there was not a confidence inspiring affair. In addition, lever feel isn’t up to par with the more popular options. We would liked to have seen Shimano XT level brakes instead at this price point.
In a market filled with reliable and proven 1 and 2X drivetrains, we were a bit perplexed to find the Sensor with 3 front chainrings. Even with a clutched Shimano XT derailleur the bike was among the loudest of the bunch with loads of chain slap and occasional rub on the front derailleur. It would be nice to see an integrated rubber chainstay and seat stay protector. The bike shifted decently well with no skips, but the chain would occasionally come off in the rough. GT says many riders (in Europe especially) prefer the extra range offered by the triple chainring. They are listening to their US-based customers and may update the spec in the near future.
Because a mixture of several component brands were used, the control area seems a bit hectic as well. The Shimano shifter levers, Formula brakes, and RockShox Reverb dropper post actuator don’t work together well in terms of bar real estate. Many riders will also find that the dropper lever is on the wrong side of the bars when they go to drop a few rear gears and their post at the same time. We were pleased to see a Reverb Stealth was used - it’s one of the cleanest and best in the business.
The Fizik saddle was also uncomfortable for two of our three test riders. It was too narrow and rounded.
The e*thirteen TRS+ wheels were light, plenty stiff, and offered great engagement, which was helpful on techy climbs while ratcheting the cranks. Setup tubeless, we were unable to burp or flat the tires despite some instances that would have surely flatted a tube. The rim width was sufficient enough to create a good tire profile with the X-Kings. Overall these were a big highlight and a great choice.
Long Term Durability
Something to keep an eye on are the pivot bearings under the bottom bracket as these are pretty exposed to the elements. Another is the rear shock, which has a very small stroke (1.75-inch) for the amount of travel and could require shorter damper service intervals as there’s a bit more stress here than on other bikes.
What's The Bottom Line?
The GT Sensor Carbon Pro is a well made bike - it's stiff, light, pedals well, accelerates with the best of them, and can corner like it is on rails in the right conditions. The build quality also looks great. Unfortunately the compromises made to outright suspension performance and handling are too much in our opinion, and it’s not an easy bike to get used to. It falls short when attempting to smooth out terrain, tackle steep sections, or rally through the rough like so many other 130mm travel bikes can. In the end we never felt like we could trust it, which is the most important thing in our book.
The value for the price is also questionable, because at $7,050 we’d expect better a better drivetrain, tires, and brakes. At this price point we feel like you shouldn’t have to swap out much of anything to get it right. GT says they're aware and should be releasing a new spec option soon.
So who would be at home on the Sensor? A rider that wants a very efficient, lightweight bike who is willing to sacrifice downhill suspension performance and handling to achieve this. It’s best on flowy, smoother trails with a consistent grade and minimal braking.
Visit www.gtbicycles.com for more details.
About The Reviewers
Evan Turpen - Evan has been racing mountain bikes as a Pro for the last 8 years with his career highlight being selected to represent the U.S. in the 2006 World Championships. More recently he can be found competing in enduro races and having a blast with it. He has helped design, develop, and test products for multiple major mountain bike companies and has an attention to detail well above most.
Steve Wentz - A man of many talents, Steve got his start in downhilling at a young age. He has been riding for over 17 years, 10 of which have been in the Pro ranks. Asked to describe his riding style he said, "I like to smooth out the trail myself." Today he builds some of the best trails in the world (and eats lots of M&M's).
Brandon Turman - Brandon likes to pop off the little bonus lines on the sides of the trail, get aggressive when he's in tune with a bike and talk tech. In 14 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Formerly a Mechanical Engineer, nowadays he's Vital MTB's resident product guy.
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Added a comment about photo MK Carbon Frame 3/7/2014 8:18 AM
Seems way too high to actually work on this bike.
BMC does something similar on the new TrailFox 29. Pretty slick.
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Liked a bike check Khrysos: One Mans SB-66C 3/7/2014 8:07 AM
Liked a comment on the item Electronic KS Dropper Post and New LEV Upgrades 3/6/2014 8:02 PM
I hope all those droppers run on the same frequency so I could activate my buddies posts while riding with them.
Updated photo album #ThrowbackThursdays 3/6/2014 1:14 PM
And 59 more...
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Liked a comment on the item Team Robot Fat Bikes Your Face 3/6/2014 12:34 PM
Team robot hates you.
Liked a comment on the item Best of Vital - February 2014 3/6/2014 12:23 PM
Great work as always Vital. Great February review !
Added a comment about photo Haibike Electric Enduro Bike 3/6/2014 12:57 AM
It improves durability for those who ride in mud for sure. Crankbrothers also updated a few other details in the name of longevity last fall: http://www.vitalmtb.com/photos/features/INTERBIKE-Part-4-Another-28-New-Products-for-2014,6413/Updated-Crankbrothers-Kronolog-Seatpost,64263/bturman,109
I have yet to re-test the post with the updates though.
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Liked a comment on the item Vital MTB's Top Reviewer Award - Presented by Jenson USA 3/5/2014 3:05 PM
Thanks Vital MTB and Jenson USA! This will help with a set of Spank Spike wheels I've been eyeing and I'll be sure to post up a review after I've got some time on them.
Liked a comment on the item Corsair Seeing Double 3/5/2014 2:53 PM
Thank you Vital MTB! We will get to responding to some of the points raised on the Imperium first look here soon.
Added a comment about photo Haibike Electric Enduro Bike 3/5/2014 2:52 PM
Mud guard for the Crankbrothers Kronolog.
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bturman added a feature story Vital MTB's Top Reviewer Award - Presented by Jenson USA 3/5/2014 2:39 PM
Every 30 days, we award the Top User Reviewer with a little prize. This month Jenson USA pitched in a $100 gift card! Vital MTB member SaddleRags wrote several good reviews, and we'd like to highlight the ones that helped earned him the Top Reviewer spot.
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