bturman's Product Reviews

Tested: 2013 Specialized S-Works Carbon Enduro 29

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The Bad:

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Review by Brandon Turman // Photos by Shawn Spomer

When Specialized launched the Enduro 29, they did so with a bang. It was clear from the get-go that it wasn't your typical wagon wheeler. Not only is it a 29er with 6.1-inches of travel, but at 16.9-inches the chainstays are surprisingly short - shorter, in fact, than many 26-inch wheeled bikes. Needless to say, we were super curious to know how a bike with big wheels, big travel, and a super short rear end would handle out on the trail. 300+ miles later, it's time to let you guys in on how she rides.

S-Works Carbon Enduro 29 SE Highlights

• FACT IS-X 11m carbon front triangle, M5 aluminum rear triangle
• 29-inch wheels
• 155mm (6.1-inches) of rear wheel travel
• Tapered headtube
• 67.5-degree head angle
• 75-degree effective seat tube angle
• 335mm (13.18-inch) bottom bracket height
• 430mm (16.93-inch) chainstays
• PF30 bottom bracket with ISCG05 mounts
• 142+ rear hub spacing with 12mm through axle
• Sizes Medium through XL only
• $9,000 MSRP

If you're unfamiliar with the tech behind the Enduro 29 or need a refresher, take a minute to watch our First Look feature:

Our test bike arrived prior to the official launch of the bike, and as a result some minor things were different from the production model. First, that trademark Specialized red color you see in the photos won't be available. Sorry guys. Instead, the S-Works edition will come in the white/black color scheme shown in the slideshow. Second, our ride lacked internal dropper routing and the updated Command Post IR - both of which are welcome upgrades. Finally, Specialized teamed up with Cane Creek to provide riders with a custom low-speed compression quick adjust lever on the DBair shock, something ours was missing.

With the preliminaries out of the way, let's dive into what you came here for. The ride…

On The Trail

We had this bike for nearly three months, and during that time we took it all over the place. From rocky Southern Utah to the steeps of Santa Cruz, the sand paper in SoCal, and the fast fun in Sedona, it saw action on a huge variety of trails. Fast, flowy, high-speed gnar, low-speed tech, big jumps, drops, steep climbs, even steeper descents… you name it. Doing so allowed us to get a really good feel for what the Enduro 29 is capable of, where it excels, and where it can struggle.

The only change we made to the stock build prior to the hitting the dirt was a quick stem and bar swap. The stock 60mm stem and 720mm bars were in the right ballpark, but personal preferences lead us to a 50mm stem and 765mm bars. At 5-foot 10-inches, the fit on our size Medium test bike was spot on, with a comfortable reach and a roomy cockpit in both bar/stem configurations. Looking at the numbers can be a bit deceiving when it comes to the 75-degree effective seat tube angle, as the setback post has the effect of slacking it out a bit. That's a good thing, because in our experience anything much steeper than 73.5-degrees can make it feel as though you're a bit over the front of the bike while pedaling.

One immediately apparent fit quirk was the stack height, which is very tall at 632mm for a Medium frame. For reference, that's 30-40mm taller than most downhill bikes. Even with close to flat bars, the front end seems alarmingly high at first, and it can take some getting used to. Pointed downhill, the added height isn't an issue. It actually feels much like a downhill bike with slammed bars. Going up, however, many riders will find themselves reaching for the FOX Talas CTD fork's travel adjust knob in a hurry.

This bike was born and bred with enduro racing in mind. Heck, it's even called the Enduro. With that in mind we approached much of our testing from the traditional enduro racing approach - going balls to the wall down rough trails we'd never ridden before. We would also frequently ride the same trails on back-to-back days on an equivalent 26-inch bike for the sake of comparison. The results surprised us, big time.

Obviously there are traction gains to be had with a larger wheel, which is especially evident on steep climbs and in turns. Rolling speed also improves greatly, as does the ability to keep that speed through rough terrain. The biggest thing that sets the Enduro 29 apart from other 29ers, though, is that it's every bit as maneuverable as a fun-loving 26-inch bike while maintaining the benefits of the larger wheel. In this respect, it doesn't ride like any other 29er we've ever ridden. The short rear end and low bottom bracket make it incredibly agile, allowing you to pick the front end up into a manual with ease, toss the rear end around corners without hesitation, and yes, even get sideways in the air from time to time. On your typical, fun, flowy trail, if you were to blindfold us we might even have a tough time telling we were on a big wheeler.

The key to this bike's super short rear end is the "Taco Blade" front derailleur mount. While the S-Works model uses a 1X drivetrain, the clever solution to makes sub 17-inch chainstays possible on this long travel 29er.

The only times we found it to be more awkward than a 26-inch bike was in successive tight turns, slow speed tech, and over steep jump lips. The Enduro 29 jumps better than any other 29er we've tried, but it still seems to flatten out lips, somewhat abruptly at times. There's also considerably less pop than a 26-inch bike, and as a result we found ourselves ploughing through many sections rather than picking up and jumping them. Bunny hopping is a bit delayed as well. Now before you toot your horn and say, "See, it's just like every other 29er!" let us once again reassure that it's far from them. It's just that it could be better in those few scenarios.

The combination of that increased maneuverability and big wheels yields a bike that has incredible corner exit speed, which can really take some time off the clock in a hurry. It also creates a bike than can very easily be "monster trucked" over anything and everything in its way, which is perfect when you're full tilt and have no idea of what to expect around the next bend. Add in 6.1-inches of FSR suspension and you can really open it up without fear of the consequences. We hit countless big, hairy sections completely blind and survived at speed. Just pull back and let it roll! It's incredible what the wheels will roll through without getting hung up. The bike also requires much less effort to hang onto or maneuver through rough sections than its 26-inch equivalent, putting less fatigue on the body and leaving you more refreshed for what's to come. As an added bonus, the big wheels provide a sort of Matrix-like sensation of slowing down the speed the trail is coming at you, which in turn lets you go faster and faster without even knowing it.

Going as quickly as we could, the only time the Enduro 29 scared us was on super steep, technical, choppy terrain, especially when we needed to turn at the bottom. We think this was a result of three things:

1 - We were entering sections faster than we were used to, but only realized it when the terrain got really rowdy.
2 - Even though the Avid X0 Trail brakes were bled properly and worked well elsewhere on the trail, they felt underpowered on the steeps.
3 - The wheels were skipping over holes and chatter rather than going in/out of them, making traction seemingly harder to come by.

That said, if you can hold on and let it ride through the chop, holy smokes you're flying!

Now then, who really needs 6.1-inches of travel on a 29er? Heck, even Specialized's top enduro racer Curtis Keene said the shorter travel Stumpjumper EVO 29 was capable of taming the super rough opening round of the Enduro World Series. While that's certainly true, if Curtis had been going in blind we have a hunch he would have chosen this bike instead. The added travel provides a little extra leeway which is crucial when diving into the unknown at Mach 29.

Set to 28-30% sag, the Cane Creek DBair shock gives the Enduro 29 a lively, active feel while descending, with good support throughout. In small bump sections, especially those where the bumps are spaced a bit, the bike feels much like a 26-inch ride with 7-inches of travel. When the bumps are in quick succession, though, you definitely know you're on a 6.1-inch bike as you skip over things. Drops and jumps feel like you're on a smaller bike as well, and sometimes they can be a bit harsh. Square edges hardly phase the bike, though, and it also maintains its composure during big compressions quite well. Given the rear shock's performance and adjustment range, we'd prefer the smoother action of the current FOX 34 Float CTD fork to the Talas while descending, but the loss of the travel adjust might be a deal breaker for those who climb steep pitches often.

Sprinting, we'd equate it to a diesel truck with some gusto - it's moderately fast off the line and requires a little extra initial effort to get up to speed, but once it's there speed is abundant and easy to maintain. When you stand up, get over the bars, put the power down and pump where you can, this bike rewards you in a big way. It absolutely hauls ass.

While climbing, perceived weight of the S-Works Enduro 29 is neither super light nor heavy, and it motors to the top quite well. The short rear end helps in tight switchbacks and when needing to lift the front end over steps and roots. Equipped with a 32-tooth chainring, a firm pedal stroke did reveal a sort of spongy squat feel, leaving some potential room for improvement in the pedaling arena. Specialized's addition of the custom DBair low-speed compression quick adjust lever was a smart one, and we think many people will find it helpful on long, steep climbs.

Build Kit

As it should for a $9,000 bike, the stock build doesn't leave much to be desired. The impressive components spec is highlighted by the SRAM XX1 drivetrain, Avid X0 Trail brakes, Specialized tires, Roval Traverse SL 29 142+ Carbon wheels, Command Post IR seatpost, Cane Creek DBair shock and FOX 34 Talas CTD fork.

Specialized's inclusion of the new Command Post IR seatpost addresses nearly all of our concerns with the original Command Post (pictured), eliminating the moving cable, providing an external pressure adjustment, and requiring less force to activate. We still wish that it didn't extend at light speed, however.

The Specialized Butcher (front) and Purgatory (rear) tires hold their own in every type of terrain, and the traction/rolling speed balance is spot on for a bike of this nature. The 2.3-inch size works well in conjunction with the new wider Roval Traverse SL Carbon wheels, giving some good volume and plenty of tire stability.

To our surprise, the Zero Bead Hook design on the rims never once failed us. It really does work. Wheel stiffness, however, left something to be desired. We could hear and feel the flat blade spokes loosening/tensioning during some turns and off camber compressions. In hindsight, this may have indicated that they were due for a good truing session after all those miles.

As mentioned previously, we felt as though the X0 Trail brakes weren't quite up to the demands generated by the speeds at which this bike can be ridden, and we would've loved a little more braking power. A matching 8-inch rear rotor would help, but even then you might want more from time to time. This is the first time we've ever said this about Avid's top-of-the-line brake, and is a testament to the speeds you can reach on this bike.

SRAM's XX1 system left us with no complaints. Coupled with a 32-tooth chainring, the 11-speed cassette gave a wide enough range for every climb and high-speed descent. Shifts were spot on, we never lost a chain (even without a guide), and the bike was dead silent thanks to the clutch mechanism. XX1 is a great complement to the Enduro 29.

Things That Could Be Improved

Aside from the componentry nuances we've mentioned, our only gripes are with the proprietary shock mount and downtube cable routing.

Beyond not being compatible with many shock options, the design of the mount led to a troublesome experience on the trail when the bolt connecting the shock to the mount came loose. This created a good deal of play in the rear end. With only a handful of multitools on hand and no shock pump, it wasn't something that could be fixed on the trail. We simply couldn't access the bolt, even while compressing the suspension.

For us, downtube routing is always a point of contention, especially when the bike is intended for race use. Rock impacts and the like can easily take out a brake line. What is nice about the routing, however, is when the bike is over a tailgate it offers some added downtube paint protection.

Long Term Durability

No long term concerns presented themselves during the course of our three month test, and the bike was still in top shape when we were done with it. Looking at the finer points of the design, everything is well engineered and easily serviceable. There shouldn't be any issues, and the frame seems bombproof.

What's The Bottom Line?

Specialized found a unique combination of maneuverability and big wheel prowess with the Enduro 29 that make it a very, very fast bike. The benefits of this combo really begin to shine in the enduro race scenario, where you've got to be ready to charge over anything and fractions of a second mean big gains. Those who are active on the bike, get out of the saddle, and charge hard will find it to be an incredibly rewarding ride, especially if they're on the clock. While it's not quite as much fun to ride as a 26-inch Enduro, this is a bike that any racer will absolutely love because of the end result. The Enduro 29 is a bike any serious enduro racer should consider, and you can mark our words that it'll be a guaranteed contender for the top spot on the podium.

For more details, visit www.specialized.com.

About The Reviewer

Brandon Turman 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 to really mash on the pedals and open it up when pointed downhill. His perfect trail has a good mix of flow, tech, and balls-to-the-wall speed. He loves little transfers, rollers, and the occasional gap that gives him that momentary stomach in your throat kind of feeling. Toss in some rocky bits with the option to double over them or risk pinch flatting and you've got a winner in his book. In 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. After finishing up his mechanical engineering degree, his riding focus turned to dirt sculpting and jumping with the occasional slopestyle contest thrown in for fun. Nowadays he's Vital MTB's resident product guy, putting in time on nearly every new platform and innovation the bike industry has to offer.

2013 Test Sessions: Cannondale Jekyll MX

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Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

Introduced in 2011, the Cannondale Jekyll has a very fitting name given its two-sided personality. With the flip of a switch, the custom DYAD RT2 pull shock transforms the ride from a 150mm travel bump gobbling machine to one with just 90mm of rear travel and steeper angles ready to haul you back to the top for another run. Of the five models in the Jekyll lineup, the Jekyll MX was most inspired by the builds used by Cannondale's professional OverMountain enduro race squad and is the burliest of them all. Ready to rally, we gave it all we had at our 2013 Test Sessions in Southern Utah.

Jekyll MX Highlights

• SmartFormed alloy frame
• 26-inch wheels
• 150/90mm adjustable rear wheel travel via a FOX DYAD RT2 shock
• 1.5-inch head tube
• 67.8-degree head angle
• 73.5-degree seat angle
• 350mm (13.8-inch) bottom bracket height
• 4280mm (16.9-inch) chainstay length
• BB30 bottom bracket with ISCG03 tabs
• 142x12mm rear axle
• Measured Weight (size Medium): 31-pounds 15-ounces (14.5kg)
• MSRP $4,880

The Jekyll MX model falls right smack dab in the middle of the Jekyll range, at the top of the alloy specs and just below the carbon versions. The bike uses SmartFormed aluminum throughout, which Cannondale claims to "deliver incredibly precise wall thickness distribution and tube shapes, concentrating material exactly where needed to maximize stiffness and strength, while shaving every last extraneous gram from the structure. Internally, all butting is accomplished via smooth, tapered transitions to eliminate the abrupt changes in material thickness which cause stress-risers." The massive tubeset is brought together using double-pass smooth welds and then heat-treated to firm everything up.

Main frame details include a low direct mount front derailleur, Syntace X-12 thru-axle and dropout system, burly derailleur hanger, ISCG03 tabs, 1.5-inch headtube, and a rubberized downtube protector. Cable routing is entirely external, with the derailleur cables following the underside of the downtube.

Out back, the swingarm and linkage are based around what Cannondale calls their "Enhanced Center Stiffness–Torsion Control" system, or ECS-TC for short. The premise is simple, and comes down to the simple fact that a frame is only as stiff as its weakest link. To really beef up the rear end, the Jekyll uses 15mm thru-axles at the key pivots combined with widely spaced axle bearings and a collet sleeve bearing preload system. The axles are clamped by bolts on both sides, resulting in a stiffer structure. Finally, they double-stack bearings in each rear pivot to increase resistance to twisting loads.

Suspension wise, things get really interesting thanks to the use of a proprietary pull shock known as the DYAD RT2. Developed in conjunction with FOX specifically for the Jekyll, the DYAD RT2 offers handlebar remote cable-actuated travel adjustment from 150mm (known as "Flow" mode) to 90mm ("Elevate" mode). Setup requires the use of a Cannondale supplied high-pressure shock pump. The recommended settings give a sag range of 33%-40% in Flow mode, which is deeper than any other FOX air shock. This is something they can get away with thanks to the inclusion of Elevate mode for climbing efficiency.

To really envision what's going on, it's best to think of the DYAD RT2 as two separate shocks combined into one. Depending on the handlebar remote setting, the oil displaced by the center pull chamber will go into one or both sides.

In Flow mode, the bike gets the full 150mm of travel and utilizes both positive air chambers and its own damping circuit. Doing so yields a high-volume air shock and linear feel, especially when combined with the frame's near linear leverage curve.

In Elevate mode, the bike gets just 90mm of travel. This occurs because the shock is trying to pump all of the available oil into just one chamber and there simply isn't enough volume. Because of this, the sag point changes and the spring rate becomes more progressive. This steepens the bike's sagged head and seat tube angles, picks the bottom bracket up a bit, and provides a firmer pedaling platform.

The two modes have different compression and rebound damping characteristics. High-speed rebound and compression are factory-tuned, but low-speed rebound for both Flow and Elevate modes is user adjustable. The center chamber also includes a shared negative air chamber that affects how easily the shock compresses initially.

While it may sound complicated, the shock is decently accessible and a tuning guide on the frame is a quick and easy reference. Shock setup took us five minutes or less. Pretty simple, really.

On The Trail

Technical bits aside, how did the Jekyll MX ride? We hit a few different trails to find out. First, Steve piloted it up and down Barrel Trail to Sidewinder in St. George, Utah, which gave us some good impressions of the bike's climbing abilities, cornering prowess, and handling over some high-speed rocky sections. Later, both Joe and Brandon took it for a few hot laps in Bootleg Canyon, navigating the Boy Scout, Girl Scout, and Inner Caldera trails. Bootleg's terrain is much like you'd expect riding on Mars would be - rocky and loose as can be.

Right off the bat, we have to applaud Cannondale for including bars of a decent width and a reasonably short stem. At 740mm wide, the stock bars will get the job done well for most riders, though if it were our bike we'd likely still opt for something a tad wider. Sizing is a bit short, and at 23.1-inches the top tube on our size Medium test bike was definitely a bit cramped - so much so that we'd recommend sizing up and running a shorter stem if needed. While we felt centered on the bike, we were surprised by how high up we felt, and we'll attribute much of that feeling to how high up the bars were. By combining the large axle-to-crown length of the FOX 36 with a relatively big 5.3-inch headtube, thick headset top cap, stem with a slight rise, and riser bars, Cannondale ended up with a bar height that's likely equivalent to many downhill bikes.

While a 0-degree stem and small headset top cap will help alleviate the over the top feeling to some extent, the bike has a slightly steep 67.8-degree head angle and relatively tall 13.8-inch bottom bracket height, both of which add to the feeling. Interestingly, the head angle ranges from 67.7 to 68-degrees, depending on the size of the frame. We'd argue that a bike with 150mm of travel and equipped with a FOX 36 should be a tad slacker.

On the other hand, the spec'd angles made the bike very precise, allowing it to handle moderate speed sections, turns, and jumps quite well. It also made it very easy to get the front end up which made it a fun, playful ride. The stout oversized downtube and ECS-TC system worked wonders toward stiffening the bike up, letting us know exactly where our wheels were at any given moment. Combined with the geo, this made it easy to switch lines.

Thanks to the rear suspension performance it was stable at most speeds, encouraging us to go faster. While the Jekyll was confidence inspiring in the sense that we never thought it would treat us badly, trusting it fully didn't come as naturally as other more aggressive bikesdue to that overwhelming over-the-top feeling. This ultimately made us a little shy of opening it up to the extent that the rear end and build kitwanted to allow.

The recommended suspension settings were almost spot on for our riding styles, requiring only minor rebound adjustments once on the trail. Flow mode had a very active, linear, and plush feel to it, especially for a bike with an air shock. It was good over small bumps, stuck to the ground in chatter, and handled every form of bump well. Square edge performance was quite impressive, with almost no hang ups and pretty good ability to maintain speed through the rough. Big hits and g-outs were stable as well. Pumping was met with good mid-stroke support, allowing the bike to pick up speed pretty quickly.

Standing and sprinting in Flow mode, however, the bike felt somewhat heavy and didn't respond to inputs as fast as we hoped. There was bob in both the small and large chainrings, but only when really pushing harder gears. When pointed uphill or on mellow sections, flipping the bar-mounted lever to the shorter travel Elevate mode made the bike a good deal more efficient. There was noticeably less bob, making it get up and go a bit faster. Though a little cramped, Elevate mode geometry felt upright, comfortable and like we just needed to put along and get to the top eventually. There wasn't a huge sense of urgency to the ride while climbing.

At a weight of nearly 32-pounds, about two pounds heavier than similarly priced bikes, the Jekyll MX could really benefit from faster rolling tires, helping to alleviate the somewhat sluggish feeling we experienced. As is the bike only really feels light once up to speed.

One tip - when switching from Elevate back to Flow mode, use the side of your finger, not your thumb, to make the switch. Though not intuitive or super easy to use at first, we appreciated not having to remove our thumb from the bar when dropping into the gnar.

Build Kit

Intended for and inspired by the enduro race crowd, the Jekyll MX has a pretty stout build. Led by the impressively stiff Performance Series FOX 36 Float R up front, the WTB Stryker wheelset, 2.3-inch WTB tires, MRP 2X guide, RockShox Reverb adjustable seatpost, and Shimano XT brakes also mean business. Note that the fork only has a rebound adjustment, so dialing it in on the fly is harder to do than one equipped with compression settings.

Braking performance was solid, and the Shimano XT stoppers and dual 180mm rotors did a great job of slowing us down at all times without any fade issues. One issue that became apparent during setup, though, was the glaring incompatibility of the XT brake levers and RockShox Reverb remote. The two don't mesh well, and the issue is worsened by Cannondale's wide grips. Because the new XT levers are quite short, if you ride with your hands at the ends of the bars, the brakes need to be against the grip or close to it. This means the seatpost lever has to be way inboard, which is a bummer on the trail.

Drivetrain performance was pretty solid, despite the odd combination of a SRAM X7 front derailleur, SRAM X7 crankset, Shimano XT rear derailleur, Shimano cassette, and KMC chain. While we didn't have any dropped chains, there was a good deal of drag and noise due to the MRP 2X guide.

The WTB Vigilante and Moto tires had good grip, providing great cornering, braking, and loose over hard performance, but they rolled very slowly as mentioned before. If you value traction over rolling, then keep these on. If you want to roll, swap them out, at least the rear.

Long Term Durability

All in all, the Jekyll MX seems to be very well made and down for the long haul. Our only concern is the use of a proprietary shock, which may or may not be in production or service forever. While we found it to be reliable in our short term test, replacement availability is something to consider, especially in race scenarios.

What's The Bottom Line?

The Cannondale Jekyll MX offers a race-ready build out of the box, impressive suspension performance almost across the board, and a responsive, stiff, playful, and fun feel. For some, like us, fun is different from very good, though, especially given the bike's racing intentions. The parts spec and suspension are worthy of absolutely letting it rip, but old school geometry holds the Jekyll MX back from what it could otherwise achieve. We think it's best suited for those that don't want to spike pedals, appreciate a high front end, and whose trails aren't super aggressive or high-speed on the way down.

For more info on the Jekyll lineup, visit www.cannondale.com.

Bonus Gallery: 29 photos of the 2013 Cannondale Jekyll MX

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Trek Fuel EX 9.8

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Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

From its creation, the Fuel EX has been the "go-to trail bike" in Trek's lineup. They say it's for the rider that "can't decide between a rugged, capable long-travel trail bike or a nimble, lively XC bike." That's a big slot to fill, especially for a bike with just 130mm of travel and a 68-degree head angle. Curious if it really could meet the needs of both ends of the spectrum, we had the boys from Wisconsin send out a recently updated Fuel EX 9.8 for our 2013 Test Sessions in Southern Utah.

Fuel EX 9.8 Highlights

• OCLV Mountain Carbon main frame and seatstay, alloy chainstay
• 26-inch wheels
• 130mm (5.1-inches) of rear wheel travel
• Trek Full Floater suspension platform with ABP
• E2 tapered head tube
• 68-degree head angle
• 73-degree seat angle
• 338mm (13.3-inch) bottom bracket height
• 425mm (16.7-inch) chainstay length
• BB95 bottom bracket with ISCG05 tabs
• 142x12mm rear through axle
• Measured Weight (size 18.5): 26-pounds, 11-ounces (12.1kg)
• MSRP $5,249

Over the past few years, the Fuel EX has seen a number of small tweaks. Most recently, they made the decision to make it a much more capable ride for 2013. Updates from the 2012 frame include 10mm more travel front and rear, a 5mm lower sagged bottom bracket height, 5mm shorter chainstays, lower standover height, wider bars, ISCG05 tabs, and slightly tweaked pivot placement. It may not sound like much, but rest assured that those few millimeters here and there made a huge difference. Given the current trend toward slacker bikes, the fact that Trek stuck with a 68-degree head anglemay be surprising to many.

With seven(!) different models to choose from, ranging in price from $1,870 to $8,400, the Fuel EX line is just as diverse as the terrain they say it can tackle. Add in five sizes per model and you've got a whole lot of variations of the same bike to choose from. Options are good, and in this case it's very likely that Trek has one to precisely fit your budget and precise size needs.

Our test bike was the Fuel EX 9.8 model, which is the second-tier in the lineup and one of two carbon offerings. The size 18.5-inch build weighed in at just 26.7-pounds, the second lightest among the 22 bikes in our Test Sessions. Key to the weight of the bike is the surprisingly light Optimum Compaction, Low Void (OCLV) Carbon main frame and seatstay. Trek prides themselves on the in-house testing they do on all of their carbon models, ensuring they're built to withstand some nasty hits.

Internal routing for the rear derailleur, front derailleur, and seatpost add to the sleek look of the frame and really clean things up nicely, though they can be a hassle when it comes time to do maintenance. Additional frame features include a post mount disc brake, direct mount front derailleur, exclusive BB95 bottom bracket, an integrated tapered headtube (no headset cups needed), and a rubberized downtube guard.

Out back, the Fuel EX relies on Trek's proven Full Floater suspension design coupled with a magnesium EVO link and Active Braking Pivot (ABP) at the rear axle. For 2013 they moved the main suspension pivot forward a bit, modifying the already progressive leverage curve every so slightly. This resulted in a 5mm lower sagged bottom bracket height, flattened the anti-squat curve a bit for better pedaling efficiency throughout the range of travel, and also let them use a higher base compression setting in the Dual Rate Control Valve (DRCV) FOX Float CTD shock for improved pedaling. Trek's DRCV technology uses an internal plunger to cycle between two chambers, combining the pedaling benefits of a low volume shock and the big hit cushion of a high volume one.

A similar DRCV system is also integrated into the FOX 32 Float CTD fork, and for 2013 they've allowed the user to adjust the progressiveness of the fork by the addition of some easy to add volume spacers.

On The Trail

Wanting to see this bike's performance over a variety of terrain types, we tested it on three different trails in the Hurricane and St. George, Utah area. First, Brandon piloted it along JEM to Hurricane Rim, which offered some fast, flowy cross-country terrain and a handful of rugged rock sections. Joe, our cross-country specialist, chose to ride the entire JEM trail from top to bottom, pinning it the entire way. Later, Steve hopped on and immediately started sending it off anything and everything on the drop and jump-filled Barrel Ride trail.

Thanks to new, wider Bontrager bars for 2013, we can't complain that much about the bike's cockpit. Even so, we found things a little on the skinny and long side, opting to swap the 720mm bar and stem out for something a bit wider and shorter. Others will really appreciate the added reach on steep climbs. Regardless of the swap, it had a really nice feel, was comfortable, balanced, and centered, if only a little long in the reach department. The bars have a very low rise, so the addition of some spacers under the stem may be needed for some riders.

Our immediate impressions were very positive, and we were surprised by just how incredibly fun and flickable the Fuel EX is. The bike was a blast to ride from the get go, and its responsive, light feel encouraged us to really get after it. Thanks to the short 16.7-inch chainstays, picking the front end up to manual was very easy to do which instantly turned the trails we rode into a playground. Whether riding aggressively or just cruising, the bike responded well to inputs and changing lines at a moment's notice was a breeze. It felt planted in corners, and when we let off the brakes it tracked really well thanks to the stiff and predictable rear end.

Geometry wise, the Fuel EX offered nothing to balk about while descending, even with what sounds like a steep head angle in comparison to many other trail bikes. The chosen numbers gave it a very alert, precise feel through all terrain types, and we never felt like we were going to get pitched over the bars or knife in turns. While it was slightly taxed in the super rough stuff, it offered a great compromise between downhill stability and good climbing characteristics.

Rear shock performance was solid almost across the board. It had a very active feel, was supple and active in the beginning of the stroke providing good small bump compliance, gave plenty of support during big compressions, didn't bottom off some sizable drops, and offered something solid to push against when pumping or sprinting to gain speed. On a few occasions, we did feel the rear end kick out a little bit during sustained chatter and through successive sharp square edge hits. Overall, the rear suspension outperformed its 130mm specification and showed that it's capable of lots more. Rear suspension performance was good enough, in fact, that it far outclassed the front end of the bike.

In the stock configuration, we found ourselves wishing for better bottom out control in the DRCV FOX 32 Float CTD fork which seemed to wallow a bit in the mid-stroke. Luckily that's an easy thing to do given the updated system for 2013. After the addition of a few volume spacers we're betting the issue would have been alleviated. One other minor issue we encountered with the fork was a recurring noise midway through the stroke, which we assume was the second DRCV chamber activating. Stepping up to a FOX 34 would be a welcome upgrade from the stiffness perspective, especially given the bike's all-around nature. (Editor's Note: Turns out FOX doesn't make a 130 or even 140mm fork with 34mm stanchions. We'll keep wishing!)

One of the things we loved most about the Fuel EX is its perceived weight - it's light and it shows. The bike wanted to take off, accelerate, and dart from one side of the trail to the other on command, making it feel every bit as light as the scale said. Rolling speed was also very good, especially when pumping came into the mix.

Out of the saddle sprints resulted in gobs of speed quickly thanks to good support in the suspension, a stiff frame, and super light tires. Bob was virtually nonexistent, and we'd classify the Fuel EX as a very good pedaling bike. Aided by a 73-degree seat tube angle, powering up climbs required less effort than we're used to, which says a lot given the range of bikes we've been riding recently.

Build Kit

There's a lot to love when looking at the components. From the Shimano XT brakes and drivetrain to the RockShox Reverb Stealth dropper seatpost, the build is made up of parts that are both reliable and durable. The only real value-minded concession for a bike this high-end is the use of Performance Series FOX suspension as opposed to the Kashima-coated and slightly more adjustable Factory Series. Then again, the price tag sits at $5,249, which is on the lower end of the carbon bike price range.

A variety of in-house Bontrager parts complete the build, including tubeless-ready wheels, tires, a titanium-railed saddle, stem, grips, and carbon bars. We found the wheels to be plenty stiff, the seat felt great, and the grips were nice and thin. Keeping the grips on the bike, however, presented a bit of an issue. In combination with the smooth carbon bars, the plastic-lined clamps couldn't get tight enough, forcing us to swap them out.

Perhaps the biggest thing we didn't like about the bike was the tire choice, but not for the reasons you'd expect. At just 580 grams, they were far too light for a bike that has "long-travel trail bike" duties written into its description. While impressively fast and great on hard pack, the super thin casings make the bike much less stable than it could be. We'd quickly add half a pound in exchange for more confidence during compressions, big hits, and really over any terrain. Even the front wheel would wander sometimes on the climbs, likely because the front end was too light for its own good. Some added girth in the casings and knob height (not width) might have just a little bit more traction and slow down its ever so slightly twitchy manners.

As we've mentioned countless times in our Test Sessions reviews, Shimano's XT brakes were excellent. Braking performance was never a concern, and having stoppers that can actually slow you down on a dime boosted the overall handling of this bike. One small gripe we had concerning the brakes, however, was the poor interface they have with the Reverb remote, which really limits you from finding that perfect position for both levers. Shimano does have an integrated shifter/brake lever solution that could help in this regard.

The Shimano XT drivetrain was also solid, though we would love to see a 2X system in place of the now outdated 3X crankset. Trek's exclusive BB95 bottom bracket was plenty stiff, though we did feel a bit a drag when rotating the cranks off the bike. On the bike this wasn't noticeable.

Chain noise was minimal thanks to the Shadow+ clutch system, and with the exception of the occasional chain slap on the inside of the seatstay and the tires pinging off rocks, the bike was very quiet.

Long Term Durability

It's tough to forecast long term concerns, but the bike as a whole seemed very reliable. Trek sweats the small details, has an impressive testing facility, and maintenance of the critical components seems well thought out. Worst case, the frame and Bontrager components are backed by a limited lifetime warranty with a five year condition on the swing arm.

What's The Bottom Line?

Did Trek succeed in making that go-to trail bike? That depends on what your definition is. If it's everything from lighting up the local cross-country loop to doubling up the rollers on a flow trail, yeah, they nailed it with the Fuel EX 9.8. If your definition includes occasional downhill use with a heavy dose of gnar, not so much. There are a lot of trail/all-mountain "do-it-all" bikes with a slightly more aggressive mentality that would be just fine in the bike park, but they likely wouldn't hold a candle to the Fuel EX in a race to the top or an all-day epic. It's every bit as fast as a cross-country race bike but a whole hell of a lot more fun to ride, and we dig the little niche that this bike fills.

An experienced rider that enjoys a precise feel will love this bike, as will a beginner that's just getting their bearings. It's super lively, laterally stiff, capable through the moderately rough stuff, and just flat out makes you want to go fast. Somewhere in-between oogling the candy blue paint job, hopping on for a second ride in the same day, manualing through dips, pumping through the turns, and generally having a blast on the trail, you'll thank us for the recommendation. Slap a slightly beefier fork and tires on there and you'll be in heaven.

Check out www.trekbikes.com for more info.

Bonus Gallery: 35 photos of the 2013 Trek Fuel EX 9.8

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Ibis Mojo SL-R

Rating:

The Good:

The Bad:

Overall:

Reviewed by Matt Thompson, Steve Wentz, Jess Pedersen, & Brandon Turman // Photos by Shawn Spomer & Brandon Turman

Founded in 1981 in Scot Nicol's garage, Ibis Cycles has a long and rich history in mountain biking, even though they've had to overcome a few bumps along the way. Throughout the years they've developed a number of bikes that are seen as iconic - innovation in the sport and often a welcome breath of fresh air amidst lots of marketing hype. They're a company that builds what they want to ride, and in 2006, that was the Ibis Mojo Carbon - a bike that stood out as the first carbon fiber monocoque all-mountain rig. The Mojo Carbon would eventually evolve into the Mojo SL (Super Light) in 2007 and later lead to the big-hitting Mojo HD (Heavy Duty) in 2010. In 2011, they brought together the best of both the SL and HD in the new Mojo SL-R, adapting new standards and technology improvements at the same time.

Having seen Brian Lopes do incredible things on his long travel Mojo HD, we were curious to see how its shorter travel brother would fare, so we invited Ibis to send over the SL-R for our 2013 Test Sessions in Southern Utah.

Mojo SL-R Highlights

• Carbon fiber monocoque frame and swingarm
• 26-inch wheels
• 140mm (5.5-inches) of rear wheel travel
• dw-link suspension platform
• Tapered head tube
• 69-degree head angle
• 73-degree seat angle
• 336mm (13.2-inch) bottom bracket height
• 429mm (16.9-inch) chainstay length
• BB92/Press GXP type bottom bracket
• 142x12mm Maxle rear end
• Measured weight (size Large): 26-pounds 4-ounces (11.9kg)
• MSRP $5,878 for complete XT build with fork, headset, and seatpost upgrade // MSRP $2499 for frame and shock only

Of the 22 bikes we tested during the Vital MTB Test Sessions, the Mojo SL-R immediately stood out for its remarkably low weight. At 26.25-pounds, the Shimano XT spec'd SL-R was the lightest of the bunch, even with a dropper post. When compared to other bikes in the same price range it was nearly three pounds lighter, which is pretty huge. If you've got the cash, the more expensive XTR build weighs in at a scant 22.4-pounds and is a definite class leader.

So how'd they pull it off? For starters, they were building off an already light platform with the Mojo SL, but the Mojo SL-R is even lighter thanks to some improvements in their carbon fiber molding technology:

"We start by molding a sacrificial mandrel in exactly the shape that we want the inside of the frame to be. That becomes the 3D template for the bladder that holds all the carbon preform before it’s laid into the mold. This allows the lay-up to be done in one piece, with no joints anywhere. The result is a more precise lay-up that eliminates the need for additional foam or filler to mold the complex shapes. What that means for you is a lighter and stronger frame. When you compare the SL-R to the Mojo HD, it’s between 80-90% of the HD’s stiffness in every measurement, yet with a frame weight of under five pounds."

Additional front triangle updates over the SL include a tapered headtube, direct-mount front derailleur, BB92/Press GXP style integrated bottom bracket, compatibility with the Mojo HD downtube rock guard, and HD style cable routing with new molded carbon cable stops and provisions for a dropper post. You won't find ISCG tabs on the SL-R, but an upper guide is still an option using the front derailleur mount should you choose to go to a 1X chainring configuration. Bottle mounts are under the downtube, and while we're happy they're there, the bike's design doesn't allow for better placement.

Rear triangle updates include a 142mm Maxle through axle, carbon fiber post-mount brake mounts, and a metal chain suck plate with more coverage. Common to all of the Mojo designs, there's a non-drive side strut connecting the chain and seat stays, boosting rear end stiffness. The bike also has plenty of mud clearance should that be an important consideration in your neck of the woods.

When it came to the bike's suspension design, Ibis licensed the well-regarded dw-link. Known for its strong position sensitive anti-squat characteristics, the dw-link system counteracts weight transfer and drivetrain forces while pedaling, regardless of damper settings. The leverage ratio curve is identical to the Mojo SL, which starts progressive then switches to regressive at the last half of the stroke. This is said to improve initial sensitivity while providing some level of support in the mid-stroke.

The one-piece rear triangle is connected to the main frame with two compact links. The upper "Lopes Link" was co-developed with Brian Lopes to give the entire Mojo line better handling. Sealed bearings and titanium hardware can be found throughout, and are easy to access for maintenance if needed. The shock is also in a great place for on the fly adjustments while riding.

On The Trail

With 5.5-inches of travel to work with and a promise of being a good pedaler, we decided to take the bike on two trails near St. George, Utah. Matt piloted it around St. George, Utah's Zen Trail - think technical rock ledges, punchy climbs, high speed descents, and some good chatter mixed in with a few sizable hits and large g-outs. Jess took it on the faster, flowier, and more pedally Barrel Roll Trail. The two combined offered a good mix of terrain, both tech and pedally, to see what the SL-R was really made of. A follow up test was also due for the SL-R (more on that later), during which Steve rode the bike in a few spots along the Front Range of Colorado.

At 6-feet tall, both Matt and Jess were cramped on our size Large test frame. Ibis's sizing is quite short in relation to the rest of the industry. Save the seat tube height, the 'Large' designation as you know it is anything but. Steve, who usually rides Medium bikes, fit the SL-R perfectly. For him, the bike was quite comfy and lacked any surprising twitchy mannerisms, allowing him to feel at home quickly. Choose the wrong size and you may find the bike overly twitchy and cramped on sustained climbs, so know that you'll want to look at the numbers before deciding on a frame size.

Geometry is unchanged from the Mojo SL, but thanks to the updated tapered headtube, the SL-R is Cane Creek AngleSet compatible. We took full advantage of this, opting to push the front end out the maximum amount to 67.5-degrees. We would've loved an additional degree or so, but this number was good for most sections of the trail. Aside from the short top tube, the seat tube length was good, head tube length comfortable, chain stays short enough to be playful, and bottom bracket low enough to corner well.

Our perception of downhill and technical performance was also directly related to the sizing issue. For Matt and Jess, the bike did not inspire confidence when descending. The combination of a short front end, flexy stem, and a fork with inadequate damping left them wondering where the front wheel was headed next. It did feel playful and was easy to switch lines when the terrain wasn't steep due to the bike's low weight and stiffness, but it was quite sketchy when the grade increased and they needed to be on point.

For Steve, geometry wasn't as much of an issue, and he described it as feeling like a longer travel XC bike that instilled some level of confidence and encouraged him to open it up a bit. The same suspension issues were apparent to him as well, though, and while charging through the rough the FOX 32 CTD Talas fork would often dive badly. Meanwhile, the back stayed near the top of its travel, and when compounded with the resulting weight shift he still felt over the front end often, despite correctly sagged suspension and a frame that fit him. With a properly damped fork in place, the bike would have been more suited to steep terrain, so consider consulting FOX for a tuning solution if you're an aggressive rider.

On mellower terrain, the bike's positive characteristics showed through better. Just a few hundred feet into the trails, it was quickly obvious that the SL-R is a phenomenal pedaler, especially while seated. The rear end did well over bumpy terrain while pedaling, and popping the front end up and over square ledges and tech moves was easy to do while seated. Standing, pulling the front end up for last second maneuvers was average. The also bike tracked well in turns.

The SL-R not only was the lightest bike in our test, but it also felt light, which isn't always the case. It rolled like a dream with the stock tires, giving it a very nimble and snappy feel for a 5.5-inch trail bike. The weight was well distributed through the bike, and it still felt like there was something to move around, not breaching the point at which a bike can become too light.

Rear suspension performance was good over braking bumps, small to medium square edge bumps, and successive medium hits. One previous criticism of the Mojo SL was less than ideal small bump sensitivity, and we think the new Kashima coated FOX CTD Float shock has helped the SL-R in this area. The progressive-regressive design soaked up small bumps well, but the bike didn't want to go into its travel much until a certain point at which it'd give and then go through too much. This was evidenced when pumping hard through compressions and getting less response than we would have liked, and also by bottoming the rear end on medium to large hits. The addition of a volume spacer inside the rear shock could help in this area, making it slightly more progressive at the end of the stroke.

Out of the saddle sprints showed that the SL-R really likes to get up and go. When in the middle or large chainring, the bike had a stable and firm platform to mash against, and it accelerated quickly with very little pedal bob. The back end was also very stiff.

This bike felt really at home when pointed uphill (provided sizing was right), and proved to be a very efficient climber. The dw-link system really rewards a smooth pedaler, and combined with the 16.9-inch chainstays there was good, consistent traction at all times while climbing. Body position felt great, was centered, and moving around was easy. It also handled tight switchbacks well, never pushing in the turns.

Build Kit

When it comes to the build kit, Ibis offers a lot of options. The SL-R can be customized with six different kits and a myriad of component upgrades. Our test bike used the Shimano XT build with a FOX 32 Talas CTD fork, Cane Creek AngleSet, and KS LEV seatpost upgrades.

While we see it as a necessary to achieve a slacker front end, the Cane Creek AngleSet creaked loudly during abrupt impacts. This happened several times on the often bumpy trails we tested this bike on. Taking the front end apart, cleaning, and re-greasing it would have likely fixed the problem for a limited period of time.

Cockpit wise, the 711mm wide Easton Haven bars had us wishing for something a bit wider, but it was still manageable. Rough descents and hard sprints revealed that the house-branded Ibis stem was very flexy, and we'd recommend swapping it out if you're a heavy or aggressive rider.

We love the KS LEV adjustable seatpost, and it once again impressed us with its smooth action, easy to actuate lever, and flawless performance during the course of our rides.

Drivetrain action was spot on thanks to Shimano's XT line. Shifting was precise both front and rear, though we question the need for a triple ring up front as opposed to a more modern 2X setup. Note that the SL-R uses Shimano's new direct mount rear derailleur hanger, which limits your replacement options to the Shimano brand, but it does help with shifting consistency. Chain noise wasn't very noticeable unless we were in the small chainrings at the front or rear, and the clutched derailleur did a good job of keeping the chain on.

The Specialized Ground Control and Fast Trak tires rolled incredibly well on all types of terrain, but the combo was a little drifty on anything but hardpack or rock slabs. Moving the Ground Control to the back and mounting something with a little more meat up front would help the bike maintain its composure a little better in loose or wet conditions.

Shimano's XT brakes also worked very well, offering a comfortable feel, plenty of power, and great modulation without being grabby or fading during long descents.

Long Term Durability

While we'd love to say that all was okay, we experienced a first with the Ibis Mojo SL-R during our Test Sessions - a cracked frame and linkage. For the sake of transparency for you, the reader, this is our account of what happened...

During big impacts on our first ride, we noticed a disconcerting sound coming from the frame. We couldn't immediately place it, and initially attributed it to the Cane Creek AngleSet. Post-ride, we determined that the Lopes Link, which connects the seat stays to the seat tube, was coming into contact with the seat tube at or near bottom out. It was enough contact to chip the paint off the frame in just one ride. Unaware that this could result in issues that weren't just cosmetic, we continued to test the bike.

Two more rides in, the frame made a rather loud snapping sound when landing a three to four foot drop to flat. It was then that multiple cracks were fully visible, both in the carbon and the Lopes Link. The carbon had broken in four places - twice on the seat stays just behind the seat tube, and twice on the non-drive side strut that connects the stays.

Why did this occur? Through a series of discussions with Ibis, we determined that this may have resulted from a few possible causes:

1. - The shock might have somehow exceeded its travel, allowing the link to hit the frame. This could have been due to a mis-spec'd shock, something wrong internally, or bent hardware.

2. - There was a chance that the underside of the seat stay had cracked early on, creating an asymmetric load which resulted in the broken Lopes Link and additional cracks. Ibis was previously aware of a very rare seat stay cracking issue near the Lopes Link and has since beefed it up as a running change.

3. - Prior to sending us the bike, Ibis pre-tested it for us by riding the sample bike off a four foot loading dock to a flat landing with a 205-pound guy aboard it, twice.

At this point we performed a number of checks on the frame, trying to eliminate some variables. We first verified that the correct shock size was used. In our eyes, the shock never exhibited any funny behavior. Sag was set to 25-30%, depending on the rider, and all seemed normal. On the off chance that this may have been a fluke, that there was some damage before we received it, or that the lack of a recently updated seatstay was to blame, we offered to retest the bike. Ibis sent over a new bike and off Steve went…

Two rides later, the new frame showed some similar paint chipping just below the Lopes Link, indicating that the linkage was once again hitting the seat tube near bottom out. Again, we looked over the frame. This time there were no signs of cracks on the seat stays or the strut, the correct shock was spec'd, and the shock was in proper working order. All immediately visible signs were good, save the chipped paint. We stopped riding the bike then and sent it back to Ibis for further evaluation.

Having experienced one failure and seeing the initial signs of what might lead to another, we looked to other Mojo SL-R owners for similar signs of damage. In the end, four of five total bikes showed chipped paint below the Lopes link, and two of the five had cracks in the carbon, including our first test bike. The other bike that cracked has since been warrantied without question, and the new, beefier seatstay is in place.

What was the cause? In our opinion and based on what we'd seen up until that point, there isn't enough clearance between the seat tube and Lopes Link at bottom out, which leaves little room for any variation in the outside diameter of the seat tube. Because carbon is hand laid, the thickness of the carbon can vary slightly from frame to frame, and when the carbon is too thick it presents an issue at bottom out. If the Lopes Link hits the frame, it can direct a lot of force into places it wasn't designed to withstand, which may eventually result in a damaged frame.

Following Up

With our experiences behind us, we reached out to Ibis for a comment about the potential issue, and what they had found after looking at our test bikes:

"There's a saying, 'Don't bring a knife to a gun fight.'

We have not had a lot of problems in the field with the SL-R, there are thousands out there and a relatively small number of warranty issues, approximately 1%. We now know what happened on your bikes. The rear shock reducer hardware and Ti bolt on both bikes you sent back were bent. This changed the bottom out point of the suspension, which in turn caused the other issues you saw. Although we haven't seen failures like this, in the past we have seen bent hardware with aggressive riders and we were able to solve it by substituting a high strength steel shock shaft for the standard aluminum version. Your test bikes did not have the steel shaft. We have made a running change in our spec to the steel shaft, which will eliminate this issue.

Realistically, the Mojo HD would probably be a better choice for riders that generate these kinds of loads, but then it probably wouldn't have been the lightest bike in the test. In other words, we brought a knife to a gun fight." -- Scot Nicol, Ibis Cycles Founder and Co-Owner

What's The Bottom Line?

On one hand, the Ibis Mojo SL-R performs remarkably well while climbing and sprinting, is a fun ride while cruising all but the steep and hairy stuff, is incredibly light weight, has a stiff rear end, good looks, and a nearly all-inclusive list of features. On the other hand, sizing could be a big issue for those that aren't aware, steep downhill and technical performance leaves a good deal to be desired, some components aren't quite up to par, and we uncovered a potential design flaw that complicated things big time. All told, in perhaps our most complex review to date, we're ultimately unsure how to rate the Mojo SL-R and have decided to withhold a star rating at this time.

As spec'd, we think the SL-R would be a good fit for the cross-country rider looking to step up in the travel game. It's a decent little trail slayer under the right type of rider - one who pounds out the miles while in the saddle on relatively smooth terrain - and there are potentially big gains to be had thanks to the bike's low weight.

With the new, beefier hardware as a result of our test, it's entirely possible that the issue we experienced has been solved. Not knowing for certain without re-testing the bike again, we'd suggest that heavier hitting, dynamic riders consider the Mojo HD - a bike that has a pretty glowing reputation. We're very encouraged by Ibis's response and their willingness to take a look at their design, which speaks volumes about the company and their desire to make some really nice bikes.

For more information about the Ibis lineup, head over to www.ibiscycles.com.

Bonus Gallery: 29 photos of the 2013 Ibis Mojo SL-R

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

Tested: Five Ten Freerider VXi - Our Go-To Trail Shoes

Rating:

The Good:

The Bad:

Overall:

Reviewed by Steve Wentz, Matt Thompson, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

"Wait wait wait… you want us to test a shoe with no tread? On a mountain bike?"

The proposition seemed preposterous. How could it work? Surely we'd be slipping and sliding all over the place?

Needless to say, the new Five Ten Freerider VXi shoes are an interesting breed. They feature the classic Dotty tread pattern at the toe and heal, but are treadless under the ball of your foot where your pedals rest while riding. The new Stealth Contact outsole pattern is Five Ten's unique solution for those that find the other models to have too much grip. The unique pattern is claimed to allow you to easily reposition your feet without picking them up, but would they offer the same level of grip and pedal security that we'd grown accustomed to?

We received the Freerider VXi shoes at the beginning of the Vital Test Sessions, a multi-day trail bike testing adventure consisting of hundreds of miles on the bike and lots of hiking for photo shoots. This allowed us to get a good jump on the test, and we've been thrash testing the new kicks ever since. Now it's time to break them down in another Vital Tested feature.

Freerider VXi Highlights

• PU-coated Action Leather and Mesh Uppers
• Full Lace Closure
• Contact Outsole with Treadless Design
• Stealth S1 Rubber
• Sizes 3-12 in Half Size Increments, 13 and 14 US
• Weight: 14.4 Ounces (409 Grams) Per Shoe
• Five Ten Red, Pumice, and Charcoal Colors
• MSRP $130

For some, it seems like just yesterday when Sam Hill and Nathan Rennie broke onto the World Cup scene with their signature Five Ten shoes that would revolutionize things for flat pedal riders. The radical "sticky" rubber sole was a breakthrough in many ways, allowing riders to maintain pedal grip through the choppiest of sections while flying down the hill. It wouldn't have been possible without Five Ten founder and President, Charles Cole, who originally developed the rubber to make rock climbing easier.

Stealth S1 rubber has an incredible amount of friction while still being durable. This is a result of the plasticity and elasticity of the material. The sticky feeling we're all fond of is a result of the plasticity, or the ability to absorb the pedal pins, providing that grip we need. The elasticity allows the rubber to reform to its original shape. As an added benefit, the combo of the two gives offers a good deal of shock absorption, reducing foot and leg fatigue. The Steath S1 compound is sticky enough, in fact, that Five Ten is likely the only company that could get away with the radical treadless design.

Aside from the rubber, the Freerider VXi shoes are all-new, and they represent the advancement in construction techniques and technology following the company's acquisition by Adidas. The fit has been refined and slimmed down, offering a shoe that's not only sleeker, but also 50+ grams lighter than the previous Freeriders. The uppers use a combination of mesh and a material dubbed "Action Leather," which is a fitting name given its ability to breath while still being highly abrasion-resistant. There's double-stitching throughout, and construction details and sealing have been improved across the board.

When compared to the previous Freerider models, the VXi shoes also have a reinforced toe cap, which provides more toe protection from stray rocks and stumps as you're cruising down the trail. The ankle area gives more side-to-side support thanks to some added stiffness and height. Finally, an asymmetrical welt (that's the edge of the sole) makes it so that the upper portion of the shoe no longer rubs against the crank, increasing durability.

Initial Fit Impressions

Out of the box, the shoes fit well. They're true to size and consistent with the fit of other Five Ten shoes we've used in the past. While narrower than previous designs, the toe box still offers some room to move around, which is great for comfort. They fit a normal to wide foot well, but those with super wide feet may find require some additional break-in time to relieve any pressure points.

Walking around, we've got to admit that they weren't incredibly comfortable in every aspect when brand new. We were okay with that, though, provided they would wear in over time. A common complaint we've have with many shoes, including some in the Five Ten lineup, is that they can be too bulky (Impacts) or too soft (Freerider). The new Freerider VXi shoes offered something new - they were firm, stiff, and supportive at first, but slim. That stiffness translated into rub on the insides of ours ankles, on the achilles, and where the tongue meets the bottom of the leg. The fit is far from the cushy feel you get with the Impacts and it's a performance feel that clearly means business from the get go.

On The Trail

Over the course of about five or six good rides, the uppers loosened up, formed to our feet, and broke-in well. After that, comfort was very much improved in every way. We were really surprised at the level of comfort considering how stiff the uppers were at first. The shoes never rubbed us raw anywhere, even with the added stiffness during the break-in phase.

How did the semi-treadless Contact outsole design work? When we first put our feet on the pedals, we were shocked by the amount of grip the shoes offered while pedaling or standing. In short, the Freerider VXi shoes are every bit as grippy as the Five Tens already in your closet, provided your weight is on the pedals. Once you lift the shoe ever so slightly, even just by barely unweighting it, it's incredibly easy to move around on the pedals, especially when compared to the standard Five Ten Dotty tread pattern. Quick readjustments were a no-brainer and we didn't have to spend any time thinking about the repositioning process. The radical tread pattern worked, and we were stunned.

What we did have to be conscious about, which was new for us, was keeping our weight on the pedals. Weighted, the shoes held like glue. Unweighted, like when seated and pedaling through a bumpy portion of trail, or occasionally while rallying really rough sections, the shoes can move around a bit too easily sometimes, and we found ourselves on our heals more than once. Although this was a rare occurrence, luckily it was super easy to get back to ground zero. In doing so, we noticed that it's usually much faster to reposition your foot with the VXi shoes, unlike other models which sometimes require repositioning a few times to find the sweet spot.

The Freerider VXi shoes also feature a noticeably more rigid sole than the previous Freeriders. One benefit of a stiffer sole is increased power transfer, which is excellent considering many trail riders will have an interest in these shoes. However, with a stiffer sole comes less pedal feel. During our first few rides it was hard to know where our feet were on the pedals. Once they broke-in the feeling was much less vague. Dozens of rides and three months later, the shoes now offer all the pedal feel we could ask for. Like fine wine, they only get better with age.

One of the reasons we love Five Tens is the phenomenal grip they also offer off the bike while hiking, and the Freerider VXi shoes did well on rocks and hard-pack. When things get loose or wet, and especially in loose over hard-pack conditions, you've got to be aware of your footing. We almost lost it a few times, but we'd take this shoe over most other offerings because the rubber and ability to quickly readjust makes up for it.

Long Term Durability

After hundreds of miles of use, we can tell where our pedal pins contact the shoe, but we think that's neither good nor bad. A softer rubber would likely wear more quickly, and a harder rubber with more durability would yield less grip, so we're happy with how they're doing. The rest of the shoes appear to be very durable as well - there aren't any stray threads, holes in the fabric, or detached portions of the sole, and the shoes look great for the long haul.

What's The Bottom Line?

Five Ten was the first to drastically improve flat pedal mountain bike footwear, and with the Freerider VXi shoes they're doing it once again. The simple fact that their Stealth rubber is sticky enough to allow for a treadless design is mind boggling, but guess what? It works. The treadless innovation (that's what the 'i' stands for in VXi), when combined with the refined uppers and improved construction techniques, yields the best flat pedal shoe for trail and all-mountain riding that we've tried to date. You've just got to be willing to give them a little time to get to that perfect stage. They're now our go-to shoes for just about any bike adventure.

Hit up www.fiveten.com for more details or to pick up a pair of the new Freerider VXi shoes, which are available now.

About The Reviewers

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).

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on parts in little to no time.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Knolly Chilcotin

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Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer

The Chilcotin Region of British Columbia is home to big, burly, mountains that call for adventure. When you're out there, you're really out there. Think thousands of miles of trails, epic climbs, long descents, gorgeous views, and a campfire to huddle around at night. Sporting 160mm of travel, a 66-degree head angle, and a stout frame, it's only fitting that Knolly should name their all-mountain bike after the region. This is a bike that also invites adventure, and the BC boys made it to withstand the journey. Thanks to the guys at Over the Edge Sports who graciously let us swing a leg over one of their demo bikes, we were able to give it a go during our 2013 Test Sessions.

Chilcotin Highlights

• Aluminum frame
• 26-inch wheels
• 160mm (6.3-inches) of rear wheel travel
• 1.5-inch head tube
• 66 or 67-degree adjustable head angle
• 69-degree actual, 73-degree effective seat angle
• 341 or 350mm (13.4 or 13.8-inch) adjustable bottom bracket height
• 429mm (16.9-inch) chainstay length
• Standard thread in bottom bracket with ISCG05 mounts
• 142 x 12mm rear thru-axle
• Complete weight (size Large, no pedals): 30 pounds, 11.5 ounces (13.9kg)
• Frame weight: 7 pounds, 8.2 ounces (3.4kg)
• $5,770 MSRP complete

Introduced as part of Knolly's 2011 lineup, the Chilcotin is an evolution of their original Endorphin frame. It's bigger, badder, and more capable in many ways, but was designed to retain the all-around pedal-ability of the shorter travel rig.

The frame, which was originally to be made in Oregon by SAPA, saw a few key updates when the company was forced to move production to Taiwan. One of the biggest improvements was being able to take advantage of better tubing and shaping technologies, which led to some custom extrusions and proprietary tube sets for their line.

One look at the Chilcotin and you know it means business. The 1.5-inch head tube, reinforced bb area, massive amount of tire and mud clearance, ISCG05 tabs, super thick CNC'd derailleur hanger, and burly 142mm dropouts all point to a bike that's ready to be ridden hard down some hairy stuff. At the same time, there are some finer details that become apparent when you step in for a closer look, like nicely CNC'd pivot hardware, bottle mounts, the direct mount front derailleur, and a removable front derailleur cable stop if you should choose to run a chainguide.

Cable routing is entirely external, and in general it's a clean setup. For those that run a dropper post, there are guides ready and waiting.

Perhaps the most eye-catching aspect of the Chilcotin frame is Knolly's "Four by 4" suspension linkage. While similar to Horst Link designs, the addition of a rocker arm and precisely placed pivots ensure the avoidance of patent issues while gaining a full length seat tube and additional shock rate tuning options. The leverage curve is pretty progressive, and the first bit of travel is tuned with traction in mind.

Stiffness wise, aside from a burly frameset, Knolly uses German INA brand bearings, precision machined stainless steel shaft spacers, CNC'd 2024 aluminum axles and shoulder bushings, and widely spaced pivot bearings to increase rear end stiffness and achieve tight tolerances. IGUS bushings are also used in select pivot locations.

Adjusting the frame's head angle from 66 to 67-degrees and bottom bracket from 13.4 to 13.8-inches is super easy to do, and only requires a quick change in the shock's lower mounting position. We chose to leave it in the low, slack mode for the duration of our test.

On The Trail

We rode the Knolly Chilcotin on our first day in Hurricane, Utah. Being new to the area, the group chose the famous JEM Trail as our adventure and let 'er rip. JEM is a relatively smooth, flowy trail with a good deal of pedaling. Combined with the Hurricane Rim exit option, there are a few rocky bits and a handful of places to open a bike up.

For a 6-foot rider, the cockpit felt comfortable, centered, and fairly balanced. The reach was short enough to get the front end up with ease but long enough to feel relatively comfortable while climbing. Not too long, not too short... just right. Add in the slack 66-degree head angle, 13.4-inch bottom bracket height, 70mm Thomson Elite X4 stem, and 725mm Joystick Analog Carbon bars and you've got yourself a bike that's great for descents and comfortable at speed. If anything, we'd prefer a slightly wider bar, but for the trail we were on the stock configuration worked well.

Pointed down and in the slack mode, it was clear that the Chilcotin was designed for the gravity-minded rider. It rode like a mini downhill bike, and the stable and relatively playful platform inspired a good deal of confidence. It wasn't the most precise or responsive of all-mountain bikes, but it allowed for a forgiving ride without any sketchy moments. Pulling up into a manual was easy and the progressive rear end offered good support, helping to make the ride pretty nimble. Changing lines was easy to do at all but the slowest of speeds.

While there was some decent elevation loss over the course of our rides, we never had the chance to put the Chilcotin to use through the really hairy terrain it was undoubtedly designed for. That said, we were still able to notice that the rear end wasn't as laterally stiff as we'd like, and flex was detectable in certain situations. Some slight pedal feedback was also apparent in bumpy terrain on flat pedals.

Much like the geometry, the suspension seemed best suited to the descents. The FOX Float CTD shock performed capably in firmest of the Trail compression settings, and also helped to prevent a bit of bob that the bike seemed prone to. The supple system performed well over small bumps, chatter, square edges, and jumps. Set to 30% sag and in Descend mode there was excess dive both front and rear over smallish drops and g-outs, so we'd suggest using a firmer Trail mode for most riding.

The 7.5-pound frame weight felt and rode like a mid to heavy-weight all-mountain bike. With a close to stock spec, the Chilcotin wasn't very snappy and seemed a little bit on the sluggish side, especially while trying to put the power down and accelerate. Low anti-squat numbers and some relatively slow rolling tires certainly didn't help in this area.

Climbs weren't terrible, but the bike certainly wasn't very efficient either. The geometry didn't adversely impact climbing, and we think this was mostly a result of the suspension. For longer climbs, we'd definitely recommend flipping the shock to the Climb mode, which is simple to do considering the lever's easy to reach position. While this comes at the expense of traction over rough bits, the rear suspension squatted a noticeable amount without the platform, robbing energy.

Build Kit

The stock build kit on the Chilcotin comes from a wide variety of component companies, and the bike has a few choice bits in important places, like the Hope Pro II EVO hubs, Joystick Analog Carbon bars, Race Face SIXc crankset, and Thomson stem and post. There's no dropper post on the $5,770 build, and it's an upgrade we'd highly recommend.

Notably, the Chilcotin is one of the only all-mountain bikes to retain the FOX 36 Float and 20mm front axle for 2013. This is something we can really appreciate, even though it adds a decent amount to the bike's overall weight.

Our loaner demo build saw a swap from 2.35-inch Maxxis Minion tires to 2.4-inch Continental Trail Kings. In previous tests we've found the Minions to be good all around tires, though we would swap the Minion R in the back for something like a High Roller given the option.

Avid's Elixir 9 brakes were fitted to 180mm rotors front and rear and provided enough power for the trail we were on. They had an exceptional bleed, giving a nice, snappy, and precise feel.

Drivetrain wise, the bike uses a 2X Shimano XT front derailleur and SRAM X9 rear derailleur and shifters. Shifting performance was crisp with no skips, no dropped chains, and no drag.

Long Term Durability

Unlike most of the bikes in our Test Sessions, the Chilcotin had decent number of hard miles on it before we rode it, so some durability and maintenance issues were more readily obvious. Due to Utah's super dry climate, the bike had some very creaky pivots, which made the ride less enjoyable than it probably should have been. The Four by 4 suspension design requires the use of several bushings and bearings, all of which need to be properly greased and torqued on a regular basis.

Knolly frames are covered by a two-year warranty against defects and a three year crash replacement policy should things go awry, but the warranty can be voided if the bike is used in professional races, so keep that in mind.

What's The Bottom Line?

We found the Knolly Chilcotin to be a fun bike to ride when the going gets rough. It's a capable descender, and with the quick addition of a dropper post would be well spec'd for just about anything. The weight of the bike and an active rear end make climbing and pedally trails a bit of a chore, so be prepared to grunt up the hills and during out of the saddle efforts.

We see this as a bike for the all-mountain adventurer looking to stand out and be little different from the herd. It's versatile enough to handle some very rugged terrain while also comfortable enough to withstand a multi-hour trek through the backcountry.

Visit www.knollybikes.com for more details.

Bonus Gallery: 28 photos of the 2013 Knolly Chilcotin

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Yeti SB66 Carbon

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Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

Meet the SB66. That's code name for Yeti's"Super Bike" with 26-inch wheels and 6-inches of travel. Why is it super? Because it's built to do it all, and to do it well. As proof of this bike's all-around super-ness, Yeti-stud Joey Schusler used it to race four different types of races over a single weekend. Dual slalom, downhill, cross-country and short track, all on one bike. And he crushed it. Inspired by Joey's results and a love for all things from Colorado, we called up the boys at Yeti for a chance to give the SB66 Carbon a go during our 2013 Test Sessions in Southern Utah.

SB66 Carbon Highlights

• High modulus carbon fiber main frame and swingarm
• Eccentric Switch Technology suspension system
• 26-inch wheels
• 152mm (6.0-inches) of rear wheel travel
• Tapered inset head tube
• 66.7-degree head angle
• 71.7-degree seat angle
• 343mm (13.5-inch) bottom bracket height
• 432mm (17-inch) chainstay length
• 73mm BB Shell, splined shell accepts removable ISCG 03/05 tabs
• 142x12mm rear axle
• Measured Weight (size Medium) 28-pounds 3-ounces (12.8kg)
• $5,600 MSRP

Introduced in the summer of 2011, the SB66 was originally launched as an alloy bike. Just a few months later, the sleek, sexy, and oh-so-smooth carbon variety was born, which has a few key performance benefits to consider - the biggest of which is weight. By going from metal to fibers, Yeti was able to drop an impressive pound and a half off of the frame. Down to a claimed 6-pounds, the SB66 Carbon is a full carbon frame, including the rear triangle, which equates to less unsprung weight. Add in some vibration benefits and retained stiffness numbers and it's easy to see why the up-sell is a popular option.

Details throughout are dialed, and it's obvious that someone (or a team of someones) was sweating the small things when designing this bike. Take the custom molded guards to protect frame from chain slap and rock strikes as an example. They're so cleanly integrated into the frame that at first glance you don't even notice they're there. Cable routing is also excellent, including a partially internal segment through the rear triangle. Another nice detail is the splined bb shell that accepts removable ISCG 03/05 tabs, allowing you to clean things up and save a few grams if you'd prefer a dual or triple-ring setup.

The frame sports dropper post cable guides, a direct mount front derailleur, 160mm rear brake post mounts, a tapered headtube, 12x142mm rear axle, and will fit a true 2.4-inch tire.

Out back is where things get really interesting, thanks to Yeti's dual-link Switch Technology suspension. The key to the system resides just above the bottom bracket. As the bike moves through its travel, the rotation of this fully-sealed eccentric link switches directions. What's the benefit in doing that? It allows the SB66 to have an initially rearward axle path to counteract pedaling forces, resisting bob and helping with square edge hits. Later in the stroke, at about 100mm of travel, the link switches direction, shortening the chainstay length and preventing further chain growth. The axle path follows a smooth curve thanks to the eccentric design, and sees chainstay growth of about 5mm before shortening to a net -6mm at bottom out. While quite linear looking, the leverage curve is slightly regressive, then progressive, then regressive again at the very end of the stroke.

On The Trail

To get a good feel of what the SB66 Carbon was capable of, three distinct locations and trail types were chosen. First, both Brandon and Joe piloted it down the rough, rocky, and rowdy Grafton Mesa trail near Hurricane, Utah. Next, Steve spent some good time on the varied Boy Scout, Girl Scout, and Caldera Loop trails in Nevada's Bootleg Canyon. To wrap things up, Joe went back for another helping down Hurricane's mini-Rampage excursion known as Nephi's Twist trail.

Heading out, the fit on the bike was roomy and comfortable, but in a cross-country sort of way. Even with a reasonably short 70mm stem in place, we felt a bit stretched out on our size-Medium test bike. The top tube on the Medium measured 24.1-inches, which is nearly a full inch more than many companies would consider to be a Medium. Rather than sizing down, if anything, we'd suggest going even shorter on the stem to get a reach you're comfortable with. The added stability of a longer front end was nice to have. Add in a slack 66.7-degree head angle, 13.5-inch bb height, and decently snug 17-inch chainstays and the frame checked all the boxes.

On trail, the SB66 had a lively, flickable feel that was surefooted at the same time. It was easy to lift the front end up, move around, and send off the occasional huck. The frame was really stiff side-to-side, allowing the bike to track well and remain predictable through any section. Inputs were responded to immediately, and changing lines at a moments notice was a breeze. The slack front end and low bb made it especially fun in turns, and it seemed as though we were on rails much of the time. In short, when we told the SB66 to perform, it did, every time.

That's not without a caveat, though. You have to be willing to really tell the bike what to do to appreciate what it's capable of, and it's best if you provide those inputs at speed. If that sounds like they way you like to ride, as we do, then the frame is likely a good fit. Casually riding the SB66 didn't yield the best results, though, and it seemed to ride high in the travel if we were just cruising along. While this was great for pedaling and being ready for the next hit, we didn't find it to be very active or plush until we started pushing the bike a bit.

When we were getting after it and speed was plentiful, the Switch Technology system was smooth, supportive, and surprisingly difficult to bottom out on average hits. We did bottom the FOX CTD Float shock on a few silly big hits, but it wasn't anything out of the ordinary for a 6-inch bike. The suspension handled chatter, square-edged hits, and jumps well. Only a hint of wallow was felt in the mid-stroke, which made it a little harder to jump than a really progressive bike. It also didn't gain speed by pumping as well as some other bikes that ramp sooner. On the other hand, though, the suspension characteristics made it a dream on bumps and chatter, so the mild wallow was hardly a negative, just different.

In discovering the "push it to love it" characteristic, we also discovered that the included 150mm FOX 34 Float CTD fork was super prone to diving when things got rough, even in the firmest Trail mode with higher than recommended pressures. Given how capable the frame is, we felt as though the bike would be much better off with a 160mm FOX 36 Float. Sure, the 34 is fine for most people the way most people ride, but the frame is capable of so much more, and the added compression controls and support offered by the larger chassis fork would be greatly appreciated. As is, the front end didn't pair up well with the rear.

At 28.2-pounds, our SB66 Carbon build felt light, snappy and was great at picking up speed when some effort was applied to the pedals. Pointed uphill, it responded quickly and there was hardly any bob in any of the chainring combinations. Yeti did a stellar job with regard to pedaling performance. Geometry wise, the front end was stable and not lofty when ascending steep grades, and our body position was very good. In fact, we'd rank it pretty high up among all the bikes we've ridden when it comes to climbing, especially considering that it can all be done quite well without a platform on the rear shock combined with the fact that it's a 6-inch bike.

Build Kit

The SB66 Carbon is available with three component kits or as a frame only option. Our "Race" kit was decked out with a mix of Shimano XT, Thomson, Easton, WTB, Cane Creek, FOX, DT Swiss, and Maxxis parts.

Cockpit wise, we were pleased to see a 70mm Thomson X4 stem. Like Yeti's frame, Thomson's parts show great attention to detail and quality. Easton's Haven Carbon bars were a nice touch, but we wished the bars had been wider than the relatively narrow 711mm. Again, this bike is capable of a lot, and we'd like to see some bars that reflect that.

Moving further back, there was a glaring absence of a dropper post. If you're not going to spec a dropper though, a Thomson post and QR seat clamp are among the next best alternatives we suppose. This is one area to upgrade that will absolutely improve the bike's overall fun factor.

Shimano's XT drivetrain again proved to be a solid performer, but the lack of a clutched derailleur was a big bummer, especially for a bike in the $5,600 price range. We had a few dropped chains at inopportune times (is there ever a good time?), and despite the nicely molded rubber guards, chain and seatstay slap was quite noisy compared to other bikes. The triple-ring XT crankset also seemed a bit outdated.

Braking was a no brainer thanks to the Shimano XT stoppers, with good initial bite and great overall performance, even over extended descents.

Where the bike met the ground, we were pleased with how the Maxxis Ardent tires cornered and rolled, but would have preferred something more aggressive on the front. When we were up to the speeds and aggressiveness levels needed to really make the bike shine, the front end would push just a little too much. A single ply Maxxis Minion could do wonders for confidence if nothing else.

Long Term Durability

Looking at the frame, one potential area for concern is the eccentric Switch Link. There's a lot going on there, and it's crucial to the performance of the bike. With things like oversized pivot pins, Enduro Max sealed bearings, and custom titanium hardware, it's clear that Yeti has taken some precautions to help ensure longevity of the system. Given our relatively short period of time riding the bike, we didn't experience any issues in this area, but it's something to keep an eye on. Yeti backs the SB66 Carbon with a 2-year warranty should anything go awry.

What's The Bottom Line?

The SB66 Carbon is an above average frame, borderline great. It's playful, capable, long, low, stiff, and rewards an aggressive rider with a platform that responds well to being pushed hard. It also looks phenomenal, and frame details are top notch. Anyone who likes to ride a lot, up and down, and has the skill to go fast will appreciate the overall ride, making it very close to most people's idea of a perfect do-it-all bike - even a "Super Bike" if you will.

When it comes down to rating the bike as a whole, though, we're really torn. It could be a five-star ride with a few component tweaks. In the end we're left to judge the bike as is, and we feel that some of the components on the Race kit hold it back quite a bit, compromising the overall ride and fun factor. Yeti has a wolf in sheep's clothing, and we'd love to see them let it out.

For more about Yeti's lineup, visit www.yeticycles.com.

Bonus Gallery: 40 photos of the 2013 Yeti SB66 Carbon

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Specialized Stumpjumper FSR Expert Carbon EVO

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Reviewed by Matt Thompson and Jess Pedersen // Written and Photo'd by Brandon Turman

Somewhere along the way, Specialized realized that people who ride burly terrain want easily pedal-able bikes that are up to the task. So, rather than putting out something that those types of riders would have to heavily modify to get just right, they took their popular Stumpjumper FSR platform, bumped up the travel, slackened it out, lowered it, slapped some burlier parts on, added EVO to the end of the name, and told us all to have some fun. And guess what? We had an absolute blast on the Stumpjumper FSR Expert Carbon EVO during our 2013 Test Sessions in Southern Utah.

Stumpjumper FSR Expert Carbon EVO Highlights

• FACT IS 9m carbon main triangle and M5 alloy rear triangle
• 26-inch wheels
• 150mm (5.9-inches) of rear wheel travel
• Tapered head tube
• 67-degree head angle
• 68.2-degree actual, 73.5-degree effective seat angle
• 335mm (13.2-inch) bottom bracket height:
• 420mm (16.5-inch) chainstay length
• PressFit 30 bottom bracket with ISCG05 tabs
• 142x12mm rear thru-axle
• Measured weight (size Large, no pedals): 27 pounds, 12 ounces (12.6kg)
• MSRP $6,400

So what exactly is different from the standard Stumpjumper FSR to the Stumpjumper FSR EVO? Comparing the 2013 Expert Carbon models, which are priced within $200 of each other, there are several key differences in the frame and components. Starting with the frame geometry, the EVO model sees an increase from 140 to 150mm of travel, a 1-degree slacker head angle, 3mm lower bottom bracket, 1-degree slacker seat angle, the wheelbase grows by 5-6mm, the stack is a little bit taller and the reach is slightly shorter. Considering the effect the addition of a bigger fork has on a bike, it's clear that the EVO frame is very different from the standard Stumpjumper FSR. It's also worth noting that the EVO model uses M5 aluminum seatstays as opposed to FACT Carbon stays.

The components also see a bit of tweaking, with a shorter stem, beefier Gamut bashring and chain guide, slightly burlier Roval Traverse Wheels with fatter DT Swiss Super Comp Spokes, Avid X0 Trail brakes, a Specialized Butcher tire up front, the addition of a Float CTD shock in place the Brain shock, and new for 2013, a 150mm FOX 34 Talas CTD fork as opposed to the 140mm FOX 32 Talas CTD.

Out back, the Stumpy EVO's 150mm of travel is delivered by Specialized's FSR suspension, which they've been tweaking and tuning for nearly 20 years. 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 the system running smoothly.

Aided by an AUTOSAG addition to the FOX Float CTD Factory rear shock, suspension setup is incredibly simple. You just pump the shock way up, sit on the saddle, depress an air release, and viola! you're ready to roll. Shock positioning is great, allowing easy access to the levers while staying out of harms way. We will say that we're not huge fans of the proprietary link used to mount the shock, as it limits your ability to quickly swap shocks.

One additional point that we're not particularly fond of is the cable routing. Save the dropper post, cables follow the underside of the downtube and bottom bracket, presenting greater opportunity for damage.

Also of note, the rear end uses Specialized's 142+ hub, which provides additional wheel stiffness over a traditional 142mm hub design. If you'd like, it's still possible run a standard 142mm rear hub as well.

On The Trail

All told, the Stumpjumper EVO line is meant to sit squarely in-between the standard Stumpjumper FSR and the Enduro, creating a bike that's both XC worthy and big-mountain capable. With that in mind, we chose two trails to test it out. First, Jess piloted it around St. George, Utah's Zen Trail - think technical rock ledges, punchy climbs, high speed descents, and some good chatter mixed in with a few sizable hits. Next, Matt took a spin on the faster, flowier, and more pedally Barrel Roll Trail. The two combined offered a good mix of terrain, both tech and pedally, to see what the Stumpy FSR EVO was really made of.

For a 6-foot rider, the cockpit of our size Large test bike was very comfortable. The top tube length was just right, with the perfect reach and a bit of room to move around. The rider position was very neutral, balanced, and centered.

Taking off down the trail, we were immediately fans of the geometry offered by the Stumpy FSR EVO. It was slack, it was low… it was just right. This bike offered a very aggressive ride on the downhills but still climbed very well - a rare combination. The super short 16.5-inch chainstays made it very easy to get the front end up, the 13.2-inch bottom bracket gave it a lot of stability and cornering prowess, the 67-degree head angle made it ready to attack, and the 73.5-degree seat angle kept it upright enough for the climbs. Just a few pedal strokes into the ride, it was clear that this bike was going to be so much fun to ride.

Confidence inspiring? Playful? Stable? Precise? Responsive? Changes lines easy? Yes, yes, and a dozen more yesses. The Stumpy FSR EVO flat out ripped down the trail, regardless of what was in front of us. It wanted to be taken to steep slopes and thrashed. It was stable yet nimble, changed lines quickly, and gave us a herculean amount of confidence when pointed downhill. Combined with a smart parts spec, it could be ridden casually without getting into trouble, but loved to be pushed. The bike was stiff in all the right places, and when you hit a certain speed it felt incredible. Fun was the name of the game, and the Stumpy FSR EVO turned anything and everything into a playground. Drift this, pop that, double here, pump there… what a blast!

Key to that fun feel is the FSR suspension system, which we found to be very active. Set up using the AUTOSAG feature and in FOX's 'Trail' mode front and rear, it was surprisingly balanced, equating to more confidence on the trail. It pedaled well over rough terrain, begged to be ridden hard downhill, tracked well in the turns, and good mid-stroke support rewarded us with speed when pumping anything and everything. It also soaked up small bumps and square edge hits incredibly well. Some harsh bottoming was experienced on larger drops, but we didn't feel like that was out of the ordinary for this size of bike.

If anything, the FOX 34 Talas CTD front fork was the only thing slightly holding the bike back. It felt a little feeble compared to how bomber the rear end was. There was some flex going on when it got steep and rough, though we most likely wouldn't have even noticed this if the great working rear suspension and stiff back end didn't inspire more aggressive riding. Additionally, when climbing with the Talas in the low position, we struck our pedals numerous times on the ground. Pedal timing was critical in rough, rocky terrain, particularly with big flat pedals. While it improved steering performance when on steep, tight terrain, the travel adjustment on the fork seemed unnecessary at most times, leading us to think that a 36 Float, 34 Float, or RockShox Revelation 150 would be a better match.

At a measured 27.8-pounds, the Stumpjumper FSR EVO was right in line with other trail bikes in its price range, if not a little better, and the perceived weight on the trail felt right on target for a 6-inch travel carbon trail bike. It was light, snappy, and rolled fast.

Although this bike came with real tires with real knobs on them (for you know, riding in the dirt?), we would still say it accelerated well when sprinting. In 'Trail' mode, which we stuck with most of the time, we didn't notice excessive suspension bob under hard efforts when out of the saddle. Opening things up in 'Descend' mode, the bike becomes a little too active for any serious efforts. Conversely, it's surprisingly efficient in 'Climb' mode. When aided by the seat angle, neutral body position, and stiff frame, pedaling up seemed like less of a chore than it should have been, leaving ample energy for the roller-coaster of a ride back down. The short chainstays did encourage the front end to come up when things got steep, but all it took was a little body position adjustment and all was good.

Build Kit

Spec'd with the rider who gets after it and charges anything and everything in mind, the list of components on the Stumpjumper FSR Expert Carbon EVO was very good, and we didn't feel the immediate need to swap anything out. That said, there's always room for further improvement.

As mentioned previously, we feel like bike would be better off by swapping out the FOX 34 Talas CTD fork for a 34 or 36 Float, given the damping and possible stiffness improvements. At a price tag of $6,400, we were a little surprised to see a Performance series fork on the front of the bike, which lacks FOX's Kashima coating.

Specialized's 720mm wide All-Mountain low-rise handlebar was solid and felt great, but if the goal was to create a bike capable of just about anything, we'd love to see something a bit wider on the front end. Combined with a slightly shorter stem, the fun factor would surely be maximized. We did love the all-new Sip Grip design, which is a simple half-waffle pattern with a lock-on collar.

Braking duties were addressed by Avid's new X0 Trail disc brakes, which provided plenty of power and great modulation with no noticeable fade. The X0 Trails have proven themselves to be top notch performers in several of our tests, though they can be a bit tricky to bleed.

The custom SRAM S2200 carbon double XC Trail crankset with 36/24 gearing was plenty stiff and provided a good range. Coupled with a Gamut bashguard, dual guide, SRAM X7 front derailleur, and X9 rear derailleur, shifting performance and drivetrain protection was dialed. The lack of noise combined with the fun factor this bike has makes it feel like you're riding incredibly smoothly, and we loved hearing nothing but the tires on earth as we carved turns and hopped through sections.

The inclusion of Specialized's Command Post BlackLite is a welcome addition, as we feel dropper posts should be on any all-around trail or all-mountain bike. The three position system is intuitive and easy to use, though it's sometimes hard to find the middle position. Reliability has been great in other long term tests, so there are no issues there as well. The only things we aren't particularly fond of are the setback, requiring us to move our seat forward on the rails, the rather unnerving speed at which it rebounds, and the sometimes elusive lever.

Perhaps one of the biggest distinguishing factors between the Stumpjumper FSR EVO and other trail bikes is the inclusion of tires that work very well. We're big fans of the 2Bliss ready Specialized Butcher Control 2.3-inch dual-compound front tire when combined with the Purgatory Control in the rear. The combo yields consistent climbing and cornering traction while still rolling quickly and maintaining a pretty light weight. They are proven performers that make no compromises.

Additionally, the Roval Traverse 142+ all-mountain wheelset with DT Swiss internals and spokes proved to be plenty stiff and reliable. Overall, Specialized's in-house components impressed us, which doesn't happen very often.

Long Term Durability

This is a solid platform with solid components. Everything on the bike seemed reliable and in it for the long haul, leaving no doubts in our mind about durability. Charge it, blast it, huck it... the Stumpy FSR EVO will keep up.

What's The Bottom Line?

Based on what we experienced, we can confidently say that the 2013 Specialized Stumpjumper FSR Expert Carbon EVO will make your local trails more fun. Thanks to well thought out angles, a proven suspension design, and a parts spec to match, it's among the best all-around trail bikes we've ridden. It offers a calculated and surprising combo of efficiency while retaining geometry worthy of the gnar. This bike flat out shreds and we have a really, really hard time hating on it in any regard. It's that much fun to ride, which makes it worth every penny in our eyes.

Check out www.specialized.com for more details.

Bonus Gallery: 24 photos of the 2013 Specialized Stumpjumper FSR Expert Carbon EVO

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Felt Virtue 1

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The Bad:

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Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

First introduced in 2006, the Felt Virtue series has grown with the times, technologies, and preferences of riders. While the model names, angles, and frame materials have varied over the years, Felt's Equilink suspension platform has remained constant, proving its value and function. Now in its seventh year of production, the 2013 Virtue 1 features up to 130mm of travel, a full UHC Performance Carbon frame, and retains the geometry numbers found on the 2012 lineup. After a positive experience on the Felt Compulsion, the Virtue's big brother, we were interested to see how the Virtue 1 would hold up to some abuse during our 2013 Test Sessions in Southern Utah.

Virtue 1 Highlights

• Full UHC Performance carbon frame
• 26-inch wheels
• 120 or 130mm (4.72 or 5.11-inches) adjustable rear wheel travel
• Tapered head tube
• 69-degree head angle
• 73.5-degree seat angle
• 10mm bottom bracket rise
• 425mm (16.7-inch) chainstay length
• Standard 73mm thread in bottom bracket
• 135mm QR rear axle
• Measured weight (size Large): 28-pounds 3-ounces (12.8kg)
• MSRP $6,199

Back in 2012, the Virtue lineup was redesigned to improve stiffness and update the frame to current standards. Geometry also received a few tweaks, making the bike a touch slacker and more stable than before. Weight has varied over the years, and with the addition of a dropper post the 2013 Virtue 1 took a slight hit in this department, but it's a very welcome addition.

The 2013 Virtue 1 frame is made from Felt's UHC Performance Carbon, which is "a T700-based blend of raw carbon fiber with a tensile strength that’s 7.9 times greater than 3/2/5 titanium and a stiffness rating that’s 3.34 times greater than 6061 aluminum." Sounds impressive, right?

The construction technique for the Virtue follows their own "DMC" (Dynamic Monocoque Construction) process, which essentially means they mold individual sections of a frameset and then join them together with a co-molding process. "This allows each frame section to be further optimized for its intended purpose while keeping maximum ride quality and performance as a priority," according to Felt. Vibration absorption, durability, and stiffness are among the factors considered for each segment, and seams are avoided in critical areas. The downtube and driveside chainstay are both protected by rubberized guards to prevent damage and keep the frame looking sharp over time.

Cable routing is done well, with a mixture of internal and external paths, most of which follow the downtube. The dropper post cable guides do look a bit DIY compared to the rest of the package, but they get the job done well.

Out back, suspension duties are handled using Felt's Equilink system. Not to be confused with a four-bar linkage suspension design, the Stephenson-style six-bar linkage system is said to disconnect drivetrain forces from bump absorption forces. When pedaling, the force from chain tension attempts to pull the lower link downward while the upper link attempts to pivots upward. Because the two links are connected by the Equilink (the vertical bar near the seat tube) in precisely calculated positions, the opposing forces effectively cancel each other out, "equalizing" the system. Ultimately this means the suspension is unaffected and able to absorb impacts while pedaling.

The Equilink system can be tuned depending on the bike's intended application, and in the case of the Virtue, the progressive leverage curve is certainly geared toward efficiency. A combination of sealed cartridge bearings in the main pivots and DU bushings in the Equilink allow the rear end to function quite smoothly, the latter of which are intended to save weight and increase longevity of the system due to their element-prone locations.

The rear shock is very accessible, making compression and rebound knobs easy to get to if desired when the terrain changes. There is also a travel adjust option at the upper shock mount, allowing you to change between 120 and 130mm of travel without affecting the geometry much, if at all. Though we appreciate the option to customize the bike, the 10mm difference wouldn't likely be very noticeable on the trail, so we kept it in 130mm mode and let 'er rip for our Test Sessions.

On The Trail

Trails for this test were on two extremes, just to get a feel for the ride in various conditions. Matt piloted the Virtue down the loose, rocky, rowdy, and sometimes hair-raising Grafton Mesa trail for a few laps. Jess choose the smoother Guacamole network of trails, which is a never-ending maze of short ups, downs, and g-outs on Slickrock-esque terrain.

Reaching out and grabbing the 700mm Felt-branded bars, the Virtue felt balanced and centered with a roomy cockpit. While the top tube was of a good length, the 90mm stem did put us a little further over the front end than we'd prefer for descents, causing the bike to be a little less stable. Though this was the case, it was very manageable and put us in a great position for extended climbs.

Another factor that contributed to the over the front feel was the rather steep 69-degree head angle. For a bike in the 130mm travel range and the terrain we love to ride, we'd prefer it to be about two degrees slacker. Yeah, we're suckers for slack bikes, but that's only because we're also suckers for fun descents. Most of Felt's lineup has a cross-country appeal, and we can see why. They're made to get up the hills, corner, and sprint very well. That said, the bike could still be pushed when we wanted to. We just needed to be on our A-game, requiring a little more confidence, skill, and an aggressive riding style to keep things in check than most other trail bikes required.

We will put a qualifier on that statement though - this bike wasn't inspiring in steep, gnarly conditions, and the average rider may get overwhelmed when things get really rough. Casually riding on the descents may also get you into trouble. It performed admirably in normal downhill trail conditions though, and was precise, responsive, snappy, turned quite well, and exhibited the ability to change lines easily. It was even playful when things weren't steep, but with that 90mm stem in place it required a good yank to get the front end off the ground.

Speaking of the front end, we noticed a surprising amount of flex in the cockpit while descending. Consider swapping the setup for something a bit more robust if you're a heavy or aggressive rider. Flex wasn't an issue anywhere else, though, in the frame or otherwise, even with the quick-release rear axle.

The Virtue's suspension felt supported and balanced, performed really well over small bumps and chatter, and took high-speed, squared off hits well enough within its range of travel. When the high-speed compressions got bigger, or g-outs and drops were hit, the suspension seemed to blow through the travel easier than it should have, and we think that the rear shock was a bit outmatched for our level of aggressiveness. It didn't overheat or fade, it just couldn't respond to the roughness of the trails that we like to ride. While the bike maintains a nice progressive leverage curve throughout the entire range of travel, we're of the opinion that a bike in the $6,200 price range should be spec'd with a higher performing shock than the RockShox Monarch RT3 - perhaps a Monarch Plus or equivalent.

At 28.2-pounds, the Virtue 1 is right in line with bikes near the same price point, and it feels like a trail bike should - not heavy and not too light for general shredding. It rolled really fast, which only added to the bike's expertise on the way up.

Out of the saddle efforts were responded to immediately, and the bike snapped-to when sprinting. It accelerated quickly and felt supported under power, though this was another instance where the bar/stem flex was noticeable.

With the forward body position and geometry geared more for cross-country, the bike was a very efficient climber. The Equilink suspension system works as advertised, creating a bike that pedals very well independent of the suspension setup. Pedal bob was almost non-existent in either chainring, allowing us to leave the shock wide open most of the time. It felt light and nimble, enabling the pilot to execute tech moves while maintaining traction. The non-cramped body position was also very nice for sustained climbs. At 73.5-degrees, though, the seat angle is certainly suited to steep ups, and we sometimes felt a little too far over the bottom bracket on the flats and pedally downhill sections, especially for a bike with 130mm of travel.

Build Kit

Components on the Virtue 1 are a nice mix of Felt branded bits to help keep the price manageable, RockShox suspension, a Crankbrothers seatpost, WTB tires, and a good amount of Shimano XT parts.

Aside from the flex in the stem/bar are area, we were quite pleased with Felt's in house components. The grips were thin and comfortable, as was the saddle, and the seat clamp did its job just fine.

Up front, the RockShox Revelation RCT3 Solo Air 15 fork provided 130mm of smooth travel to match the rear end, and was plenty stiff and adjustable.

WTB's Wolverine TCS 2.2-inch tires rolled like a dream, but were quite drifty in loose conditions. They did very well on hard pack and rock, though. A little more volume up front would also be appreciated on steep descents.

The Crankbrothers Kronolog worked okay on this build, providing a large range of saddle height adjustment at the push of a button, but we've had some long term issues with it in the past.

That brings us to the large list of Shimano XT components, all of which performed flawlessly and helped boost our perception of the bik. The XT Trail wheelset was plenty stiff, easy to go tubeless, and the rear hub had a nice purr when coasting at speed. Shimano's XT brakes were once again a highlight, providing plenty of usable power, modulation, and a great lever feel without any fade on long descents. The XT drivetrain also shifted perfectly, front and rear, while keeping noise to a minimum and making the ride more enjoyable because of it.

Long Term Durability

As a word of caution, be sure to put a dab of LockTite on each of the pivot bolts prior to hitting the trail for the first time. While Felt has improved things in this area over the years, some of them still have the tendency to loosen and we'd suggest this simple precautionary measure.

A rather loud, deep creek from the bottom bracket area when starting from standstill was a little disconcerting, as it sounded as if something were cracking. We weren't able to find evidence of any damage though, and there was no noticeable flex in the frame. It may have just been a case of needing to re-grease or tape the bottom bracket threads.

Other than those two, plus the seat post, the bike presented no long term concerns during our time bashing on it in rocky Southern Utah.

What's The Bottom Line?

The Felt Virtue 1 is a bike built to put down a lot of miles quickly. It feels light, rolls fast, climbs exceptionally well, and is great for intermediate descending. As the trail gets steeper and more technical, though, things get a little twitchy, requiring more out of the rider. That said, it's certainly geared toward the cross-country side of things, in terms of both efficiency and geometry. The Virtue 1 is best suited for the trail rider who's not looking to tackle any majorly rough terrain, but who lives for the thrill of cruising smoother singletrack and carving good turns. If you're the type whose riding style includes blasting descents and an aggressive mindset, this may not be the ideal bike for you.

For more info on the Virtue series, jet over to www.feltbicycles.com.

Bonus Gallery: 31 photos of the 2013 Felt Virtue 1

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Pivot Mach 5.7 Carbon

Rating:

The Good:

The Bad:

Overall:

Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

Many of the best things in life take some time to brew. Such is the case with the Mach 5.7 Carbon from Pivot Cycles. After five years of making aluminum only frames, including the Mach 5.7, Pivot released their first ever carbon model in 2012 - the Mach 5.7 Carbon. Why did it take so long? Because the brand doesn't rush things, and they were waiting for (and actively working on) carbon technologies to advance to the point where they could beat the already impressive reliability and strength to weight ratio of their aluminum bikes. Now in its second year of production, the Mach 5.7 Carbon represents that technology breakthrough. Not only is the carbon version a half pound lighter than the aluminum version, but it's also 10% stiffer. Curious how the new bike rode, we invited Pivot to send out the dw-link equipped Mach 5.7 Carbon for a go during our 2013 Test Sessions in Southern Utah.

Mach 5.7 Carbon Highlights

• Full carbon frame
• 26-inch wheels
• 145mm (5.7-inches) of rear wheel travel
• Tapered headtube
• 67.1-degree head angle
• 71.1-degree seat tube angle
• 13.7-inch bottom bracket height
• 16.9-inch chainstays
• 92mm PressFit bottom bracket shell
• 142mm rear spacing with 12mm through axle
• Measured weight (size Large, no pedals): 27 pounds, 10 ounces (12.5kg)
• Frame weight: 5.25 pounds (2.3kg)
• XT/XTR Pro build - $5,899 MSRP complete, $2,599 frame only

The Mach 5.7 Carbon may have been the company's first carbon bike, the design team had a ton of prior experience with the material and it shows. Key to the performance and strength of any carbon frame is the absence of voids and wrinkles, and the Mach 5.7 is as smooth as can be thanks to the use of Pivot's exclusive hollow box, high-compression internal molding technology that allows better compaction of the material.

Changes from the alloy version to carbon are most obvious in the rear end of the bike, where the new material has allowed Pivot to do away with one of two struts connecting the stays, as well as the seat stay bridge. The latter of these two changes addressed a mud clearance issue that was one of the few things people could fault the alloy version with.

The tapered head tube, massive down tube, BB92 PressFit bottom bracket, high-modulus carbon rocker, one-piece rear triangle, 12x142mm axle, 160mm post mount dropouts, widely spaced pivot bearings, and short suspension links all work together to create a frame that's plenty stiff in all the right places.

In addition to a metal plate for dropped chains, custom rubberized leather chainstay, inner seat stay, and down tube guards help protect the carbon investment. Attention to detail and workmanship is obvious as you look around the frame, and it's really a very nice package.

The only glaring absence from the frame are ISCG tabs to mount a chainguide or bash guard. Because it uses a PressFit bottom bracket, you lose the chance to mount one that way, and the clamp-style adapter that's available for the alloy version won't work on the new frame due to clearance issues. That said, there's still the option of running a 1X guide bolted to the direct mount front derailleur bracket. Combined with a clutched derailleur we can't imagine dropped chains would be much of an issue.

Suspension is a dw-link affair, which is a short-link four-bar system known for its position sensitive anti-squat characteristics. The system counteracts weight transfer and drivetrain forces while pedaling, allowing Pivot to use a very light custom tune on the rear FOX CTD Float shock for improved small bump sensitivity. 30% sag is recommended, and it's super easy to set the bike up using a small sag indicator on the rear shock.

Offset pivot bearings make room for the high direct mount front derailleur, while at the same time maintaining wide spacing and double row bearing placement. All together, there are a total of eight bearings in the lower link and four in the upper link, all hiding under CNC'd and anodized hardware. The use of two bearings at each corner of the lower link is said to increase durability and smoothness.

On The Trail

Hurricane, Utah's famous JEM Trail served as a good place to test the bike over some pedally, flowy terrain under Matt, and a JEM to Hurricane Rim excursion was in order for Jess to feel it out over some rockier bits. Jess also piloted the bike down Nephi's Twist, a trail littered with jumps, drops, and big compressions.

With the stock stem and bars in place, cockpit length was very maneuverable, comfortable, centered, and balanced. This allowed the bike to climb without being cramped while maintaining a reasonable length for downhill tech and tight turns. The bar/stem combo was on the narrow and long side for our tastes, but it will suit many riders.

Angles wise, the Mach 5.7 also finds a good balance between climb- and shred-ability. The head angle could benefit from being a touch slacker for the steeps, but the bike still handled descents well and didn't wander one bit on the climbs. Additionally, the 13.7-inch bottom bracket height helped create a ride that cornered very well, was stable, and didn't clip rocks during pedaling.

Downhill performance was flat out FUN (yes, the all caps kind of fun). We found the bike to be very active, lively, and playful, making it easy to change lines quickly and encouraging us to stay involved and move the bike around. The 16.9-inch chainstays felt a little long when going to pull up over a ledge or manualing, but they also added stability to the bike. With a shorter stem and wider bars in place, stability and that playful factor would get even better. Drifts were predictable and cornering was a blast thanks to the stiff rear end.

All 5.7-inches of the dw-link driven suspension worked very well. The bike had a distinct get-up-and-go feel, carried speed very well, and it was easy to feel where in the travel we were at. It seemed to use more travel than most bikes on a consistent basis, but still felt supported throughout, especially in the mid-stroke. It performed excellent over chatter, and was very compliant over small bumps. The first third of the Mach 5.7's travel has a rearward axle path which provides anti-squat while pedaling and also improves small bump and square-edge performance. Large square edges were a little harsh, but for the most part there were no noticeable hangups. As you push through that first third of travel, the axle path becomes more vertical to avoid the negative effects that lengthening chainstays can have, allowing the bike to still respond well in rough pedaling sections.

Jumps, g-outs, and drops were pretty good, but when we were really getting after it we found that the bike was sometimes easy to bottom out. The bike is designed with a progressive-regressive leverage curve, which when combined with an air shock results in a fairly linear feel throughout. If anything, we'd tune the shock to be ever so slightly more supportive near bottom out, but we think the current tune is pretty solid.

In general, the incredibly smooth yet supported action of the rear had us wishing for a more tunable fork to give the bike an even more balanced feel.

At 27.6 pounds, the build had a very respectable weight, especially with the inclusion of a dropper post. It felt light, snappy, easy to move around, firm under out of the saddle efforts, and rolled decently well.

Hard out of the saddle sprints yielded a surprising amount of acceleration given how active the rear end is, even in 'Descend' mode - this is where those strong anti-squat characteristics come into play. The bike is responsive to pedal inputs, a very efficient pedaler, and there's no sense of lost power.We kept the shock wide-open in 'Descend' mode at most times, and while there was a little bob, the bike rolled faster through rough bits and provided more traction.Perhaps the standout feature, the Mach 5.7 does all of this without any fancy levers, pedaling platform on the rear shock, or loss of compliance in the initial stroke. Add in the neutral geometry for climbs and you've got one very proficient climbing machine.

Build Kit

Judging by the build kit, it's pretty obvious that the boys at Pivot ride test their components heavily before spec'ing a bike. Save the stock Kenda Nevegal tires, skinny bar, and slightly long stem, there aren't any parts we'd want to change.

The whole drivetrain ran flawlessly, aided by the XTR rear derailleur's super smooth shifts. It was very quiet for a 2x10 setup, and the absence of chain rub or slap made the bike so quiet the only noises we could identify were cables rattling on the frame near the headtube. We also never lost a chain thanks to the Shadow+ clutch system.

The KS LEV seatpost, which we believe was an add-on for our build, was incredibly smooth, easy to actuate, and the fixed cable routing was a big bonus. Our previous long term test of the KS LEV showed that the smooth performance is maintained over time with little to no maintenance concerns.

As we mentioned before, the stock Kenda Nevegal tires were perhaps the only thing we could fault the bike with in regards to the spec. We've found them to have a vague transition feeling from straight line to cornering and an unpredictable feel when breaking loose. That said, we swapped them out with some Continental tires for our Test Sessions.

Shimano's XT brakes were awesome, as usual, and provided more than enough power, great modulation, and were consistent during sustained braking. We really appreciated the comfortable, snappy lever feel of Shimano's stoppers as well.

Long Term Durability

When it comes to longevity, everything about the Mach 5.7 Carbon seems to be well put together and easy to service, leaving no doubts in our minds about durability of the bike as a whole.

What's The Bottom Line?

We like the Mach 5.7 Carbon. A lot. It's predictable, stiff, lively, light, and stable - all prerequisites for a fun ride. We felt comfortable on it instantly, and had no trouble charging into sections or sending it when the trail got nasty. The suspension handles nearly everything with grace while still pedaling extremely efficiently, even in the rough bits. The head angle felt a touch steep on the burliest of descents, but the climbing advantages and over other terrain make up for it. With wider bars and a shorter stem than spec'd, we think the bike would be nearly perfect.

This Mach 5.7 Carbon is for the person that likes to ride all sorts of trails, from flowy XC to advanced descents and all-day epics, making it a very versatile weapon and one we'd be happy to have in our garage.

Visit www.pivotcycles.com for more details.

Bonus Gallery: 40 photos of the 2013 Pivot Mach 5.7 Carbon

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Scott Genius 720

Rating:

The Good:

The Bad:

Overall:

Reviewed by Steve Wentz and Joe Schneider // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

Meet the 150mm 2013 Scott Genius 720. Once a bike that utilized a proprietary pull shock, the line has been completely reworked and revamped for its 10-year anniversary. Now lighter, stiffer, and up to current standards, the Genius 700 series also sees the introduction of 650B (~27.5-inch) wheels. Scott's wheel testing with their World Cup cross-country athletes showed gains substantial enough that the company actually scrapped the 26-inch wheel size altogether. As a whole, the package is what Scott claims is "THE ultimate trail bike." Curious if that was truly the case, we had the boys ship one over to Utah for our 2013 Test Sessions.

Genius 720 Highlights

• HMF carbon frame
• 650b wheels
• 150mm (5.9-inches) of rear wheel travel
• 150, 100, or 0mm of fork travel
• Tapered head tube
• Head Angle: 66.7-degrees low position or 68.2-degrees high position
• Seat Angle: 73.8-degrees low position or 74.3-degrees high position
• Bottom Bracket Height: 346mm (13.6-inch) low position or 352mm (13.9-inch) high position
• 440mm (17.3-inch) chainstay length
• BB-92 press fit bottom bracket with removable ISCG05 bracket
• IDS-SL dropouts for 135 x 5mm (compatible with 142x12mm, 135x12mm and 135x5mm)
• Measured weight (size Medium, no pedals): 29-pounds, 13-ounces (13.52kg)
• $4,729 MSRP

There are six models in the Genius 700 series, including one specifically designed for the ladies. The 720 falls right in the middle of the men's offerings at the third tier level. Surprisingly, the 720 utilizes the same HMF carbon frame as the high end models, as opposed to the 6061 aluminum option seen on the lower end models. This allows riders on a budget to get closer to that carbon steed, and we appreciate that. Scott prides themselves on their carbon fiber technology, having been one of the first brands to use it extensively, and the HMF carbon fiber used in the Genius is claimed to offer superior strength compared to the industry standard.

Notable changes and improvements to the Genius from the previous generation include a tapered headtube, one piece front triangle, smoother contours to distribute stresses better, a press fit bottom bracket, removable ISCG05 tabs, semi-internal cable routing, post mount 180 rear disc brake, and interchangeable IDS SL dropouts. While similar in design to the World Cup XC race winning Scott Spark, the Genius uses a 20mm wider pivot bearing and a beefed up version of the Mono U Shock Link for added rear end stiffness.

The frame's suspension design isn't overly fancy or complicated, but the single-pivot link design does have a few standout features. A flippable chip in the rear shock mount allows a small geometry tweak of +/- 0.4-degrees at the head angle and +/- 6mm bottom bracket height. For the purposes of our test, we ran the bike in the lower, slacker setting.

Also unique to the Scott lineup is the use of the TwinLoc lever, which is a bar-mounted switch that makes on the fly adjustments to the both the front and rear shock really easy to do. Press the lever in twice for Lockout, once for Traction mode, or leave it off for Descend mode (LTD). FOX's CTD Talas fork mates up with the system, and the Climb, Trail, and Descend modes pair up with the respective Lockout, Traction, and Descend modes on the DT Swiss Nude 2 rear shock.

Note that in the middle Traction mode, the travel of the rear shock and corresponding sag point are altered by closing off a secondary chamber inside the shock. As shown in the diagram above, this changes the geometry slightly. The fork's travel does not change in traction mode, but it does get a damping boost using Fox's CTD system. Descend mode is characterized by the softest feel, minimum damping, and maximum travel. In Lockout mode there's no damping, no sag, and a blow off valve that takes quite a bit of force to actuate.

On The Trail

With 150mm of travel up to bat and a claim to the ultimate trail bike title, we took the Genius to a variety of trails to try and see if we could find the limits of the platform. While Steve did his best to utilize the 650B wheels to their fullest by tackling the bumpy Zen Trail, Joe rode the bike through the never-ending rocky peaks and valleys at Guacamole, and again down the super rough and rowdy Grafton Mesa trail.

Bar position was quite comfortable, and the bike's fit was good on our size Medium frame. If anything, it was slightly on the long and low side with a definite XC feel. We felt like the seat position was a really straight up, over the bottom bracket and not behind it. This put us over the front while climbing, which was a positive thing when going up. Unfortunately when pointed down, that XC feel was very noticeable, and it zapped a bit of our confidence right off the bat.

While descending, the bike was responsive and precise, which was likely aided by the stiffness of the frame and wheels. We'd say stiffness all around was better than average. The bike's 650B wheels added some level comfort in the faster stuff and on bigger hits, and seemed to roll a bit faster than the 26-inch alternative while gaining a little in the traction arena. The wheel size and stiffness combined initially helped in making us think the bike was trustworthy, but handling was ultimately a mixed bag - both stable and sketchy at the same time. When we weren't being dynamic and jumping, the bike felt quite stable, maintaining speed and composure through most things. Once we started to get after it though, which we love to do, things got a bit sketchy due to the geometry and suspension.

That leads us to the suspension… This bike was tricky to setup for a few reasons. The leverage curve is regressive initially, then linear, and regressive again at the end of the stroke. At the same time, the DT Swiss Nude 2 rear shock has an extreme amount of ramp up near bottom out. This led us to two different ways of trying to set the sag. At 20-25% sag, the rear end was quite harsh off the top, and it was impossible to use full travel. Dropping the pressure to achieve 30% sag created a rear end that felt like it wallowed in the mid-stroke, yet was still very, very progressive at the end of the travel. In either case, we never felt the bike bottom out despite hitting some large compressions.

Of the two, we opted to ride at 30% sag for most of the test. In Descend mode, the softest setting with the most travel, both the fork and shock had a tendency to dive. Due to the wallowy feel, pumping through terrain was relatively poor since the bike would use a lot of travel before gaining forward momentum. At 20-25% sag, the bike pumped better, but the effective loss in travel due to the ramp up of the shock was tough to deal with all around.

On the positive side, chatter was good, and medium sized hits were handled very well. So long as the suspension wasn't allowed to extend all the way, it was all good in the small bump arena too. When we'd stay light and the shock got into the top of the stroke, though, small bump performance was poor. The shock seemed to rebound very quickly at the top of the travel, which we found odd. When combined with the harshness up top (likely due to stiction), the rear end kicked too quickly at times and was often accompanied by a loss of traction, leaving us wishing for a better top out system. Despite being a 650B bike, square edged hits were also pretty poor, and the bike would hang up from time to time.

Ultimately, we were a bit bewildered by the suspension system. Because the shock offered no manually adjustable compression adjustments, it wasn't great in Descend, leading us to the more controllable Traction setting, but once in Traction mode the shock was restricted to less travel and geometry got steeper. On top of this, the Climb/Lockout mode was far too stiff to allow good traction while climbing, unless the trail was very, very smooth, so the mode went unused outside of initial tests. You can see the dilemma… We'd readily opt for a standard rear shock with compression adjustments that wasn't connected to the fork. This would also do away with two of seven cables at the front of the bike.

At 29.8-pounds, the bike is on the heavy side for a carbon bike, but considering the $4,729 price tag it's right in line with comparably priced competitors. Perceived weight was much lighter than the actual weight would indicate, thanks to good rolling speed and a stiff frame that was pretty snappy when we got on the gas. Hard out of the saddle efforts did expose some noticeable pedal kickback in the granny ring and a little in the big ring if we weren't pedaling smoothly. Switching from either Traction or Descend to Climb/Lockout mode alleviated the issue, but we lost the compliance we like when climbing a suspension bike. Seated climbing was much better in this regard, and combined with great body position and the efficiency of Traction mode the Genius scooted up the mountain pretty well.

Build Kit

Having recently purchased Syncros, Scott decked the Genius out with a seat, bars, grips, stem, saddle, post and wheels all with the iconic brand's emblem. Each of the parts seemed very well built, and we didn't have any issues. While slightly on the skinny/long side, the included 720mm bars and 70mm stem were comfortable and close to what we'd call perfect. The seat was great, and the grips felt awesome as well.

Note that while our photos show one, a dropper post is not included on this model (the 710 and SL are equipped with a dropper but the 720 is not to save cost). While other bikes in this price range do include one, many of them don't sport a carbon frame. Regardless, it's one immediate upgrade we'd recommend, though finding room for it may be difficult on the already crowded bars.

Due to the bike's moderate head angle and the geometry's bias toward the front of the bike, the travel adjust feature on the FOX CTD Talas fork was never needed. Like many of the other bikes in our Test Sessions, we'd happily choose the FOX CTD Float given the choice, which performs a little better.

Drivetrain performance was ensured by the Shimano camp, with a XT clutched derailleur out back to keep things quiet. Shifting was dialed, too, but we did find ourselves missing a 2X system in favor of more clearance and less complexity up front.

The Shimano SLX brakes worked really well, and we were able to get on the binders hard in a few sections without worry. They delivered consistently good performance.

Finally, Schwalbe's Nobby Nic tires were solid - they cornered well, were predictable, and didn't spring off rocks. Considering the open lug design, they rolled decently fast too.

Long Term Durability

The bike is solid from the durability perspective, and Scott's expertise in carbon is apparent when looking at the frame, making us think it'd hold up without worries.

What's The Bottom Line?

The Scott Genius 720 has a lot of all-around potential, but due to the use of proprietary rear suspension technology and the TwinLoc lever, the bike never realizes that potential out of the box. Lots of the basics were good about the ride, including its ability to excel on the way up, and we think with a few component swaps the bike could really excel on the ups and the downs. In fact, watch how well Brendan Fairclough gets along with it. Granted, Brendog could probably beat us down the hill on a picnic table, but the proof is there. As the bike currently stands, it feels like a capable cross-country bike, not the ultimate trail bike we'd hoped it would be.

That said, riders who find themselves in the saddle often may really enjoy the Genius 720 thanks to its relatively neutral geometry, especially on relatively smooth, fast trails.

Following Up

Given our experience on the trail, we reached out to Scott for their input on the bike's suspension and who they think is the ideal fit for the Genius:

"It's no secret that SCOTT bikes are targeted towards an audience who appreciates the lightest bike in respective travel category and the Genius serves the Trail rider who can appreciate an efficient climber. The TwinLoc switch offers advantages for pedaling efficiency that somewhat compromises performance when in full open mode. Any shock that can be fully locked out will have a lower oil flow rate than one that doesn't fully lock and will have a simpler damper. Most damper technologies that are meant to improve pedaling either don't fully lock or turn off low speed damping with a 'platform.' Additionally the 'set it and forget it' style shocks do not fully extend in Lockout mode and do not offer multiple sag positions, you have one sag setting and you slog it uphill even though the entire climb you wish your saddle was further forward over the BB.

If you calculated your times on the whole trail, up the hill, across and down, then you would see the Genius would save minutes on the pedaling segments compared to seconds gained/lost on the DH segments.

We know we won't be attractive to every Vital MTB reader, but there is an audience for this bike. If you're not sold, consider our Genius LT product which offers 185mm of travel mated with TwinLoc and much slacker angles. That bike is great for those who can pedal to the top of FR lines, it can even be ridden in a Bike Park." - Adrian Montgomery, Marketing/PR Director of SCOTT Sports Bicycle Division USA

Cruise over to www.scott-sports.com for more details about the entire Scott lineup.

Bonus Gallery: 37 photos of the 2013 Scott Genius 720

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Mondraker Foxy XR

Rating:

The Good:

The Bad:

Overall:

Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

With its unique "Forward Geometry" and super short 10mm stem, the Mondraker Foxy XR was perhaps the most unique ride in the 2013 Vital MTB Test Sessions lineup. Billed as an all-mountain bike (that's important given that Mondraker also has trail and enduro bikes), the Foxy XR has 140mm of rear travel, a 67-degree head angle, and a massive wheelbase. Mondraker says they made this ride capable of pedaling up and rallying down, and rally we did! In fact, this may have been the most rally-able all-mountain bike we've ever ridden…

Foxy XR Highlights

• Stealth Side Alloy Structure with Forward Geometry frame
• 26-inch wheels
• 140mm (5.51-inches) of rear wheel travel
• Tapered head tube
• 67-degree head angle
• 74-degree seat angle
• +6mm bottom bracket offset
• 430mm (16.9-inches) chainstay length
• Standard thread-in bottom bracket with ISCG05 chainguide mounts
• Direct mount front derailleur
• 12x135mm rear dropouts
• Medium and Large sizes only
• Measured Weight: (size Medium) 29-pounds, 11-ounces (13.5 kg)
• ~$6,000 MSRP (£3,999.00)

First, let's make the distinction between Mondraker's other Foxy models. Of the four, the "XR" model is the only one to use the new Forward Geometry concept, plus it gets a dose of awesome with the addition of 20mm additional fork travel (up to 160mm), a Maxle through axle, ISCG05 tabs, dropper post, wider tires, and a revised shock-tune with lower compression compared to the models. That said, it's one burly bike.

To back up the burliness, the frame itself is designed with Mondraker's "Stealth Technology," which is essentially a different way of doing things, and is characterized by flat faces and sharp edges as opposed to the traditional curved or rounded shapes. This is most obvious when looking at the linkage and dropout areas. Weight is an important consideration during the process, and the use of butted tubing and a different aluminum alloy help to keep it light and stiff, especially in high stress areas.

Now then, the truly exciting bit - Forward Geometry. Designed by Cesar Rojo with the help of Fabien Barel, Mondraker took the longer top tube/shorter stem trend to the extreme, extending the top tube and shortening the stem length a massive amount. In the case of our size Medium test bike, the front triangle was lengthened 60mm when compared to the Foxy RR, a conventional looking bike with the same amount of travel and head angle. When you consider that the RR has a 70mm stem and the XR has a 10mm stem, you'll realize that the handlebars are in the same position in relation to the bottom bracket and saddle.Why not a 0mm stem? Because Mondraker found that a small amount of bias toward the front of the bike is needed to help keep the front wheel tracking in the right direction. As a comparison, motocross bikes are setup with a similar amount of forward bias.

Mondraker says that the extended forward-center measurement (that's the distance between the bottom bracket and front axle) helps improve the control, handling and riding confidence. Keep reading to see if that's what we experienced…

Note that you'll have to pick a bar height and stick with it, because unfortunately, steerer tubes don't grow back and the stem has to go on top of all the spacers. One other drawback to the system is the need to remove the bars from the stem to be able to tighten the headset.

Out back, the Foxy XR utilizes Mondraker's Zero Platform for suspension duties. As a virtual pivot system, the rear shock floats between two rotating links that both compress the shock. The "Zero" name likely comes from the advantages claimed by the system, including zero power loss (suspension is unaffected), zero pedal kickback (minimal chain growth), zero brake jack, and zero bumps (thanks to the rear wheel trajectory and leverage curve).

While we appreciate the low center of gravity offered by the Zero system, shock access is limited, making it harder to set the sag point. The shock is also on the firing line should you encounter any mud. Speaking of mud, there's very little rear tire clearance, perhaps just 1/8-inch in the worst spot.

Finally, the frame has a flip chip style adjustment in the upper rocker link to slightly adjust the head angle and bottom bracket height, which is very clean and almost seamless with the other pivots. For Test Sessions, we chose to leave it in the slack and low mode, just to see what this beast was really made of.

On The Trail

Knowing that the bike would likely excel in the gnar, Steve pointed it straight down Grafton Mesa, perhaps the roughest all-mountain worthy trail near Hurricane, Utah. At the same time, we were curious how it would perform on mellower, every day type of trails, so Joe and Brandon pedaled it down the popular and flowy JEM Trail.

Between the wheelbase measuring a whopping 47.2-inches on our Medium test bike (that's longer than many downhill bikes), the 25.4-inch top tube, and the super short 10mm stem length, we knew we were in for something special - just pedaling around the parking lot had a very unique feel. While the cockpit was very comfortable, on the medium to long side, and quite centered, the tiny stem took some time to get used to. The bike had an unusually slow handling feeling, much like a downhill bike with a slack head angle and 50mm stem. After a few minutes of messing about, we were used to the sensation and ready to unleash it.

Because we rode the bike on two very different trails, our accounts of the bike's handling characteristics varied. Pointed down the rowdy Grafton Mesa trail, immediately up to speed and into the gnar, here's Steve's recount of the descents:

"Once on the trail, I felt comfortable right off the bat. The bar height was comfortable and because of the slower steering, I felt like charging into sections right away, with a lot of confidence entering rough sections. I had to be conscious of weighting the front wheel when riding, or else some push would occur, but it was very predictable when it happened. Because I was weighting the front wheel, and I felt comfortable getting forward on the bike, I felt the back end dance around a little in rough stuff - check the ONE LAP footage for reference. Overall, it was resoundingly comfortable and confidence inspiring… more so than any other bike I've recently hopped on.

The confidence thing is a double edged sword though. The bike was playful - I could push through the suspension and move the bike around easily - but at the speeds the geometry allowed me to reach (DH speeds), the proverbial shit hit the fan when hitting lots of bumps in succession.That said, we'd likely never reach quite the same speeds on a "normal" bike.I felt like I was close to the limit quickly in the roughest sections, and then my confidence, which was high, got shot back down. It's a 140mm travel bike that feels more on the 125mm travel side when things get really rough. The bike would move through its travel and just stay there. I tried faster rebound, and at different times more compression, and the bike would spring up too much in the last part of the travel, like an uncontrolled top out without the clank or official top out sound.

Small bumps were just okay - nothing super smooth, nothing bad. Square edge hits were taken well, too. Chatter, g-outs and drops were the only area where I had trouble. When I would really go for it, and the trail was smooth without successive hits, it was amazing. I could push through the majority of the travel and the middle to bottom was very predictable and good. This tendency also made the bike jump very well. I liked the predictability of pushing through compression to get to the solid bottom.

I will say that compared to other bikes in the category, the Mondraker is almost too suited to being over ridden, which I feel the bike needs to be ridden like to excel. The Forward Geometry is great for going fast - it's VERY stable, and because of that the bike will tempt you into wanting to go even faster. The relaxed head angle made the bike feel anything but twitchy, so I think I was going faster than I actually felt. It's just the suspension that needs some work. More compression, high/low speed rebound or a good ol' coil shock could really help this area. It felt progressive and went through some travel rather quickly (sometimes too quickly), then ramped up very fast near the end. I'd love to race this at a Sea Otter Classic DH course, and just take the few hits that there are, but not a Porcupine Rim style trail with lots ofsuccessivemedium hits over a multiple hour ride."

Joe and Brandon's experience while descending on the smoother, less steep JEM Trail was a bit different:

"Right off the bat, while pedaling through a tight, turny, gradually downhill section of trail filled with small rolling hills, the bike felt like a handful. In fact, it felt like we were on a downhill bike, both from the geometry and rolling speed perspectives. Luckily it pedaled much better than a downhill bike.

At slow speeds, the front end was slack enough (or far enough forward?) that the bike would push in turns. Tight, slow turns were made more difficult by the elongated wheelbase, and jumping the bike at moderate speeds wasn't really happening without a lot of body english. It liked to hug the ground, and felt a bit dead until you hit warp speed. In general, you really had to get over the front end and get after it for the bike to excel, and unfortunately the majority of the trail we rode wasn't a trail conducive to that style of riding.

In the bits where speed was plentiful, the Foxy XR's benefits began to shine through. The long wheelbase made both the smooth and rough bits more enjoyable, with a fun and flickable feel. The steeper and rockier it got, the more it felt at home and the better it handled. Leaning the bike into turns was awesome, and there was an incredible amount of stability. It just tracked right along without hesitation. Stiffness in the rear end was also a non-issue. We did notice, though, that hopping between lines, even at speed, was markedly slower than most bikes.

Suspension wise, the Foxy XR fared pretty well over most terrain types. Small bumps were decent, square edge hits were okay, and the few drops along the trail were stable. There was an odd sensation of being a bit over-damped at times. Also, there was some rather uncontrollable sideways skipping while under power and over the front end in a few chattery sections, and we weren't overly impressed by the bike's ability to track through sections like this.

Of note, the bike really benefitted from the 'Descend' mode setting on the FOX CTD rear shock, which is kind of rare. Combined with the over damped feeling we experienced on the trail, we decided to pull the rear shock once done with the ride. We found that the bike had a binding issue (sticky feeling), especially at the beginning of the stroke. There was also a lot of DU bushing rotation, which may have added to the sensation."

Pointed uphill, opinions among the group were pretty consistent. Perceived weight was neither light or heavy. Rolling speed was decent, but the wide tires slowed things a bit, making you have to really work for it on sustained climbs and rolling sections. Bob during out of the saddle sprints was never an issue, and the bike felt like there was zero wasted energy in the biggest chainring.

Seated climbs did expose some bob in the granny gear if we weren't pedaling smoothly. That said, this is a bike that's a prime candidate for a 1X setup, so having a 34/36 tooth main gear and a larger cassette could mitigate the suspension's minor flaws in the small chainring. Body position felt good and comfortable, but the front end did wander a little bit as was expected. Dropping the FOX Talas CTD fork to the lower travel setting helped alleviate the issue, improving handling in tight uphill switchbacks. The wheelbase was long enough that timing on ledges and other tricky maneuvers had to be altered slightly, which isn't a bad thing, it was just different. On steep climbs, when we'd really get over the front end, the Forward Geometry did create an awkward, twitchy feeling.

Build Kit

Let's get the bad out of the way first, shall we? The Crankbrothers Kronolog seatpost simply didn't cut it. In fact, it failed completely on ride three, and wouldn't hold itself up if it was set to any of the middle positions. Additionally, it's hard to actuate and the action slows over time.We did enjoy the Fizik Gobi XM saddle though, which is a standout on the build.

At roughly $6,000, aside from the post, we were mostly pleased with the spec list. It's well suited to the all-mountain rider.

Formula's The One S brakes had plenty of power, but a little more initial bite would have been welcome. Additionally, there was some slight howl at times.

After Steve's experience on Grafton Mesa, he suggested that a dual stage rebound would help to control the bike, and in his opinion, a coil shock is what the bike really needs. The FOX Float CTD shock tried to do well, but it got overwhelmed when ridden how this bike should be ridden.

As for the front, the FOX Talas CTD also left a little to be desired. The fork was too stiff off the top, which could be due to the additional seals in the Talas system. Steve had to run it on the limit of too soft to make the top tolerable, and that made the fork go through the travel a bit too freely. At the expense of losing the adjustability on climbs, aFloat fork could help save weight and stiction. That said, the bike isn't particularly suited to technical climbing and long uphill jaunts anyway.

Tire performance was decent, and again depended on the trail. Steve's experience had him wanting a smaller tire with a more stout casing to get a similar weight and avoid the springy feeling of the 2.35-inch Schwalbe Hans Dampfs. Otherwise, we found grip to be good and they were predictable.

The CrankBrothers Iodine 3 wheels were plenty stiff, durable, and the back end went exactly where we wanted it.

Shifting with SRAM's X0 Type II rear derailleur was good, with no skips, dropped chains, or drag. Chain noise was rarely an issue, but a quick wrap on the inside of the seatstay would help when in the smallest cogs. Up front the bike is equipped with a 2X system and Shimano XT shifter. Performance here was good as well.

Long Term Durability

Save the Kronolog seatpost, we see no obvious long term concerns with the components. The frame looks stout as well, and we wouldn't be too worried about anything going awry. Super aggressive riders on aggressive trails (this bike's speciality) may overtax the rear shock after a while.

What's The Bottom Line?

The Forward Geometry offered by the Mondraker Foxy XR creates a bike that wants to be ridden really, really hard, and can to be to a point. Compared to similar 140mm travel bikes it's by far the most aggressive of the bunch, and it excels when being pushed in almost any terrain. This comes with a price, though, as the rear suspension may not keep up for riders that use the bike to its full potential (we're talking DH speeds here, because the bike will allow it).

In general, the Foxy XR rewards an active rider, and will punish you if you keep in the saddle or hover over the middle, making it a less than ideal candidate for pedally rides. That said, we think it would be incredible in loamy, steep, fast trails, or those that are wide open where stability is key and other bikes can't offer it. This is one of a few bikes that we've ridden with a minimum speed limit, and we dig it, provided you're on a trail that suits that kind of bike.

For more details, head over to www.mondraker.com.

Editor's note: After further consideration of our testers' notes, the decision was made to modify the rating from 4 stars (excellent) to 3 stars (good). On the right trails this bike can be amazing, but for the sake of consistency the rating needs to take into account the bike's overall performance and all-mountain designation.

Bonus Gallery: 32 photos of the 2013 Mondrakery Foxy XR

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Santa Cruz Tallboy LTc

Rating:

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The Bad:

Overall:

Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

The Santa Cruz Tallboy LT was released on April Fools Day, 2012. It's no laughing matter though. In fact, this long travel 29er is capable of taming the most serious descents. It does however, know have to have fun, and lots of it.

The original Tallboy, introduced about four years ago, was among the first 29ers that people actually enjoyed riding. But the people wanted more - more travel, slacker angles, more fun. After weighing their options, seeing what worked well and what didn't, the boys at Santa Cruz unleashed this beauty. The Tallboy LT comes in both aluminum and carbon flavors, and features 135mm of VPP2 (Virtual Pivot Point) driven suspension. For our 2013 Test Sessions in Southern Utah, we chose to go all out with the carbon frame - the Tallboy LTc.

Tallboy LTc Highlights

• Carbon fiber, 5.18-pound frame weight
• 29-inch wheels
• 135mm (5.3-inches) of rear wheel travel
• 130-150mm fork options (140mm stock)
• Tapered head tube
• 69.5-degree head angle
• 72.6-degree seat tube angle
• 13.4-inch bottom bracket height
• 17.9-inch chainstay length
• 73mm threaded bottom bracket shell with ISCG05 tabs
• 142x12 rear thru-axle
• MSRP $4665-$9465 depending on build kit, or $2698 for frame + shock only

Rather than simply tweaking a few angles and slightly modifying the original Tallboy, Santa Cruz went back to the drawing board when designing the Tallboy LT, resulting in a very much improved frameset for the aggressive trail/all-mount rider. The all-new frame features a tapered headtube, ISCG05 chainguide tabs, downtube mounted shock, threaded bottom bracket, clamp-on front derailleur, rubberized downtube and chainstay guards, metal chainstay guard, and was the first Santa Cruz to use a 12x142mm through axle, complete with a replaceable threaded insert. There's also the option of running Shimano's new direct-mount derailleur standard.

All of those improvements would likely be overlooked if the frame wasn't sufficiently stiff, though, which is why the crew beefed up the non-driveside carbon chainstay to seatstay strut. It was also moved forward in order to directly connect the lower and upper links. The upper pivot area was given some additional love as well, and by wrapping the carbon in a new way, the rear end saw an additional stiffness increase.

Speaking of carbon, that's one of the big things Santa Cruz prides themselves on, and for good reason. They don't name it anything fancy, they just do it damn well. There are three (well, three they can talk about) ways that their carbon stands out:

1) One piece lay-up and curing - By laying up and curing the front triangle all at the same time, and not assembling together pieces, we're able to decrease the amount of material used by eliminating overlapping joints that have to be bonded or wrapped with carbon. Less material means fewer grams. This method is extremely expensive to do, since each size has to have a lot of dedicated tooling, nothing is shared between each size.

2) Continuing fibers around tube junctions - The one-piece lay-up of the front triangle allows continuous fibers to be used that wrap between tubes, allowing the structure to distribute loads better, and absorb impact energy. We also are able to truly integrate the shock mounts, pivot mounts, dropouts and disc brake tabs into the structure, using all uni-directional carbon plies. The shock mount isn't merely riveted or bonded on after curing, but an integrated part of the fiber lay-up. This makes our carbon frames incredibly strong and able to absorb impact better than any other frames we've tested.

3) Net shape lay-up and fiber compaction - Our lay-up process allow us to control the outside shape, inside shape, and to compact the fiber layers during the lay-up. This eliminates gaps between layers, and keeps resin from migrating to the inside of the tubes, or allowing delamination during the molding process. You can't see this without getting inside the frame, but we're more proud of how the inside of these frames look than the outside. No gaps, no filler or mystery material. No resin pools or glued together sections. It's a frame you wouldn't be embarrassed to bring home to mom. No skeletons in the closet, and no rider weight limits either.

The ultimate result is one drop dead sexy frame that you can rely on. Sounds like a good match, doesn't it?

Out back, the bike relies on the VPP2 suspension system to soak up the hits and provide traction. It uses a pair of super short, counter-rotating links with large diameter axles and angular contact bearings to keep things stiff. The upper link is carbon fiber and the forged aluminum lower link, which has been offset to allow for a chainguide, uses the same grease ports, seals, and locking collet axle hardware that Santa Cruz owners have come to love due to its ease of maintenance. You might notice that the lower link is quite low in relation to the chainring, which may present a clearance issue in extremely rocky, jagged situations.

The VPP2 system on the Tallboy LTc has been tuned to be slightly regressive initially before getting progressive for the last two thirds of the the stroke. This creates a bike that is responsive to small and medium-sized bumps with plenty of support for bigger hits. The FOX CTD Float shock is in a very good position for adjusting the knobs at a moments notice, even though we tended to stay in the 'Trail' mode for the majority of our ride time.

On The Trail

When someone says "long travel 29er," what types of trails come to mind as being a good fit? We thought it best to rally the yellow beast around St. George's Zen Trail. It's rough, techy in spots, fast in others, and has a ton of variety, so it was Jess's pick. To add to the stakes, Matt also took it for a few hot laps down the jump and drop-filled Barrel Ride Trail. We should also mention that Matt owns and rides this bike often outside of our little Test Sessions adventure. If we had had time, a jaunt down the super rough and rugged Grafton Mesa Trail was also due, and based on what the guys experienced, the bike would've performed A-okay over the harsher terrain.

To really get a feel for what the bike was capable of, we immediate swapped out the stem and bars for a slightly shorter and wider setup. The stock setup wasn't bad, this was just better for our tastes. Even before the swap, we did notice that the top tube on our Large test frame was a little on the short side, so consider sizing up. Note that while Santa Cruz does not make the Tallboy LT in anything smaller than a Medium frame size, because their sizing runs a little small, riders as short as 5-foot 5-inches should be able to get along with the bike well.

New bars and stem in place, rider position was good and neutral, allowing the bike to climb comfortably and be playful at the same time. We appreciated the 13.4-inch bottom bracket height, which is on the lower half of the spectrum. At 69.5-degrees, we'd like to tinker with a slacker head-angle for when things get really steep, but the Tallboy LT doesn't need to be much slacker - maybe a half degree or so - but only because it'll lead you into some harry stuff you otherwise wouldn't try. We dug the relatively low stand over afforded by the downward swooping top tube, and the 17.9-inch chainstays gave good stability all around.

Aimed downhill, the Tallboy LT really shined, and we loved to descend this bike. Thanks to being stiff in all the right places, the way it responded to being thrashed was flat out confidence inspiring, and it rarely stepped out of line. Trail speed was remarkable, as was control across the board. Let off the brakes and moments later you'll be hauling ass without even realizing it. It could be ridden casually or through slow techy bits without getting into trouble, but really liked to be pushed.

Simply judging the bike by its numbers is a mistake, because it's far more capable than you'd think. Many 29ers suffer from a somewhat slow, unresponsive steering but the Tallboy wasn't phased. It could be ridden through a corner at speed or by pressing and snapping out of turns, and we had a hoot drifting the bike in mid to long-radius turns. It was responsive and changed lines easily, but provided stability when needed. At times it was hard to get the front end up because of how low the bottom bracket is relative to the axles, in addition to the chainstay length, but we learned to compensate quickly. At the time, it was as playful as any big wheel bike could be.

We really appreciated the way the Tallboy LT ramped up as it went through the travel. As a result, it begged to be ridden hard and pedaled great in the bigger rings - nice and active. It tracked well through the turns with a nice, firm feeling mid-stroke. The rear end soaked up everything we threw at it, pretty much, from drops to jumps to g-outs. The more we pushed into it, the better trail feedback we got. The feedback provided by the VPP system to the feet lets you know exactly where you are, which many aggressive riders will appreciate. Others may find it a little harsh over small bumps and quick hits.

At right around 29-pounds, the perceived weight of our build on the trail was less than it actually was, and the bike felt pretty light once up to speed. Out of the saddle efforts were perhaps a bit sluggish due to the 29-inch wagon wheels, but it felt stiff and responsive under hard efforts, and we noticed very little pedal bob. Hammering on the pedals brought us up to speed quickly, and the bike maintained that speed far better than most 26-inch equivalents.

The rear end stayed planted and driving during seated climbs, and combined with a front end that didn't wander, the bike was a great climber. The only fault we could identify while climbing was the performance in the front granny ring while navigating techy stuff, although we try to stay out of that ring most of the time anyway. Overall, it didn't feel like the suspension was robbing any pedal power and the weight of the bike didn't have a negative effect on the climb. The body position also kept us comfortable throughout extended climbs.

Build Kit

As is usual when purchasing a Santa Cruz, you have the option of purchasing the frame only or selecting one of several build kits. Our 'SPXam' build fell in the $5,900 range and was highlighted by FOX CTD Float Kashima bits front and rear, Shimano XT drivetrain and brakes, tubeless compatible WTB Frequency i23 rims laced to DT Swiss hubs, Maxxis Ardent tires, and a Thomson post.

Save the desire for a dropper post, a few millimeters on the bars, a beefier front tire, and slightly stiffer wheels, we were very pleased with the component spec. Everything worked well, as it should at that price tag. The optional upgrade to ENVE wheels, which will put a huge hole in your wallet, will make the bike turn even better.

As we found in most of the other Test Session reviews, Shimano's XT brakes and drivetrain worked very well. There was plenty of power, great modulation, no fade whatsoever, and they weren't too grabby. The levers were also the perfect length and bend, making them super comfortable. We never once had to think about the drivetrain as it shifted up and down perfectly front and back. Noise wasn't an issue either thanks to the clutched derailleur and built-in chainstay protector. The only noise were able to discern was the cable chatter, simply because the rest of the bike was so quiet.

The Maxxis Ardent tires were impressive when it came to flat out rolling speed, although after several front end pushes in various conditions we'd definitely go with something a little meatier up front.

Long Term Durability

You've read about the carbon technology, and you've probably seen the jaw-dropping videos demonstrating the strength of carbon Santa Cruz frames. Add to that a five year frame warranty and lifetime pivot/bearing warranty and there's nothing to worry about, except which trail you want to tame next.

What's The Bottom Line?

Clean lines, refined VPP suspension, attention to detail, build kit choices, and that distinctive scuba yellow color… what's not to love? The Santa Cruz Tallboy LTc rips. Push it hard and take chances. Rally it like a downhill bike on the way down, then point it straight back up for another lap. It'll keep up. There isn't one area where the bike doesn't perform well, and it excels in many others. This is a great, dependable, and responsive all around bike that is perfect for, well, just about anyone, especially if you enjoy having fun.

Hop on over to www.santacruzbikes.com for more info.

Bonus Gallery: 42 photos of the 2013 Santa Cruz Tallboy LTc

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Diamondback Sortie 3 29

Rating:

The Good:

The Bad:

Overall:

Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

Inspired by their already existing 26-inch Sortie platform, Diamondback super sized everything in 2012 to bring it up to 29-inch standards. One year and few minor refinements later, the 2013 Sortie 29 serves up 4.5-inches of travel via Diamondback's unique Knuckle Box suspension design and benefits in many ways from the big wheel. We've heard Diamondback DF5 team member Eric Porter say great things about the Sortie 29 in the past, and considering that he's the type of guy that likes to have fun on trails like we do, we were interested in giving the bike a go. The Sortie 29 lineup consists of four models, and the second-tier Sortie 3 29 model showed up on the doorstep ready for a good thrashing during our 2013 Test Sessions in Southern Utah.

Sortie 3 29 Highlights

• 6061-T6 Weapons Grade Aluminum frame
• 29-inch wheels
• 114mm (4.5-inches) of rear wheel travel
• Tapered headtube
• 69.5-degree head angle
• 73-degree seat tube angle
• 330mm (13-inch) bottom bracket height
• 455mm (17.9-inch) chainstays
• 142mm x 12mm E-Thru Axle
• Measured weight (size Large, no pedals): 31-pounds, 11-ounces (14.45kg)
• MSRP $4,000 USD

The Sortie 3 29 frame features a hydroformed top tube, butted and formed downtube, tapered headtube, and plenty of standover clearance in a 6061-T6 Aluminum package. Custom cable guides along the down tube are better than most, and although a dropper post isn't spec'd, guides are ready for one on the underside of the top tube. You won't find any ISCG tabs on this frame, but a thread in bottom bracket will allow the use of a BB mounted chainguide. Thanks to the compact Knuckle Box suspension design, there's plenty of room for a water bottle mounts inside the front triangle.

Out back, the Sortie 3 29 uses a high direct mount front derailleur to keep the chainstays as short as possible and to help with rear tire clearance. A 142×12mm E-Thru Axle helps stiffen the bike a bit, in addition to a few minor updates from the 2012 frame. These updates come in the way of added material in the dropout area and under arch seatstay bridge, as well as slightly shorter seat stay linkage pieces. Note that mud clearance is really tight at the bridge, likely as a result of trying to keep the rear end snug.

Diamondback's Knuckle Box, also known as a bell crank, serves as the center of the single-pivot four-bar suspension platform and redirects bump forces from the seatstays to the shock. The system is characterized by a low leverage ratio with a linear to ever-so-slightly progressive leverage curve. The design keeps the majority of the weight low and centered, which helps out a bit in turns and with stability. A custom tuned FOX CTD Float rear shock compliments bike and offers a good platform when the trail heads uphill. All 14 Enduro Max bearings needed to keep the system running smoothly can be easily accessed thanks to the oversized, heat treated, single-sided hardware that rounds out the Sortie 3 29.

On The Trail

Because Diamondback set out to bring the inherent benefits of the 29-inch wheel to the Sortie, we saved it for the days when we knew we could appreciate the improved roll-over, larger tire contact patch, and fast rolling speeds. Both Steve and Joe chose to ride it on Saint George's Zen Trail while Brandon opted for some Barrel Roll to Sidewinder action. The Zen Trail is littered with techy bits, square edge hits, rock ledges, and g-outs. In contrast, Barrel Roll and Sidewinder are relatively smooth, but have several rocky patches interspersed along a slight pitch with dozens of turns.

Prior to hitting the dirt, we swapped out the 90mm Easton EA70 for something 20mm shorter and a little more manageable. We didn't go so far as to change out the 685mm Easton EA70 bars for a wider setup, but if we had time to ride the bike for a longer period we would have. Combined with a 23.5-inch top tube on our size Medium test bike, the resulting 70mm stem + 685mm bar combo felt a little on the short end. Anyone over 5-foot 9-inches might consider sizing up if you like a little room in the cockpit, especially if you prefer the handling of a short stem.

Like most 29ers, we thought the head angle was a tad steep. Coming in at 69.5-degrees, the Sortie 3 29 relied on its big wheels and 120mm FOX fork to prevent us from flipping over the bars when things got rough. This number made it nimble up front, decent on the descents, and pretty solid on the climbs with no obvious wandering of the front wheel. The 17.9-inch chainstays were on the long end of the spectrum and made the front end hard to pull up. In addition, the 13-inch bottom bracket height helped when carving turns, but we spiked our cranks and pedals a handful of times in rough bits. In general though, there were no major geometry quirks that were bad for the ride.

More so than any other bike we've ever ridden, our overall sensation while riding the Sortie 3 29 was tractor-like. It didn't want to accelerate or move around quickly, but once up to speed it held it very well. We could also relate the feeling to that of a heavy downhill bike. Solid, planted, and stable, but most definitely not lively or playful, the bike felt like it was in charge most of the time and was hard to direct with precision. In corners we really had to push it hard and early to achieve the desired result, and tight turns were a struggle due to the long rear end and 29-inch wheels. In addition, the bike didn't like to change lines quickly at higher speeds.

The bike's saving grace on the descents was the Knuckle Box suspension. Once dialed in, the bike performed above average through many point and shoot sections, simply because it could plough through. Small bump performance was great, square edges were good, and g-outs were dealt with surprisingly well. We never felt the suspension bottom out harshly, which is great considering the relatively small amount of travel. Come to think of it, almost all bumps were handled very well, with the exception of successive hits. It seemed to get a little overwhelmed in sustained chatter and would pack in. In order to avoid feeling any further forward on the bike considering the top tube length, we wouldn't want to increase the rebound to make this better, and we all agreed that there wasn't much in reserve to save you from a bad situation. It rolled over stuff pretty quickly, but there was some slight hang up at the front end due to the head angle, a feeling that likely would have been worse with the stock stem.

While launching the bike off a few drops in the name of science, we did experience a rather unnerving squirmy feeling. Keep an eye on the rear wheel in this video, where Steve sends a small roller to an off camber landing:

As you can pretty clearly see, the rear wheel and swingarm flex a fair amount. This is even more evident when wrenching on the rear wheel or bottom bracket in the parking lot. We'd occasionally get kicked sideways at speed, and while the Sortie 3 29 recovers from this quickly, the squirm made us less inclined to push the envelope. Through small chatter, corners and most things we thought the bike was stiff enough for a 29er, but it definitely has limits when being ridden hard.

Coming in at nearly 32-pounds, the Sortie 3 29 weighs in quite heavy, and it rides like it too. It goes where it's pointed, is stable, and climbs well, but there is no getting around the fact that you are pedaling all that weight around. We think there are at least a few hundred grams to be lost in the WTB Wolverine tires and WTB Laser Disc Trail wheels, which could help the bike considerably. Frame flex also seemed to add to the heavy feeling, robbing both speed and power when really on the gas. Further, we wish the bike a higher amount of anti-squat for quick power transfers, and could feel the shock compressing when under power.

Considering the weight, seated climbing performance was excellent. The bike was a very efficient climber, and although we wish it was just a little bit longer in the top tube, body position was good. The suspension kept a surprising amount of traction and got through everything with ease. Only rider error and the relatively hard to pull up front end kept us from getting up a couple of very tough tech spots. There was no noticeable bobbing in either of the chainrings.

Build Kit

The list of components on the Sorter 3 29 is just about what we'd expect for a bike priced at $4,000. It consists of mostly mid-level offerings, and although there are a few areas that we think could be improved, there are some standouts as well.

Easton's EA70 cockpit will provide a decent starting place for novice riders, though we'd suggest something wider and shorter for most people.

This price point falls right on the border between bikes that do and don't have an adjustable seatpost, and it's an upgrade we'd recommend for any serious rider. In its place is a Easton EA70 seat post, which gets the job done with its dual-bolt clamp design and quick-release seat clamp. On top of the post rests a WTB VIGO Comp saddle, which was comfortable and we'd be a-okay with riding for 3-4 hours at a time.

Bump duties fall on FOX's dampers, and the bike comes with a Float CTD rear shock and fork. While the 32mm fork helps to keep weight down a little, it has flex issues of its own. Bigger or more aggressive riders may notice this on the trail.

Shimano XT brakes are perhaps the highlight of the build. Combined with a 180mm front and 160mm rear rotor, braking performance was solid. There was no fade, good initial bite, plenty of power, and they felt great.

The clutch equipped Shimano XT Shadow+ rear derailleur provided crisp, clean shifts time and time again while keeping things in check over rough sections. Chain noise was minimal as well, but know that the bike can be quieted even more by adding some protection to the back and undersides of the seatstay. Though we think it might have been a fluke (however the spec list suggests otherwise), our test bike was equipped with a 3X front shifter and derailleur - the issue being that the bike is also spec'd with a 2X crankset. The two aren't really compatible.

WTB's 2.2-inch Wolverine tires were very predictable, but the sidewalls didn't provide a lot of support. This may have contributed to the feeling of bouncing sideways when we were pushing the bike hard. The same can be said about WTB's Laser Disc Trail wheels. Like we mentioned previously, there is some substantial weight to be lost here. On the bright side, the tires do roll quickly.

Long Term Durability

The only long term issues that we think may develop surround the flex issue. Over time, excessive flex can lead to fatigue. There are also 14 bearings to worry about. Note that while Diamondback's warranty policy provides up to five years of coverage for the frame, all suspension components (aka the entire rear end) are only covered for one year.

What's The Bottom Line?

We wanted to like the Sortie 3 29. We really did. It builds off a generally well received 26-inch platform, handles most bumps like a champ, climbs well and has a pretty decent parts spec. Unfortunately, the bike seems to be a bit confused. As spec'd, it wants to be an efficient all day bike, but the overall weight is a huge hindrance after a while. If it is for fun having, the bike needs a little more travel, a shorter stem, wider bars and a dropper post. In either case, the excessive flex and long rear end limit the way you can ride. The bike certainly doesn’t beg to go faster, pop about, or have fun, and there are some lighter and stiffer bikes to be had for the $4,000 price tag.

Who might be a good fit for the Sortie 3 29? Someone who enjoys a super stable, comfortable ride that stays planted to the ground will delight in this ride. The bike is best suited to smooth, flowy trails with little elevation difference so you can motor along without having to worry about flex, power loss, or the ability to pick up over rocks.

Following Up

Judging by the small changes from the 2012 to 2013 Sortie 29 frame, specifically those in the dropout and seatstay bridge areas, it's clear to us that Diamondback is aware of some of the things we experienced and is trying to improve their design. Knowing this, we reached out to them for a comment about where they plan to go from here, and if any additional changes are in the works for the upcoming 2014 model year:

"The Sortie platform has been a highly successful and evolutionary process for us. From a 26-inch trail bike to a 29er, the vision for the platform continues to evolve. The current model year Sortie 29er is in its second year of production. We’ve kept the geometry the same as it's pretty standard for a 29-inch trail rig. We have, however, made some revisions to the bridge on the chain stay… beefing it up and significantly increasing the stiffness of the rear end. Concurrently, the bell crank has been moved slightly and anchored the pivot through the down tube, reducing stresses on the down tube and increasing stiffness. The 2014 Sortie will also feature a 130mm fork to slightly slacken out the front end.

The Sortie 3 29 is a bike that’s well positioned for your 29-inch trail rider. With geometry that’s in line with most bikes in this class, we feel that this bike competes with the best of them. Bump up a notch to the Sortie Black 29 with a full XTR kit and your weight goals are achieved. A wider bar and shorter stem, while preferable by some, are not in line with the intention of the bike.

We will continue to refine what has already been a well-received bike for us." -- Diamondback

Progress... We like that, and we hope to give the updated Sortie 29 another look someday in the future. There's good potential in this frame and it's dying to be let out.

For more about Diamondback's lineup, visit www.diamondback.com.

Bonus Gallery: 28 photos of the 2013 Diamondback Sortie 3

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: GT Force LE

Rating:

The Good:

The Bad:

Overall:

Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

As of 2013, the enduro bug is officially upon us. To create a bike that excels at the discipline, one that's capable of killing it on the descents and hoofing it back to the top in record time, GT took their 2012 Force and Sanction platforms, mashed them together and tweaked the result to meet the enduro racer's needs. In this case, those were the needs of Dan Atherton and the recently signed young gun, Martin Maes, both of which have posted incredible finishes. The outcome was the Force LE, boasting 150mm of travel and a 66-degree head angle, which is a whopping 3-degrees slacker than the rest of the Force lineup. With Team GT Atherton's successes in mind, we were keen to get a first hand look at the Force LE during our 2013 Test Sessions.

Force LE Highlights

• Monocoque/Hydroformed XM Metal frame
• 26-inch wheels
• 150mm (5.9-inches) of rear wheel travel
• Tapered headtube
• 66-degree head angle (+/- 1-degree with Cane Creek Angleset)
• 71.7-degree seat tube angle
• 354mm (14-inch) bottom bracket height
• 430.8mm (17-inch) chainstays
• Race Face X-Type bottom bracket with ISCG tabs
• 12x142 thru-axle rear end
• Measured weight (size Large, no pedals): 31-pounds, 11-ounces (14.06kg)
• MSRP $5,550 USD

The Force LE frame represents what GT calls "Chassis Tune," which is essentially the culmination of all of their technologies bundled into one and tuned to the demands of a specific type of riding. Sprinkle some gussets, forged links and pivots, a tapered headtube, Independent Drivetrain, and decades of tinkering, molding, stressing, and testing on a few hydroformed tubes and viola! you've got yourself a GT. Easier said than done.

One glance at the Force LE (or most of the GT lineup, for that matter) will leave many wondering how in the world the suspension works and what's going on in the bottom bracket area. That's GT's Independent Drivetrain, more commonly referred to as the I-Drive. In this system, a compact four bar linkage allows the bottom bracket to rotate backwards slightly, helping to maintain a consistent distance between the chainrings and cassette. This allows GT to use a high-pivot frame design without compromising pedaling efficiency. Variations of this platform have been in existence since 1999, so they've had gobs of time to tweak and tune it to perfection.

Large, sealed swing arm bearings at the main pivot locations help with durability and rear end stiffness. Shock positioning is easy to access and tucked into the main frame, ensuring that it'll stay clean if you happen to ride in the muck.

The time they've had to refine their designs is also evident when looking at the smaller details on the bike. Cable routing, for instance, certainly doesn't look like an afterthought, and neither do the sleek bolt-on 12x142mm rear dropouts. It's clear that lots of painstaking hours went into the design.

On The Trail

With the enduro racer in mind, Matt and Jess hauled the Force LE out to Bootleg Canyon near Boulder City, Nevada. The terrain there varies from non-stop, moon-like rock sections to some flowy bits. One of the main trail combos the bike was tested on, Boy Scout to Girl Scout, is often used as a Super-D race course and contains the full gamut of steep, tech, fast, and flow.

Rolling out of the parking lot, we found our size Large test bike to be a tad on the short end of the spectrum for a 6-foot rider. The cockpit was a little cramped as a result of the relatively short 24-inch top tube. While a longer stem could have alleviated the issue, we like our stems short and our bars wide, so consider bumping up a size after looking at the numbers. At 14-inches, the bottom bracket height was slightly higher than most bikes with comparable travel. With the Cane Creek Angleset in the slackest position the bike's head angle comes in at a slack 65-degrees, but you wouldn't know it as a result of the high bottom bracket and short top tube. That said, this didn't affect handling too much and took very little time to adjust to. As a benefit, the bottom bracket height allowed us to sneak in a few extra cranks through the rough bits without fear of spiking the ground.

Pointed downhill, the Force LE was confidence inspiring over technical terrain. It could be ridden casually without getting into trouble, but really loved to be pushed. The bike was very playful and responsive at speed, but at the same time very stable. It had no problem changing lines quickly, felt stiff and precise, and tracked well through the turns.

With the suspension set between 25 and 30% sag and the FOX CTD Float in the firmest Trail position, the suspension worked very well. It soaked up small bumps, large square edge hits, and sustained chatter with ease. It also did decently on mid-sized drops and g-outs. The suspension offered a very firm platform for popping and riding the bike aggressively. Even when the suspension was being taxed by consecutive hits, it still felt very consistent, predictable, and was ready to pop over obstacles at a moment's notice. It didn't blow through the travel and felt like it stayed pretty high in the stroke - perhaps a little too high at times.

As a flat pedal rider, Matt did notice a slight tug at his pedals when hitting square edge bumps due to the I-Drive suspension design. Jess, clipped in, didn't experience the same sensation. Your mileage may vary depending on your pedal preference.

Weighing in at over 31-pounds, the Force LE is a ways from the light end of the all-mountain/enduro spectrum, but it's certainly not the heaviest. Surprisingly, it didn't ride like a heavy bike and felt light and snappy in relation to what the scale showed. Rolling speed was also impressive, and the bike moved down the trail at a quick pace.

Pointed uphill, extended climbs while seated were rough given the short top tube and stem combo. While the suspension performed very well and didn't feel as though it was robbing power, the cockpit was noticeably cramped, putting us in a hunchback-like position. As one would expect, hard sprints resulted in no noticeable pedal bob, and the bike responded quickly under power. It was quite fast when punching it but still provided ample traction.

Build Kit

The component spec on this bike was pretty righteous. An array of Easton, RaceFace, KORE, Formula, Shimano, RockShox, FOX, and Maxxis parts add up to a well-spec'd bike. In fact, we didn't feel a real need to swap out anything before hitting the trails.

As usual, the RockShox Reverb adjustable seatpost was greatly appreciated and is a must for any true enduro racer.

Easton's Haven wheels were certainly flashy and proved to be plenty stiff. Given their recent hub bearing upgrade they should last a long time, too.

Suspension duties up front were handled with FOX's 34 Float CTD. Our only complaint here was fork's tendency to dive in some of the ride modes, making us yearn for more compression control.

At 740mm wide, the KORE OCD bars could be a bit wider, but they'll be comfortable for most riders. Given the short top tube, the 55mm Easton Haven stem was too short to be pedaling uphill for very long, but we appreciated it on the way down.

One immediate upgrade we'd suggest for most terrain is to swap the front tire. We have yet to discover a place where the Maxxis Ardent gives confidence while turning. It's fine out back, though, as rolls quite well. If you so choose, there's room for up to a 2.4-inch in the swingarm.

Unfortunately we just couldn't get on with the Formula T1 brakes. They felt underpowered, lacked modulation, were noisy, and felt as if they needed to burn in but never did despite quite a few laps.

The Shimano XT drivetrain worked great throughout the entire test and shifted very well. We also never dropped a chain. There was a bit of chain noise due to the alloy Race Face bash ring, but in general the bike was very quiet. Hooray for clutched derailleurs.

Long Term Durability

The Force LE frame is burly in all the right places and the components have no glaring strength issues. We had a hard time pointing out anything that wouldn't last in the long run.

What's The Bottom Line?

The GT Force LE is a solid all-mountain/enduro bike, and it has the potential to be great with a few minor component swaps. It's stiff, versatile, and will work quite well for the aggressive rider. We think it'd be perfect for the rider that likes to climb up to enjoy the down, or someone who caught the enduro bug and is itching to give it a go. GT's proven Independent Drivetrain design handles all types of bumps nicely, and save steep ups and super steep descents, this rig will slay nearly every trail. Just be sure to pay attention to sizing otherwise you may find yourself feeling a little cramped.

Is the $5,500 price tag justified? That's debatable. Several other brands have lighter weight carbon offerings in the same range. If you do fork out the dough, know that the quality is there, the design works well, the components are ready to roll, and durability certainly isn't a concern.

For more about the Force LE, cruise over to www.gtbicycles.com.

Bonus Gallery: 29 photos of the 2013 GT Force LE

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: BMC Trailfox TF02 Trailcrew

Rating:

The Good:

The Bad:

Overall:

Reviewed by Matt Thomson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

The BMC Trailfox is a 150mm travel all-mountain rig that BMC lovingly refers to as the "Swiss Army Knife" of their lineup. Much like that beloved pocket knife, the Trailfox was designed to come in handy for a variety of uses. The do-it-all bike is something many companies try to achieve, but few actually succeed. When Switzerland-based BMC set out to make the Trailfox, that's exactly what they had in mind, but did they pull it off? We invited the company to send over their mid-range TF02 model to find out during our 2013 Test Sessions in Southern Utah.

Trailfox TF02 Trailcrew Highlights

• Carbon front triangle, aluminum rear
• 26-inch wheels
• 150mm (5.9-inches) of rear wheel travel
• Tapered headtube
• 67-degree head angle
• 73-degree seat tube angle
• -13mm bottom bracket drop
• 430mm (17-inch) chainstays
• 12x142 thru-axle rear end
• Measured weight (size large, no pedals): 28-pounds, 6-ounces (12.87kg)
• MSRP $5999 USD

There are several models of the Trailfox, ranging from the full aluminum TF03 to the all carbon TF01. At $5999, the TF02 borrows the carbon front end from the flagship TF01 model and pairs it with an aluminum swingarm. There are two build options based around the TF02 frame, and we opted to go for the Trailcrew edition in favor of a bigger fork, bigger tires, and a chain guide. It's a good thing, too, because we rallied it down some pretty hairy trails.

When it comes to looks, BMC has a very distinct style across their entire range and the Trailfox is no exception. The rather "boxy" looking carbon front triangle features a "T" shaped top tube that runs at a slight angle back to the seat tube. At the seat tube junction, BMC uses what they call the Integrated Skeleton Concept (ISC) to connect the two tubes using a brace on the underside of the top tube, essentially flipping the conventional design in favor of less weight and increased stiffness. Also integral to the ISC equation are "skeletal reinforcement elements at the nodal points and the spread of the top tube" to help distribute forces.

Just below, a massive down tube brings the front triangle together along with the tapered headtube. BMC varies the headtube height depending on the size, and as a result our size Large test bike had a very tall headtube.

BMC took a few measures to help ensure the life of their frame by including a down tube protector for rock strikes, stainless steel deflection plate for chain-suck, and a chainstay protector for chain slap.

New for 2013, the frame features Stealth dropper post routing to help clean things up a bit. Cables run alongside the bottom of the down tube, and there is an optional set of guides on the top tube for a dropper post should you have to swap out the included RockShox Reverb Stealth.

Out back, a single tube on the non-drive side connects the chain and seatstays. The rear end also features an easy to remove 12x142mm rear axle, integrated 180mm disc brake post mounts, and a dongle-style chain slider mount on the drive side. Right off the bat, we did note some clearance issues with the swing arm after observing that the stock 2.25-inch Onza tire barely cleared. Running a bigger tire would simply be out of the question, and mud clearance is a definite concern.

Suspension wise, BMC uses a dual-link design they call Advanced Pivot System, or APS for short. It's activated by two forged aluminum links, and all four pivots use the same size of sealed cartridge bearings for ease of maintenance. Suspension setup is made easier thanks to a sag indicator on the upper rocker link. The shock is very accessible, well protected from debris, and it's an easy reach when changing to the various FOX CTD compression modes.

When it comes to efficiency, BMC says the APS design's "virtual pivot point is positioned so that constant chain tension is maintained for forward acceleration. As such, pedaling forces are used for forward propulsion with no loss of energy transfer in the suspension system."

Before we dive into the ride characteristics we observed while testing the Trailfox, a quick discussion of the bike's leverage curve is needed. As shown above, the design has a rising rate through the first two-thirds of travel before falling at the end of the stroke. Phrased another way, it's progressive at the beginning, requiring more and more force to compress the shock, and then the opposite near bottom out.

On The Trail

With Matt and Jess behind the bars, we took the Trailfox to two different trails. First, Matt put in a fair number of miles around the Guacamole area near Hurricane, Utah. The Guacamole network of trails consist of a never-ending series of steep ups, downs, and g-outs across some undulating Slickrock-esque terrain. Later, Jess pointed it straight down the rough and rowdy Grafton Mesa trail, which was the most technical, high-speed, all-mountain worthy trail we could find in the area.

Rolling out of the parking lot, the cockpit felt fine, but the stem was slightly too long for our tastes. On paper, this bike's geometry numbers look really good. It has a slackish 67-degree head angle and a reasonable bottom bracket height of 13.6-inches. Though the specs look favorable to descending, this simply wasn't the case while riding it, and what we experienced on the trail felt drastically different from what we had predicted.

On technical terrain, the bike's head tube angle felt noticeably steeper and top tube longer than other bikes in its class. With the stock 85mm stem, we felt a little too over the front end. Though this wasn't exaggerated, it was noticeable on steeper, technical descents and also made it more difficult to get the front up when needed. Because of this, the bike felt twitchy and the front wheel seemed to hang up in smaller holes that normally wouldn't have been a problem. The general sensation while riding this bike was that we were on top of and not in the bike.

Suspension performance was mixed bag as well, and ultimately we couldn't come to terms with the way this bike worked on aggressive terrain. At proper sag (as indicated by the handy gauge) and in FOX's "Trail" mode, sensitivity to small bumps just wasn't there, almost as though there was a large amount of stiction in the shock or pivots. It felt very rough over chatter and squared off hits, like it was riding too high in the travel. Surprisingly, it also tended to bottom out very easily on bigger hits. After removing all the air from the shock and cycling it through the full stroke, it was apparent that the suspension was very progressive at first and then blew through the travel at the end.

Looking back at the leverage curve, above, it's now clear why we experienced what we did. While most bikes that we'd characterize as fun and bottomless have a slightly progressive curve through the majority of the travel, the way the Trailfox was designed had us scratching our heads. This, combined with the geometry sensation, did not inspire confidence while descending. On the positive side, it did feel precise and there was no obvious feedback from heavy braking.

Pointed uphill, the bike's merits began to shine a little more brightly. The bike pedaled fine and felt supported while in the saddle. At 28.4-pounds it's pretty competitive in the weight game, especially for a bike with 150mm of travel and high volume tires. Although light for a bike in this genre, it felt heavier because of the poor suspension performance during hard out of the saddle efforts. Some bob was noticeable while really hammering, especially in the small ring. While we wouldn't call it call it sluggish, it wasn't extremely snappy either. Rolling speed was about the same. Big, techy climbing moves also felt really awkward due to the rear suspension's behavior.

Build Kit

Even with a decidedly European look, the Trailfox TF02 Trailcrew relies on a mostly standard list of components. Easton Haven carbon bars and stem, DT Swiss M 1800 tubeless wheels, a RaceFace Turbine 2X crankset, and the RockShox Reverb Stealth stand out as highlights. Each of them working perfectly well.

Up front, the FOX CTD Talas fork allows you to drop the travel from 150 to 120mm easily, even though we never felt the need to do so given the bike's moderate head angle.

Onza's 2.25-inch Ibex FR AM tire gave excellent turning grip up front, and the 2.25-inch Onza Canis rear tire complemented it well. They were good both on loose and loose over hard pack conditions, and were never unexpectedly drifty. Unfortunately they rolled slow, and one of the tires blew off the rim in an extreme g-out situation.

Paired with a 200mm rotor up front and a 180mm in the rear, the Avid Elixir 7 disk brakes proved to be reliable and trouble free. SRAM's Matchmaker system cleaned things up well by integrating the brakes, shifters, and Reverb remote into just one clamp per side. Note that the Reverb remote is on the rear shifter side, which can sometimes be awkward when simultaneously trying to shift and raise your post at the top of a climb.

While we've had good luck with SRAM's Type II X9 rear derailleur in the past, shifting was an issue on this bike. Despite a few adjustments, this bike did not shift crisply in the extreme ranges of the cassette and did not want to shift down properly. The chainstay mounted guide worked well in conjunction with the Type II derailleur to keep the chain on, but we could hear chain rub while pedaling in the upper two gears of the cassette. Aside from this noise, the Trailfox was as quiet as can be hoped for.

Long Term Durability

In terms of longevity, we have two major concerns with the Trailfox. First, there's a noticeable amount of flex when squeezing the top tube with your hands. This may prove to be a vulnerability if the bike goes down. Second, given the bike's tendency to bottom out often and harshly, the potential for blown rear shocks and bent shock hardware (or worse, a broken frame) are very real issues.

What's The Bottom Line?

Here at Vital, we like our bikes to perform under some pretty rigorous testing. We're aggressive riders and we need bikes that are up to the task to be able to ride confidently. The bottom line is that the BMC Trailfox TF02 Trailcrew did not live up to that expectation. We just couldn't come to terms with the poor rear suspension characteristics and the odd over the top ride sensation, and if you asked us to describe a trail that the bike would excel on, we'd honestly have trouble coming up with an answer - at least not the kind we like to ride. There is some very stiff competition in the $6000 price range, and until a few things get sorted, we suggest spending your hard earned dollars elsewhere. It's simply not the trusty Swiss Army Knife we hoped it would be.

Following Up

With our ride experience in hand, we reached out to BMC regarding their suspension design. This is the feedback we received:

"We first use our own software to define all the suspension characteristics including leverage ratios, pedal kickback, force response from shock, and axle path. We then simulate the behavior of the suspension within the same software, now taking into account the shock air volume and hydraulic characteristics. Our kinematics analysis described above defines our starting point with regards to shock air volume and hydraulic base settings. We work with Fox to adjust the air can positive chamber volume so that the bike feels plush, but progressive enough not to bottom out easily. We work extensively with Fox Europe to tune the air volume to give the ideal ride. Once we are happy with the shock's progression, we meticulously define rebound and compression shim stack settings. Finally we adjust IFP pressure to fine tune the balance between shock sensitivity and the influence of pedal action. Having a curve that is progressive to degressive is a very good thing as its designed to compensate for the innate progression of the air shock. What you feel on the bike is the combination these kinematics combined with the characteristics of the shock."

Ultimately, we can only comment on what we felt on the trail. We stand by our review and our feeling about the way the bike handled on that day.

For more information about the Trailfox, visit www.bmc-racing.com.

Bonus Gallery: 28 photos of the 2013 BMC Trailfox TF02 Trailcrew

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Norco Range Killer B-2

Rating:

The Good:

The Bad:

Overall:

Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

For 2013, Norco has eliminated the 26-inch version of the Range in favor of a new 650B "Killer B" version. Yes, you read that right, another victim of the big wheel. They didn't do it to spite the 26-inch lovers among us, though. The reasoning behind the switch, according to Norco, was simply in the pursuit of making the best all-mountain bike. In their eyes the way to do that just happened to be with the 650B wheel size, so they rolled with it. The end result is this beauty - a 160mm travel do-it-all shred sled. It comes in three price points, and we opted to give the mid-range Killer B-2 a go during our 2013 Test Sessions.

Range Killer B-2 Highlights

• Hydroformed 6061 aluminum frame
• 650B (~27.5-inch) wheels
• 160mm (6.3-inches) of rear wheel travel
• Tapered headtube
• 66.5-degree head angle
• 72.5-degree actual seat tube angle
• 344mm (13.5-inch) bottom bracket height
• 427mm (16.8-inch) chainstays (size medium)
• Removable ISCG05 chainguide tabs
• 12x142 thru-axle rear end
• Measured weight (size medium, no pedals): 31-pounds, 13-ounces (14.42kg)
• MSRP $3800 USD

Norco has been in the game for a long time, and during that time they've developed some pretty interesting frame technologies. The Range takes advantage of many of those, starting with "Gravity Tune" - a unique way of sizing frames. Consistent with the Aurum, Norco's premier DH bike, the front and rear end grow proportionally with each size. This is said to give the bike a similar feel across the entire size range because it takes into account rider height in relation to frame dimensions. They do this by using a slightly modified front triangle for each size.

Even with larger wheels, the chainstays on a medium come in at 427mm (16.8-inches) - that's pretty short. To keep the rear end as short as possible, the Range uses a direct-mount front derailleur which gives a little extra room for wheel clearance. The seattube also has a slight bend to it, but not so much that it's an eyesore.

Rear suspension duties are handled by Norco's "Advanced Ride Technology," or A.R.T. for short. Depending on the type of bike, Norco tweaks pivot placement to optimize the suspension and ride characteristics for the intended use. In the case of the Range, which was clearly intended to strike a balance between downhill prowess and pedal-ability, the bike benefits from a rearward axle path for square-edge bump compliance and a progressive leverage curve.

In the name of stiffness, the bike's 160mm of rear travel is actuated by a one-piece Holloform link. Combined with a Syntace X-12 rear axle, asymmetrical stays, tapered headtube, and hydroformed tubeset, the bike is stiff in all the right places. Also new for 2013 is "360-Lock" hardware, located in the two main pivots, which uses a conical clamp to distribute forces on the bearings, extending bearing life over traditional designs big time.

Several small details indicate that a considerable amount of time went into designing the frame. The brake-side dropout is a stout one-piece design that incorporates the brake post-mounts, axle slot, and chainstay pivot. Nearby, the rear-most pivot uses a 'clevisless' design, allowing Norco to mount pivot hardware directly into the tubing, eliminating weight and creating a stronger interface. Other nuances include some gorgeous anodized hardware, a spare Syntace derailleur hanger bolt near the BB area, removable ISCG05 tabs, custom cable routing clamps near the headtube, and a seatpost clamp with a slick dropper post cable guide. Even the welds have been given some attention - "smooth" double pass welding is said to make for a stronger bond, plus it looks good.

On The Trail

All told, the Range looks incredible out of the box, but how does it ride? Steve, Brandon, and Joe spent a good deal of time with it on four trails to find out. First, Joe and Brandon tested the merits of the larger wheels on the rocky Grafton Mesa Trail in Southern Utah, where most rocks resemble square-edged lunch boxes instead of round boulders. Later, Steve and Brandon rallied it on the moon-like terrain of Boulder City, Nevada.

With the seatpost up to full extension, the cockpit was roomy, comfortable, and familiar. The bars were a good width, the short stem length was appropriate for the bike's purpose, and the top tube length felt just right. We'd say the bike erred on the side of comfort over efficiency. While the front end was definitely on the higher end of the spectrum, the length of the top tube eliminated the "circus bike" feeling. It just felt slightly taller than most up front.

Pointed downhill, the Range came alive. We felt instantly at home descending on the bike, and would even consider it for use on long, mellow downhill courses because we found it to be an incredibly capable descender. Once you got moving at a good pace, it became very playful, stable, and responsive to inputs, both side-to-side and jumping. At slow speeds the bike did have a slightly awkward, twitchy feel, but luckily getting up to speed and maintaining it was easy to do. Aided by the additional "trail" factor provided by the larger wheels, the 66.5-degree head angle seemed slacker than it was.

Despite the bike's relatively short stays, the front end didn't want to come up easily, likely due to the rearward axle path. This also made the bike feel a bit sluggish in really tight stuff. That said, the stability provided by the wheels, geometry, and suspension path more than made up for not being able to manual down the trail with ease. If there was a major downside to this bike when pointed downhill, it was that it tempted us into going too fast for what 160mm of travel could handle.

The rear suspension felt very, very good for a 160mm bike, and the Range excelled over small bumps, square-edged hits, chatter… just about everything. The action was extremely smooth, responsive, and confidence inspiring. Over loose terrain the suspension was supple, and combined with a slightly larger tire contact patch, traction over off-camber sections was great. Big hit performance was impressive as well thanks to the progressive nature of the A.R.T. rear end.

At 31.8-pounds, the Range was far from the light end of the spectrum, and the weight was noticeable at lower speeds. The bike felt like it always wanted to go faster and responded quickly at speed, but when things were slow going, like climbing or flat terrain, it felt slower than average. Once we broke a barrier around ~15MPH the bike felt great.

Short sprints and steep climbs did expose one big flaw. While pedaling in the small chainring, the suspension would extend, creating a very noticeable bobbing sensation. Big ring performance was good, though, so we'd suggest using it when possible. Considering that your first priority likely won't be climbing on this bike, it wasn't a huge concern for us. With the fork at full extension, the front end wandered a little on climbs as well, but the exchange for downhill performance was worth it. The bike can get to the top of any hill if you are strong enough. It won't do it fast and the upright geometry isn't ideal for climbing either, but we're in it for the descents anyway. Aren't you?

Build Kit

For $3800, Norco did a good job of spec'ing the Range Killer B-2. With its moderately wide 740mm bars and short stem, it's ready to roll off the show room floor on onto the trails. The only noticeable part absent from the build was an adjustable seatpost, which we'd highly recommend as an immediate upgrade. We'd also swap out the Ergon grips, which effectively chop a full inch off the bar width due to their design.

While suspension performance was as smooth as butter, we never used the travel adjust feature provided by the FOX CTD Talas fork and would happily trade it for the improved damping performance of the Float model. In addition, the CTD compression adjustments on the Performance FOX Float CTD rear shock seemed inconsistent with the other CTD rear shocks we've tried, having little impact on the suspension's behavior compared to pricier models.

Paired with 180mm rotors front and rear, Avid's Elixir 5 disc brakes did well, even on long, sustained descents. There was no noticeable fading or other issues. We also appreciated the clean integration of the shifter pods into the brake levers thanks to SRAM's Matchmaker system.

Shifting was solid once the initial tuning was taken care of, but chain retention left a little to be desired. On two occasions the chain came off the lower pulley of the SRAM-branded MRP 2X X-Guide. Despite the lack of a chainstay guard, the drivetrain was quiet with no noticeable chain slap.

The 650B Sun Ringle Inferno rim / Formula hub combo was laterally stiff and stayed true despite doing our best to put the hurt on them. The rear hub was quite loud when ratcheting, and combined with the chain growth associated with the rearward axle path, the rear wheel made a lot of noise when landing drops and smashing through rocks. This could likely be alleviated by putting some additional grease in the freehub body.

Even though they rolled a little slowly, Schwalbe's Hans Dampf tires were great. We felt in control through different terrain and were never worried about doing more than the tires could handle. They were big, had lots of grip, and were dependable.

Long Term Durability

While they certainly sound like an improvement from a longevity standpoint, Norco's 360-Lock pivot hardware loosened during each of our rides. Be sure to keep an eye on it during the first few months of use. Other than that, the Range was dialed.

What's The Bottom Line?

Norco did an excellent job of putting a fun bike out to market, 650B wheels and all. The Range Killer B-2 is a bike that should either make you a better descender or let you use all the skills you have - it can take what you dish out. The geometry is great, the suspension works very well, and at just $3800, it's right in line or ahead of comparably priced offerings.

If you're like us and the only reason you pedal to the top is to come down, then the Range is right up your alley. Just keep it pinned and you'll be a very happy camper.

Visit www.norco.com for more details.

Bonus Gallery: 30 photos of the 2013 Norco Range Killer B-2

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Giant Trance X 29 0

Rating:

The Good:

The Bad:

Overall:

Reviewed by Steve Wentz, Joe Schneider, and Brandon Turman // Photos by Shawn Spomer and Brandon Turman

Dubbed the "Ultimate Trail Bike" and developed in conjunction with super-everything champion Adam Craig, Giant's 2013 Trance X 29er is the latest evolution of the original Trance X trail bike, but re-engineered for 29-inch wheels. The bike grew a little, sprouted bigger wheels, 5-inches of Maestro driven suspension, Giant's OverDrive 2 headtube, and the relatively new Contact Switch adjustable seatpost.

With the increased popularity of Enduro races, this bike comes at a time when people are searching for seconds, trying to best their opponents over a variety of stages and terrain. The big-wheel platform certainly has many benefits when it comes to flat out speed, so packaging them with a fair amount of travel could certainly yield a bike that really cruises. Interested to see just how fast this rig could go, we enlisted it for some trashing at our 2013 Test Sessions in Southern Utah.

Trance X 29 0 Highlights

• ALUXX SL aluminum frame
• 29-inch wheels
• 130mm (5-inches) of rear wheel travel
• OverDrive 2 tapered headtube
• 69.5-degree head angle
• 73-degree effective seat tube angle
• 13.25-inch bottom bracket height
• 17.8-inch chainstays
• PressFit bottom bracket
• 10x135mm QR rear axle
• Measured weight (size medium, no pedals): 28-pounds (12.70kg)
• $4250 USD

A bike is only as good as the material it's made from, which is why Giant invests a lot of time and energy in furthering their ALUXX Aluminum Technology. The ALUXX SL proprietary alloy used on the Trance X 29 is said to be 30-percent stiffer than 6061-series aluminum, allowing them to use less of it which results in lighter frames. At a claimed 5.9-pounds with a Fox CTD Float rear shock, the frameset is definitely in the competitive realm.

A series of extrusion, butting, and forming processes help boost the overall stiffness even further, which in turn lets Giant eliminate gussets in most areas. The radically shaped seat tube and a new "Single-Spar" swingarm design enabled Giant to produce a 29er with 5-inches of travel. What's Single-Spar? Instead of using the typical Y-shaped vertical member between the chain and seat stays like most of their bikes, the Trance X 29 uses only one spar on the non-driveside. This combo allowed them to shorten the chain stays to 17.8-inches, which is in line with many other 29er trail and all-mountain bikes. They're not short and they're not overly long.

Notably, the bike uses a traditional quick-release rear axle. While many other brands have incorporated a larger 142x12mm thru-axle design, Giant claims that the bike doesn't need it because there is no pivot located near the rear axle, which subtracts stiffness and strength from other frame designs. There's a chance that will change in 2014 due to consumer demands.

Suspension wise, the bike relies on Giant's tried-and-true Maestro platform. Four sealed cartridge bearing pivots and a pair of forged upper and lower links create a single floating pivot point said to improve pedaling efficiency by counteracting pedaling forces. Giant also claims that the floating pivot point remains fully active during braking.

Love it or hate it, also unique to Giant's new ride is the use of an OverDrive 2 headtube, tapering from 1 1/4-inch up top to 1 1/2-inch at the bottom. The increased 1/8-inch diameter of the upper cup/steerer tube is said to boost torsional steering stiffness by up to 30-percent.

For riders looking to run a chainguide, know that the frame lacks chain guide mounts. The use of a press fit bottom bracket also eliminates the option of running a BB-mounted guide. Some aftermarket options do exist, though, so all hope isn't lost.

Finally, cable routing can be achieved both internally or externally. Giant ships the bike with the rear brake mounted externally, so know that if you'd like to get the clean look, you'll have to cut and re-bleed your rear brake right off the get-go.

On The Trail

Now then, does the Trance X 29 live up to the self-proclaimed "Ultimate Trail Bike" tagline? We took to a variety of trails to find out. Brandon got his kicks on the varied yet sometimes technical Zen Trail, Joe did his best to get airborne on Barrel Ride, and Steve rallied the never-ending rock sections on Grafton Mesa. The combo of these three trails added up to a good bit of variety that any well-rounded trail bike should be capable of performing on.

Grabbing the bars, the cockpit felt comfortable. With the stock 90mm stem in place it's certainly skewed closer to a cross-country feeling than what we'd consider typical of a trail bike. In an ideal world, we would opt for a shorter stem - something in the 50-70mm range - but due to the uncommon OverDrive 2 steerer tube size we were forced to stick to the stock configuration. Even so, it felt pretty centered with a slight bias toward the rear, likely due to the 12mm rear offset on Giant’s Contact Switch dropper post.

Geometry came across as being really neutral in lots of areas and never felt out of place. At 69.5-degrees the head tube angle felt well balanced thanks to the 29-inch wheels. It wasn’t too twitchy and could attack some steeps, but was still nimble. The 13.25-inch bottom bracket height is on the low side of the spectrum, and only added to the bike's overall stability. The wheel base was about right - short enough to turn decently well but long enough to be stable. While playful at higher speeds, it certainly has a typical 29er feel in most turns.

When it comes to downhill and technical performance, the Trance X 29 is in a tricky spot. It rolled over all the nastiest stuff with ease and never once made us think we'd crash. No matter where we set the suspension, the bike felt efficient and firm, but not necessarily in a bad way. However, it's far from forgiving. Trail feel was communicated back to the rider in a big way, and we felt like we knew every rock it hit. Even though the bike has 5-inches of travel, it never really felt that way. It was an efficient feeling characteristic of race bikes that sacrifice a little all day comfort.

The bike wasn't confidence inspiring in the sense that we'd want to gap over large sections, but should it have been? The larger wheel size and relatively long travel platform did well just smashing into hits, and jumping most 29ers is awkward. While the Trance X 29 jumped predictably, we still preferred to keep it close to the ground for stability reasons, at least in the stock configuration. In general, we got the overwhelming feeling that it just wanted to go fast - it turned best at speed and the suspension performed in a similar manner.

Perceived weight was good, and the bike felt lighter than the 28-pounds we measured it out to be. It rolled quickly, we could hop it, jump it, and it would go where we told it to without hesitation. Out of the saddle sprints felt fast, too. It wanted to accelerate and it responded very quickly and well to pedaling inputs. There was hardly any bob, and we were always happy when we turned over the cranks.

The Trance X 29 climbed well, likely due to the neutral nature of the bike and good body position. Traction was never an issue, gearing was good and the bike was never the limiting factor on making it up a grade or not. Like most 29ers, slow speed tech sections were sometimes a bit twitchy.

Build Kit

Relying on a mix of FOX suspension, Shimano XT bits and Giant's own parts, the bike's build spec was solid and there wasn't much we'd change given the opportunity. In-house components include Giant Contact TR handlebars, OverDrive 2 Contact stem with titanium hardware, P-TRX 29er 1 wheels, and theContact Switch adjustable seatpost.

Even with a 12mm rear offset and limited 100mm of travel, the Contact Switch dropper post was a solid performer. Action was smooth and reliable, if only a little fast on the rebound. In addition, the cable was easy to adjust, and the lever was compact and tucked away well to prevent damage in the event of a crash. The Fi'zi:k Gobi XM saddle complemented it well and was comfortable.

Drivetrain performance was solid, and we never dropped a chain despite the roughness of the terrain we were riding. While there was some chain slap, the rear derailleur clutch could have been easily tightened to prevent it. Other than a bit of chain slap every once in awhile, the only other noise was some internal cable jiggling. Annoying, but tolerable.

Shimano's XT brakes were powerful and consistent right from the get go - even with a 180mm front and 160mm rear rotor. However, on one of the longest downhills, there was a little bit of fade. Letting off and applying the stoppers hard a few times fixed the issue. They worked well otherwise.

The 2.25-inch tubeless ready Schwalbe Nobby Nic tires were just like the other parts of the bike - they communicated when we were pushing the limits of good taste, and that was a good thing for sure. They seemed to do a very good job across all terrain types.

In an effort to save weight, Giant opted to use the smaller FOX 32 Float CTD fork instead of the newer 34mm option. The loss of stiffness due to the smaller stanchion and chassis diameters was noticeable in rough sections. Along with a shorter stem, this is one change we'd make early on if possible.

Long Term Durability

The bike held up well to our short term abuse and we didn't see any glaring long term concerns. Along with everything else, the wheels proved to be sufficiently stiff after a good beating.

What's The Bottom Line?

The Giant Trance X 29 0 is good at a lot of things. In fact, we'd say it's among the best American-style Enduro race bikes out there. It just wants to go fast, won't kill you pedaling up, and will keep you honest going down. The wheels certainly add to the feeling of the Trance X 29 being a fast bike, providing some noticeable rollover and traction gains. Given it's versatility, though, the bike does make some concessions and we wouldn't recommend it for someone who likes tight, jumpy trails. We think it's ideally suited to riders who enjoy the 29-inch platform or cross-country riders that want a bigger, more capable bike.

There's certainly potential for it to be the "Ultimate Trail Bike," but in our eyes it'd require a minimum of a few component changes out of the box. With a stiffer fork and shorter stem in place, the bike could easily turn into a rocket ship, improving the bike's feel in tight and technical situations and coaxing us into more bad decision making while heading down the toughest sections.

Cruise over to giant-bicycles.com for more info.

Bonus Gallery: 30 photos of the 2013 Giant Trance X 29 0

About The Reviewers

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).

Joe Schneider - During the day, Joe's busy solving complex mechanical engineering problems. When he's free, he's out crushing miles on his bikes and moto. He raced cross-country for several years, made an appearance on the Collegiate National Champs Omnium, turned Pro, and more recently shifted his focus to enduro.

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 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. Nowadays he's Vital MTB's resident product guy.

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Commencal Meta SX 1

Rating:

The Good:

The Bad:

Overall:

Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer and Brandon Turman

When Commencal first reintroduced the Meta range in 2011, they did so with the aggressive rider in mind. Slack head angles, low bottom brackets, roomier top tubes and a fresh suspension linkage system made the bikes stand out. One year later Commencal pushed things even further down the aggressive path with the Meta SX. Now for 2013, they've refined the bike's parts list once more, making it ready to tackle the gnarliest of descents right out of the box. In fact, with its 66-degree head angle and 160mm of travel, it's the most aggressive bike in the Meta lineup. The overall look of the bike just screams fun, which is why we were pumped to give it a go during our 2013 Test Sessions in Southern Utah.

Meta SX 1 Highlights

• 6066 triple-butted aluminum frame
• 26-inch wheels
• 160mm (6.3-inches) of rear wheel travel
• Tapered headtube
• 66-degree head angle
• 73-degree seat tube angle
• +3mm bottom bracket height
• 430mm chainstays
• Press-fit BB92 bottom bracket with ISCG05 mounts
• 12x142mm rear axle
• Measured weight (size large, no pedals): 33-pounds, 5-ounces (15.11kg)
• $5049 MSRP

Dubbed the "Contact System EVO," the Meta SX uses the same suspension linkage design developed in conjunction with the Athertons during their time with the brand. You may recall it first appearing on the Supreme DH V3 frame. Aided by oversized bearings and large pivot axles, apair of sizable seatstays drive the single-pivot faux bar linkage. The FOX Float CTD rear shock is driven by both the rocker link and swingarm, which Commencal says removes excess stresses from the downtube. Everything is neatly tucked as low as they could get it, helping to keep the bike's center of gravity close to the ground for improved handling. Following some feedback from riders in 2012, they've also added a nifty neoprene mud guard that protects the shock from anything flung up by the rear wheel.

Suspension duties are handled by FOX's 2013 CTD line, including the 34mm Float CTD fork. While slightly less burly than last year's FOX 36, the 34 is certainly up to the task for most riders and saves a bit of weight. Both the front and rear suspension can be adjusted on the fly using a bar-mounted remote.

Everything about this bike looks robust, from the broad tubing to the wide linkage, press-fit BB92 bottom bracket, 12x142mm rear axle, tapered headtube, e*thirteen chain guide, and massive Onza front tire.

Internal cable routing helps clean up the front end a bit, but may prove to be a pain when it comes to replacing them. Note that while the seatpost routing is internal, it follows the toptube and therefore isn't Stealth compatible. The rear derailleur cable is routed through the asymmetrically offset chainstays, keeping it out of harms way.

So then… It's big. It's burly. It's aggressive. How does it ride?

On The Trail

The rowdiest, roughest trail we could find near Hurricane, Utah that was suitable for all-mountain and enduro bikes was Grafton Mesa. Littered with sizable rocks, calculated maneuvers, and speeds that will make you pucker, it's a perfect trail for a bike like this. Both Matt and Jess had the honor of rallying it several times to the best of their abilities. Jess also took it down the smooth but still challenging Nephi's Twist trail for good measure.

Grabbing ahold of the bars, the bike just felt right. It was balanced, centered, and there was a proper sense of being "in" the bike. All qualities we like. Add to that a smartly spec'd 760mm wide bar and short 50mm stem and Commencal is well on their way to a winner.

The bike's geometry was good for all aspects of trail riding and felt exactly the way we like our bikes to feel. Sure, the bottom bracket was a little low for techy climbing spots, but that's not a concern we think most people will have. Though climbing was limited while testing this bike, the rider position seemed to be good for most climbs without compromising great position for attacking steep descents, railing turns, or letting it loose on high-speed sections.

Downhill performance was most definitely confidence inspiring, and the Meta SX was a real joy to ride when pointed down. This bike could be casually ridden but really shined when it was pushed. It took a little added effort to get the bike to respond and make moves, but in general it was quite easy to change lines at speed. Getting up over obstacles, popping up into manuals, and snapping through corners was easy to do. Jumping and pumping were a breeze and we had a blast launching off of little hits on the side of the track - it's that kind of bike. Due to the relatively slack head angle and low bottom bracket, the Meta SX was also very stable at speed.

Commencal's Contact System EVO suspension made for a bike that tracked very well. Suspension action was predictable, and pivot placement enabled the bike to handle square edges and successive hits with grace. After experimenting with a few sag settings, we'd suggest running the bike in the 20-25% range. Anything more and the bike felt mildly sluggish in big chunder, almost like it was riding off the bottom end of the travel. Increasing the air pressure improved to the bike's suspension for attacking the trail when things got rough.

The rear end on the Meta SX is plenty stiff, which, when combined with the suspension characteristics, helped it turn very predictably and authoritatively. There’s enough of a suspension platform to really lean it over.

When the downhill fun was over and we had to point it back uphill, the weight of the bike became more apparent. It's heavy for an all-mountain/enduro bike. Once up to speed, it was easy to change direction and accelerate, but it didn't like to go slow. By no means was this a deal breaker. The Meta SX did well for the type of bike and its downhill capabilities.

Out of the saddle sprints felt sluggish due to the slow rolling tires and slightly heavy build. It pedaled well with no excessive bobbing in the rear, but took some effort to get up to speed because of the heft. While an effective climber, we wouldn't say this was the bike's strong point, and it certainly wouldn't be our choice for an all-day sufferfest.

Build Kit

Commencal bills this bike as a "trail-legal race-specific" bike. With that in mind, are the components up to the task? For the most part we were pretty pleased.

As previously mentioned, the Commencal branded bar and stem were dialed. FSA's GAP Mega Exo cranks look up to the task, especially when mated with the e*thirteen LG1 chainguide. There's a 36 tooth ring up front, so keep that in mind if the climbs you'll be facing are steep. Mavic's EN321 rims can withstand some good abuse and the RockShox Reverb seatpost ensures you'll be in the right position when things get crazy. A bell on the bars tops things off nicely since you'll be screaming down the descents.

Shifting left something to be desired. The SRAM X7 shifter/X9 rear derailleur were vague, spongy, and changed gears poorly. This may be due in part to the tight housing bend coming out of the chainstay, so be sure to dial the length in perfectly before heading out on the trails. The X9 also lacked SRAM's Type II clutch - while the molded chainstay guard helped a lot with chain slap noise, it'd still be a welcome upgrade to help with more consistent shifting.

Once properly bedded in, the Formula RX 12 disc brakes with dual 180mm rotors had enough power for long, steep descents with no noticeable fade or arm pump. The lever feel and modulation is an acquired taste and may feel odd to new Formula users.

Onza's Ibex tires were new to us but they performed with gusto. The 2.4-inch DH up front combined with the 2.25-inch FR rear provided ample traction in corners thanks to a great open transition area to let the side knobs dig in and find grip. They performed capably in all conditions but rolled very slowly.

Our biggest complaint about the bike's build kit revolves around FOX's CTD remote. Put simply, we don't think it's necessary. It adds clutter to the bar area and two additional cables. We spent the entirety of our time in the middle 'Trail' setting and would gladly trade it for the upgraded adjustable Trail compression settings that FOX offers.

Long Term Durability

A bombproof frame and proven components left no doubts in our minds - this bike will last for a long time.

What's The Bottom Line?

The Commencal Meta SX 1 is flat out rad - for the right purpose. It's very stable, likes to go fast, shred corners, fly down the steeps, and is just plain fun when going downhill. We're of the opinion that it's a little on the heavy side for all day adventures though, including multi-stage enduro races that require a solid pedal up. With a few component changes it could prove to be a versatile climber as well, but out of the box we think it's best suited for bike park use or at big mountain enduro events where getting to the top on time isn't a concern.

For more details, visit www.commencal-america.com.

Bonus Gallery: 42 photos of the 2013 Commencal Meta SX 1

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.

2013 Test Sessions: Intense Tracer 275

Rating:

The Good:

The Bad:

Overall:

Reviewed by Matt Thompson and Jess Pedersen // Written by Brandon Turman // Photos by Shawn Spomer

Born and bred in the USA - these aren't words we can often write about bikes, which is why it was a real pleasure to hop on the latest version of the popular Tracer platform from Intense Cycles. Already available in both 26 and 29-inch versions, the Tracer 275 aims to gain the "best of both worlds" by utilizing the in-between 650B wheel size. Rather than simply slapping some slightly modified dropouts on the bike and calling it good, Intense went back to the drawing board on this one, ultimately arriving at a fresh redesign specifically made for the 650B wheel size. Combined with 5.5 to 6-inches of adjustable VPP suspension travel, there's certainly a lot of promise to this ride on paper, so we received it with open arms for Vital's 2013 Test Sessions in Southern Utah.

Tracer 275 Highlights

• 6000-series aluminum alloy construction
• 650B (~27.5-inch) wheels
• 140 or 150mm (5.5 or 5.9-inches) of rear wheel travel
• Tapered headtube
• 67-degree head angle
• 71-degree seat tube angle
• 13.3-inch bottom bracket height
• 17-inch chainstays
• Threaded bracket shell with ISCG05 mounts
• G1 Replaceable Drop Out System - 135mm QR or 142mm rear spacing with 12mm through axle
• Measured weight (size large, no pedals): 31-pounds, 8-ounces (14.3kg)
• $4800+ MSRP, depending on spec options

From headtube to dropout, nearly every piece of the Tracer 275 is made in-house, and Intense is proud of it. The front triangle and rear swingarm are a combination of Easton 6000-series aluminum alloy tubes and hydroformed aluminum sections that are all impeccably welded together. CNC machines crank out everything from the replaceable G1 dropouts to the suspension rockers, shock mounts, pivot hardware, and bottom bracket shell.

Out back, Intense's G1 dropouts allow for relatively easy wheel changes when axle sizes vary. Swapping between 135 QR and 142x12mm options is as simple as removing a few pieces of readily available chainring hardware. Love it or hate it, Intense integrates the derailleur hanger into the dropout, but builds it in a way that provides additional strength.

Up front, the angled seat tube and a direct-mount front derailleur help keep the chainstays to 17-inches. Intense says the frame will take up to a 2.5-inch tire, but be sure to note that mud clearance is limited near both the chain and seat stays. Nearby ISCG-05 mounts allow for a chainguide if you feel the need. Other small details include both external and internal dropper post routing options with a neat little rubber gasket on the internal option. Unfortunately there are no bottle mounts do to a lack of available space inside the front triangle.

Suspension duties are taken care of using a dual link VPP (Virtual Pivot Point) design. Changing the rear wheel travel between the 5.5 and 6-inch modes doesn't affect the geometry of the bike, but does alter the suspension rate slightly, with a slightly firmer feel in the shorter travel option. Adjustable angular contact bearings and 15mm pivot axles keep the system stiff and play free. Service is easy, too, through the use of replaceable grease zirks on the lower rocker link.

On The Trail

In order to properly put the Tracer 275 through the Vital MTB Test Session wringer, Matt and Jess set it up in 6-inch mode, headed to the hills, and pointed it down Grafton Mesa Trail - a very rough, partially shuttleable trail that would allow them to bang out multiple laps quickly. The terrain includes a good mixture of techy rock sections, small drops, and high-speed surprises. There are also a few good pedally portions near the beginning of the trail that are littered with small square-edged rocks. All said, Grafton is a great place to assess not only the bike's performance, but the influence of wheel size as well.

For a 6-foot tall rider, our large test bike felt centered and balanced. The 24-inch top tube was comfortable, and although we would have preferred a slightly wider handlebar than the 740mm bar provided, the stock 70mm stem length was acceptable for aggressive riding. Though climbing was limited while testing this bike, rider position was good for most climbs without compromising great rider position for attacking steep descents and railing turns.

Geometry was good for nearly every aspect of trail riding, save super steep descents. The bike was really easy to get up over obstacles, descended very well, and railed corners thanks to the low bottom bracket height. All this and it climbed very well, too. If anything, we would have liked a little slacker head angle for the burly portions of the trail, of which there happened to be many.

On the descents, the bike's good geometry, suspension design, and larger wheels provided a very confidence inspiring feeling. It handled things very well when we pushed it, but could also be casually ridden, almost to a point of laziness thanks to the larger wheels that felt as though they could roll over anything. Matt actually stopped picking up and hopping over bumps that he would normally address on a 26-inch bike. There was a marked improvement in rolling speed through rough sections, and the bike handled every bit as well as a comparable bike with smaller wheels.

Lazy moments aside, if you feel like getting aggressive, this bike will take you there. It's a very stable, predictable platform, but at the same time is very responsive and ready to change lines on command. Everything on this bike is stiff, which made for a good time in corners. Just lean it over and go. We didn't notice the larger wheel diameter feeling clumsy in the turns at all, but would have liked to get the bike in some tighter terrain to find out how well it transitions from one tight turn to the next.

The VPP suspension performed very well across the board. It's supportive at the sag point, smooth through the mid-stroke, and rises towards the end of the stroke. While we did feel the rising rate come on a little strong at the end of the stroke, it wasn't a huge issue. The bike pedaled great over rough terrain, both in and out of the saddle and regardless of the gear being used. It got a little skittish over successive square-edged hits, but handled g-outs, drops, and small bumps assuredly. Jumps were predictable as well.

Pointed uphill, the 31.5-pound Tracer 275 felt ever so slightly on the heavy side for a trail bike that we'd like to climb all day with. In fact, it is heavy, but shorter rides were comfortable. The bike accelerated well considering the larger wheel size, and suspension felt stable under hard, out of the saddle efforts. There was minimal bob and it responded very quickly. Overall, we found it to be an efficient climber for a 6-inch bike.

Build Kit

Aside from a slightly wider bar and different tires, there weren't any other components that we'd switch out immediately. Intense did a good job of spec'ing this bike and it's ready to hit the trails out of the box.

Shimano's XT components account for most of the major bits, and they continued to impress us. The brakes provided reliable power, modulation, and feel, and there was no fade on long descents. Drivetrain performance was also near flawless, even over the rough terrain. Thanks to the clutch, chain retention wasn't an issue and chain slap was pretty minimal. You may want to install a chainstay guard to quiet the bike entirely.

Tire performance was likely our biggest complaint with the bike. The Kenda Nevegals were setup tubeless which improved flat protection and decreased rolling resistance, but had a vague transition feeling from straight line to cornering and were unpredictable when breaking loose. We also have to question their use in a tubeless application after experiencing a very abrupt blowout while entering a rocky section. When reinstalling the tire, we were quite bewildered by how easily the tire went back on the Novatec Diablo rim.

Long Term Durability

We could spot no long term concerns. Zip. Zero. Ziltch. Nada. Well done, Intense!

What's The Bottom Line?

The Intense Tracer 275 impressed us. When 650B wheel equipped bikes first made a resurgence, we thought it would take a little while for companies to nail the geometry, but Intense has done just that. From the geometry to the suspension and components, nearly everything was dialed and ready to go. The bike rolled faster and over obstacles better than most, pedaled great, and was super stable all without compromising excellent cornering capabilities and playfulness. Jump it, rail it, manual it, drop it…whatever. The Tracer 275 will do it without the typical big wheel attitude.

If you're not afraid of an extra pound or two, you'll find this bike to be a versatile performer, equally adept at tackling gnarly descents as it is the techiest climbing maneuvers.

Check out www.intensecycles.com for more insight into their USA-made lineup.

Bonus Gallery: 30 photos of the 2013 Intense Tracer 275

About The Reviewers

Matt Thompson - Humble enough not to claim his Master's Downhill World Champ status when we asked him what his accomplishments were, Matt has over 20 years on a bike and likes to go fast. Really fast. At 210 pounds of trail building muscle, he can put the hurt on a bike in little to no time.

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...

Which reviewer resembles you the most? Don't miss our Q&A with the testers for more insight about their styles and preferences.