Not sure if this has been posted before, but this is the GX transmission it seems.
https://www.specialized.com/us/en/stumpjumper-expert/p/200521?color=336223-200521
Not sure if this has been posted before, but this is the GX transmission it seems.
Tairin Wheels is going to release a silent freehub upgrade for their Shogun hub. I find this noteworthy because Tairin could have just released a new hub with the silent tech [which they are doing] and left it at that. Instead, they took the time to port it to an older product. Off the top of my head, I can't think of many companies that would go to the trouble. It's kind of like a frame manufacturer offering a way to swap out a derailleur hanger for a direct mount without having to buy an entirely new rear end or frame. Anyway, I think it's neat, and Jose is a good dude, so I'm getting one.
Tairin Wheels is going to release a silent freehub upgrade for their Shogun hub. I find this noteworthy because Tairin could have just released a new...
Tairin Wheels is going to release a silent freehub upgrade for their Shogun hub. I find this noteworthy because Tairin could have just released a new hub with the silent tech [which they are doing] and left it at that. Instead, they took the time to port it to an older product. Off the top of my head, I can't think of many companies that would go to the trouble. It's kind of like a frame manufacturer offering a way to swap out a derailleur hanger for a direct mount without having to buy an entirely new rear end or frame. Anyway, I think it's neat, and Jose is a good dude, so I'm getting one.
Backwards compatibility. Current owners can upgrade their hubs if wanted and new customers can just buy it outright.
Tairin Wheels is going to release a silent freehub upgrade for their Shogun hub. I find this noteworthy because Tairin could have just released a new...
Tairin Wheels is going to release a silent freehub upgrade for their Shogun hub. I find this noteworthy because Tairin could have just released a new hub with the silent tech [which they are doing] and left it at that. Instead, they took the time to port it to an older product. Off the top of my head, I can't think of many companies that would go to the trouble. It's kind of like a frame manufacturer offering a way to swap out a derailleur hanger for a direct mount without having to buy an entirely new rear end or frame. Anyway, I think it's neat, and Jose is a good dude, so I'm getting one.
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
Has anyone graphed the kinematics of the supreme v5? I thought I had seen them on this thread but went back and couldn't find it.
I...
Has anyone graphed the kinematics of the supreme v5? I thought I had seen them on this thread but went back and couldn't find it.
I rode the last generation this weekend and was blown away. I just wanted to compare the two.
The V4 and V5 are completely different bikes. The V5 is very close to the 23 Trek session with axle path. Goes back 10mm then forward to 0. The V5 is 40-45% progressive, the V4 was only like 20-25%.
I can’t find all the files, I found the axle path. There’s a few mock ups on Linkage Design program.
The V4 and V5 are completely different bikes. The V5 is very close to the 23 Trek session with axle path. Goes back 10mm then forward...
The V4 and V5 are completely different bikes. The V5 is very close to the 23 Trek session with axle path. Goes back 10mm then forward to 0. The V5 is 40-45% progressive, the V4 was only like 20-25%.
I can’t find all the files, I found the axle path. There’s a few mock ups on Linkage Design program.
I was curious what the anti rise is, it seemed like the old design had quite a bit compared to the new design and that is what the main flaw was. I honestly didn't think it was all that bad under braking. That was the first bike I had ridden with anti squat number in the 150-170 range, I didn't know this at the time but when I would sprint or pedal I was surprised at how well it accelerated.
The V4 and V5 are completely different bikes. The V5 is very close to the 23 Trek session with axle path. Goes back 10mm then forward...
The V4 and V5 are completely different bikes. The V5 is very close to the 23 Trek session with axle path. Goes back 10mm then forward to 0. The V5 is 40-45% progressive, the V4 was only like 20-25%.
I can’t find all the files, I found the axle path. There’s a few mock ups on Linkage Design program.
I was curious what the anti rise is, it seemed like the old design had quite a bit compared to the new design and that is...
I was curious what the anti rise is, it seemed like the old design had quite a bit compared to the new design and that is what the main flaw was. I honestly didn't think it was all that bad under braking. That was the first bike I had ridden with anti squat number in the 150-170 range, I didn't know this at the time but when I would sprint or pedal I was surprised at how well it accelerated.
Having owned a V4 in the past I would argue that the high AR value was its main strength and its axle path its main weakness. High AR is always associated with suspension that doesn't work when braking but I never found it to be the case, what nobody tells you is how nice it is to drop the anchor with no second thoughts since your bike will be stable AF when you will do so. At the time I didn't know much about suspension kinematics but noticed that I liked how it behaved on the brakes, when I went to a four bar low AR bike I immediately missed that trait.
One trait I didn't miss was the very rearward axle path. Sure it works very well in the rough straight lines, as most WC are those days or pirate tracks in Morzine. But on normal track with turns it is not great, and then tighter the turn the worse it gets at the bike extends as you corner and push with your legs. Also something that nobody tells about high pivot bikes is how sketchy they can be in the steep and when going deep in the travel. Because your rear center extends and your front center shortens you end up with your center of gravity easily off balance which can cause you to get bucked in some situations. The centering of the BB between Front and Rear center changes a lot more through travel on a HP bike compared to a normal bike.
The v5 seems to have a much nicer axle path which will lead to a more predictable behaviour through travel and while AR might be lower it should still be above 100% which is good. Nobody ever complained about a Pivot Firebird no being good on the brakes, yet it has a AR value of 100% accros its travel when most bikes have faling rates with high starting values that go down quite bit as you go so don't drink the koolaid of low AR.
Having owned a V4 in the past I would argue that the high AR value was its main strength and its axle path its main weakness...
Having owned a V4 in the past I would argue that the high AR value was its main strength and its axle path its main weakness. High AR is always associated with suspension that doesn't work when braking but I never found it to be the case, what nobody tells you is how nice it is to drop the anchor with no second thoughts since your bike will be stable AF when you will do so. At the time I didn't know much about suspension kinematics but noticed that I liked how it behaved on the brakes, when I went to a four bar low AR bike I immediately missed that trait.
One trait I didn't miss was the very rearward axle path. Sure it works very well in the rough straight lines, as most WC are those days or pirate tracks in Morzine. But on normal track with turns it is not great, and then tighter the turn the worse it gets at the bike extends as you corner and push with your legs. Also something that nobody tells about high pivot bikes is how sketchy they can be in the steep and when going deep in the travel. Because your rear center extends and your front center shortens you end up with your center of gravity easily off balance which can cause you to get bucked in some situations. The centering of the BB between Front and Rear center changes a lot more through travel on a HP bike compared to a normal bike.
The v5 seems to have a much nicer axle path which will lead to a more predictable behaviour through travel and while AR might be lower it should still be above 100% which is good. Nobody ever complained about a Pivot Firebird no being good on the brakes, yet it has a AR value of 100% accros its travel when most bikes have faling rates with high starting values that go down quite bit as you go so don't drink the koolaid of low AR.
Hugh McLeay of i-Track wrote a bit about the effect of the rate of change of anti-rise on the wheel rate. Unfortunately that page on his site no longer exists, but if I remember correctly, he calculated that increasing AR (or maybe an increasing rate of AR?) decreases the force at the wheel, with decreasing AR having the opposite effect. I'm curious for someone with more resources than me to try to compare rising/falling anti-rise rates at the same level, or constant rates at low vs high levels. Obviously geometry, leverage rate, etc all have effects so maybe the best way would be to use a custom frame with different floating brake mounts?
From the propain group on Facebook, seems to be the new ebike, ready but not out yet, also seems like they really dig that shitty cable...
From the propain group on Facebook, seems to be the new ebike, ready but not out yet, also seems like they really dig that shitty cable tourism, shame
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a 55mm hub for a long travel bike. stupid
Having owned a V4 in the past I would argue that the high AR value was its main strength and its axle path its main weakness...
Having owned a V4 in the past I would argue that the high AR value was its main strength and its axle path its main weakness. High AR is always associated with suspension that doesn't work when braking but I never found it to be the case, what nobody tells you is how nice it is to drop the anchor with no second thoughts since your bike will be stable AF when you will do so. At the time I didn't know much about suspension kinematics but noticed that I liked how it behaved on the brakes, when I went to a four bar low AR bike I immediately missed that trait.
One trait I didn't miss was the very rearward axle path. Sure it works very well in the rough straight lines, as most WC are those days or pirate tracks in Morzine. But on normal track with turns it is not great, and then tighter the turn the worse it gets at the bike extends as you corner and push with your legs. Also something that nobody tells about high pivot bikes is how sketchy they can be in the steep and when going deep in the travel. Because your rear center extends and your front center shortens you end up with your center of gravity easily off balance which can cause you to get bucked in some situations. The centering of the BB between Front and Rear center changes a lot more through travel on a HP bike compared to a normal bike.
The v5 seems to have a much nicer axle path which will lead to a more predictable behaviour through travel and while AR might be lower it should still be above 100% which is good. Nobody ever complained about a Pivot Firebird no being good on the brakes, yet it has a AR value of 100% accros its travel when most bikes have faling rates with high starting values that go down quite bit as you go so don't drink the koolaid of low AR.
Hugh McLeay of i-Track wrote a bit about the effect of the rate of change of anti-rise on the wheel rate. Unfortunately that page on his...
Hugh McLeay of i-Track wrote a bit about the effect of the rate of change of anti-rise on the wheel rate. Unfortunately that page on his site no longer exists, but if I remember correctly, he calculated that increasing AR (or maybe an increasing rate of AR?) decreases the force at the wheel, with decreasing AR having the opposite effect. I'm curious for someone with more resources than me to try to compare rising/falling anti-rise rates at the same level, or constant rates at low vs high levels. Obviously geometry, leverage rate, etc all have effects so maybe the best way would be to use a custom frame with different floating brake mounts?
Shouldn't an increasing anti-rise cause higher forces at the wheel? As in more anti-rise gives less rear wheel squat when braking, thus the rear wheel being pushed into the ground more? Less anti-rise promotes rear wheel squat (gives more stability), but pulls the wheel into the travel, thus reducing the force applied to the wheel.
The rate of change describes if the AR characteristic is linear (constant rate of change) or non-linear. The rate of change is the first derivative of the characteristic itself.
Everything I'm talking about above is for the act of applying brakes when the system is in flux, it's obvious less AR will squat the rear wheel, tip the bike (and rider) backwards when stabilised and transfer the weight rearwards, thus actually increasing the force at the rear wheel (weight balance and all). Though with a very rearward axle path that also plays into the situation, but in the opposite way (as mentioned above, the axles move backwards in relation of the rider CoG, thus moving balance forwards wheels wise).
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a...
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a 55mm hub for a long travel bike. stupid
I can tell you right now that there is 0 chance that this shock is 185mm.
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the...
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the...
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
probably high pivot with an idler, lower mounted shock? Rocky Mountain rarely comes out with "crazy" or radical, groundbreaking stuff so I'm curious haha
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the...
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the...
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
probably high pivot with an idler, lower mounted shock? Rocky Mountain rarely comes out with "crazy" or radical, groundbreaking stuff so I'm curious haha
They also use the same frame for the Altitude and Instinct, curious to see if they continue w/ that.
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a...
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a 55mm hub for a long travel bike. stupid
You can get springs from Ext, they make also 700 lbs and similar
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the...
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a...
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a 55mm hub for a long travel bike. stupid
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a...
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a 55mm hub for a long travel bike. stupid
good thing they are selling the tyee with rock shox coil shocks
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear shocks. Think of it like an after market spring, that comes is smaller spring rate steps, to fit loads of other shocks. Allows you to find a more refined setup, for those that think they need it.
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear...
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear shocks. Think of it like an after market spring, that comes is smaller spring rate steps, to fit loads of other shocks. Allows you to find a more refined setup, for those that think they need it.
try order a complete bike from them with a fitting spring if you are over 105kg. or try pumping up your air shock over the manufacurer limit if you are in the same camp. not possible, because they decided on a 55mm stroke shock…
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear...
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear shocks. Think of it like an after market spring, that comes is smaller spring rate steps, to fit loads of other shocks. Allows you to find a more refined setup, for those that think they need it.
try order a complete bike from them with a fitting spring if you are over 105kg. or try pumping up your air shock over the manufacurer...
try order a complete bike from them with a fitting spring if you are over 105kg. or try pumping up your air shock over the manufacurer limit if you are in the same camp. not possible, because they decided on a 55mm stroke shock…
Wait wait wait, I can understand your point regarding the coil shocks, but how has the shock length anything to do with the max pressure you can put in an air shock ?
A shorter shock for a given travel means a higher (overall) leverage ratio. A higher leverage ratio requires a stiffer spring (coil or air, so higher pressure with an air spring) to provide the same force (support) at the rear wheel. With a short shock heavier riders can fall outside the pressure limits to reach the desired force at the wheel.
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear...
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear shocks. Think of it like an after market spring, that comes is smaller spring rate steps, to fit loads of other shocks. Allows you to find a more refined setup, for those that think they need it.
try order a complete bike from them with a fitting spring if you are over 105kg. or try pumping up your air shock over the manufacurer...
try order a complete bike from them with a fitting spring if you are over 105kg. or try pumping up your air shock over the manufacurer limit if you are in the same camp. not possible, because they decided on a 55mm stroke shock…
Wait wait wait, I can understand your point regarding the coil shocks, but how has the shock length anything to do with the max pressure you...
Wait wait wait, I can understand your point regarding the coil shocks, but how has the shock length anything to do with the max pressure you can put in an air shock ?
Because when you use a short stroke shock on a long travel bike, you need very high spring rates (either from a coil or air shock) for typical sag. When I put a Cascade link on my Levo (55mm stroke), it went up from 150mm travel to 162mm, and required me to go up 75# in spring rate on my coil shock to get the same sag. I don't recall what my air pressure was before, but with an air shock I'm now at 215 psi for a 170 lb rider. If I was a typical fatass ebike rider, I'd be easily right up against the pressure limit of a lot of air shocks (~300-350 psi).
That's one of the reasons why Cascade makes a LS (Long Stroke) version of their link for the Levo which lets you use a 65mm stroke shock for the same travel. Going by the usual spring rate calculators, that change would let me drop spring rates by about 175#, or about 30%.
When EXT released their air shock, I tried to figure out roughly what pressure I'd run on the same bike in 55mm stroke configuration, and even at my average weight, I'd need more than the maximum allowable for the ++ chamber.
😂😂🤘🏽
Going for the mid/late 90's LX vibe?
I really like the lunar grey current GX stuff, should have stuck with that.
Tairin Wheels is going to release a silent freehub upgrade for their Shogun hub. I find this noteworthy because Tairin could have just released a new hub with the silent tech [which they are doing] and left it at that. Instead, they took the time to port it to an older product. Off the top of my head, I can't think of many companies that would go to the trouble. It's kind of like a frame manufacturer offering a way to swap out a derailleur hanger for a direct mount without having to buy an entirely new rear end or frame. Anyway, I think it's neat, and Jose is a good dude, so I'm getting one.
Has anyone graphed the kinematics of the supreme v5? I thought I had seen them on this thread but went back and couldn't find it.
I rode the last generation this weekend and was blown away. I just wanted to compare the two.
Backwards compatibility. Current owners can upgrade their hubs if wanted and new customers can just buy it outright.
Wish more companies did this.
I just saw the new Altitude and I wish I could say more but I cant. All I will say is I was shock in the direction they have gone in a good way. It'll be a very interesting bike and I haven't seen a correct rumor about it yet.
Stay thirsty my friends.....
The V4 and V5 are completely different bikes. The V5 is very close to the 23 Trek session with axle path. Goes back 10mm then forward to 0. The V5 is 40-45% progressive, the V4 was only like 20-25%.
I can’t find all the files, I found the axle path. There’s a few mock ups on Linkage Design program.
I was curious what the anti rise is, it seemed like the old design had quite a bit compared to the new design and that is what the main flaw was. I honestly didn't think it was all that bad under braking. That was the first bike I had ridden with anti squat number in the 150-170 range, I didn't know this at the time but when I would sprint or pedal I was surprised at how well it accelerated.
New vivid air unveils in about 2 weeks, seen one in person
From the propain group on Facebook, seems to be the new ebike, ready but not out yet, also seems like they really dig that shitty cable tourism, shame
Having owned a V4 in the past I would argue that the high AR value was its main strength and its axle path its main weakness. High AR is always associated with suspension that doesn't work when braking but I never found it to be the case, what nobody tells you is how nice it is to drop the anchor with no second thoughts since your bike will be stable AF when you will do so. At the time I didn't know much about suspension kinematics but noticed that I liked how it behaved on the brakes, when I went to a four bar low AR bike I immediately missed that trait.
One trait I didn't miss was the very rearward axle path. Sure it works very well in the rough straight lines, as most WC are those days or pirate tracks in Morzine. But on normal track with turns it is not great, and then tighter the turn the worse it gets at the bike extends as you corner and push with your legs. Also something that nobody tells about high pivot bikes is how sketchy they can be in the steep and when going deep in the travel. Because your rear center extends and your front center shortens you end up with your center of gravity easily off balance which can cause you to get bucked in some situations. The centering of the BB between Front and Rear center changes a lot more through travel on a HP bike compared to a normal bike.
The v5 seems to have a much nicer axle path which will lead to a more predictable behaviour through travel and while AR might be lower it should still be above 100% which is good. Nobody ever complained about a Pivot Firebird no being good on the brakes, yet it has a AR value of 100% accros its travel when most bikes have faling rates with high starting values that go down quite bit as you go so don't drink the koolaid of low AR.
Hugh McLeay of i-Track wrote a bit about the effect of the rate of change of anti-rise on the wheel rate. Unfortunately that page on his site no longer exists, but if I remember correctly, he calculated that increasing AR (or maybe an increasing rate of AR?) decreases the force at the wheel, with decreasing AR having the opposite effect. I'm curious for someone with more resources than me to try to compare rising/falling anti-rise rates at the same level, or constant rates at low vs high levels. Obviously geometry, leverage rate, etc all have effects so maybe the best way would be to use a custom frame with different floating brake mounts?
fugly and what looks like a 185mm shock to save space. which means there won‘t be proper springs for heavy guys because they only use a 55mm hub for a long travel bike. stupid
Shouldn't an increasing anti-rise cause higher forces at the wheel? As in more anti-rise gives less rear wheel squat when braking, thus the rear wheel being pushed into the ground more? Less anti-rise promotes rear wheel squat (gives more stability), but pulls the wheel into the travel, thus reducing the force applied to the wheel.
The rate of change describes if the AR characteristic is linear (constant rate of change) or non-linear. The rate of change is the first derivative of the characteristic itself.
Everything I'm talking about above is for the act of applying brakes when the system is in flux, it's obvious less AR will squat the rear wheel, tip the bike (and rider) backwards when stabilised and transfer the weight rearwards, thus actually increasing the force at the rear wheel (weight balance and all). Though with a very rearward axle path that also plays into the situation, but in the opposite way (as mentioned above, the axles move backwards in relation of the rider CoG, thus moving balance forwards wheels wise).
I can tell you right now that there is 0 chance that this shock is 185mm.
Moving to a vertical shock orientation...?
probably high pivot with an idler, lower mounted shock? Rocky Mountain rarely comes out with "crazy" or radical, groundbreaking stuff so I'm curious haha
Pics, or it didnt happen!
They also use the same frame for the Altitude and Instinct, curious to see if they continue w/ that.
You can get springs from Ext, they make also 700 lbs and similar
Can you at least give us an embargo date?
LX? Nah, this is giving Alivio vibes.
good thing they are selling the tyee with rock shox coil shocks
Not sure if youre being sarcastic here, but for benefit of the doubt.
EXT makes light weight, high quality springs and adapters to fit most rear shocks. Think of it like an after market spring, that comes is smaller spring rate steps, to fit loads of other shocks. Allows you to find a more refined setup, for those that think they need it.
try order a complete bike from them with a fitting spring if you are over 105kg. or try pumping up your air shock over the manufacurer limit if you are in the same camp. not possible, because they decided on a 55mm stroke shock…
Wait wait wait, I can understand your point regarding the coil shocks, but how has the shock length anything to do with the max pressure you can put in an air shock ?
A shorter shock for a given travel means a higher (overall) leverage ratio. A higher leverage ratio requires a stiffer spring (coil or air, so higher pressure with an air spring) to provide the same force (support) at the rear wheel. With a short shock heavier riders can fall outside the pressure limits to reach the desired force at the wheel.
Because when you use a short stroke shock on a long travel bike, you need very high spring rates (either from a coil or air shock) for typical sag. When I put a Cascade link on my Levo (55mm stroke), it went up from 150mm travel to 162mm, and required me to go up 75# in spring rate on my coil shock to get the same sag. I don't recall what my air pressure was before, but with an air shock I'm now at 215 psi for a 170 lb rider. If I was a typical fatass ebike rider, I'd be easily right up against the pressure limit of a lot of air shocks (~300-350 psi).
That's one of the reasons why Cascade makes a LS (Long Stroke) version of their link for the Levo which lets you use a 65mm stroke shock for the same travel. Going by the usual spring rate calculators, that change would let me drop spring rates by about 175#, or about 30%.
When EXT released their air shock, I tried to figure out roughly what pressure I'd run on the same bike in 55mm stroke configuration, and even at my average weight, I'd need more than the maximum allowable for the ++ chamber.
could be worse. santa cruz gen 2 super 8 with riders running 800, 900 and even 1000 pounds springs
https://products.mtbr.com/product/older-categories-bikes/2002-full-susp…