i think it's a fantastic track for testing (kinda has everything including some decent speed and riders probably know it well and can feel product tweaks...
i think it's a fantastic track for testing (kinda has everything including some decent speed and riders probably know it well and can feel product tweaks easily), just bonkers so much stuff is out in the open at such a popular locale.
As long as you don't wear a team uniform and draw attention to yourself almost nobody notices, especially on work days. I rode Digit prototypes around...
As long as you don't wear a team uniform and draw attention to yourself almost nobody notices, especially on work days. I rode Digit prototypes around Laguna for years and nobody noticed. That all changed when I added stickers, started telling the story, and wearing a logo jersey.
I could never do secret product testing, the urge to nerd out would overpower any NDA I was made to sign. xD
I don't think Laguna has much training value... but it is a good place for suspension setup/testing, especially if you're someone like Bernard who is going...
I don't think Laguna has much training value... but it is a good place for suspension setup/testing, especially if you're someone like Bernard who is going to get one setup dialed, and then adapt his riding to it from location to location. the high speed chunk/chatter makes for exposing how crap your setup is for compression/rebound. If you can get a comfortable setup for laguna off menu stuff at 10/10ths, then my experience is that setup is g2g as grip gets better and only in mud are you left slowing things down.
I'm not saying the trail itself isn't worthy. It could use more maintenance and trimming but it does the job.Its more the bizarre nature of top...
I'm not saying the trail itself isn't worthy. It could use more maintenance and trimming but it does the job.
Its more the bizarre nature of top level professional athletes on prototype gear blitzing a trail in public open space that's crowded with hikers, dog walkers, jerrys etc. Like why hasn't MTB in the US/CA progressed to a point where these companies have private tracks? Seems pretty advantageous for R&D and added benefit for athletes that visit.
There aren't many, if any jerry's on the off the menu stuff. Telonics is fairly isolated other the the fire road transfer and cross over. If...
There aren't many, if any jerry's on the off the menu stuff. Telonics is fairly isolated other the the fire road transfer and cross over. If you know of a shuttle-able trail close to the socal mtb industry, that can push a dh bike and has ocean views to enjoy, then I think those people would be stoked to hear about it.
While there are plenty of things that I do/don't love about living in socal... Ripping trails before/after work with ocean views that are world class difficult and looking at the sunrise/sunset, definitely gets filed in the love side of the equation. Doing that is notable/memorable to those that visit, and the trail conditions and grip are absolute trash so it makes for a good way to push the limits of the hardware/gray matter.
Regarding test tracks... that mostly has to do with land access issues and real estate cost here in California. Some brands have some trails/areas that they use (Specialized = aurburn, There was a trail just above lake elsinore that gwin used, there is stuff in aptos and ucsc that other brands use).
There are the other ones that get used all the time out by Lake Elsinore trail, east and north of it.
Saw this leaked in another forum. Thought I would post here too. Looks like it’s using a Bosch motor. And looks to basically being an electrified sentinel. Name appears to be regulator SX.
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out.
nah but seriously, that's an interesting bike. I'm going to assume, becuase what's the worst that could happen. Hopefully, that's got a bosch SX and is a light weight ebike. I'm surprised how few bikes are on the market using that drivetrain. The norco fluid vlt is a pretty sweet bike that I feel like is under appreciated... I've taken a spin on that bike and the bosch sx has a really natural feeling that benefits from spinning it up with a high cadance.
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out. nah but seriously, that's an interesting bike. I'm going...
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out.
nah but seriously, that's an interesting bike. I'm going to assume, becuase what's the worst that could happen. Hopefully, that's got a bosch SX and is a light weight ebike. I'm surprised how few bikes are on the market using that drivetrain. The norco fluid vlt is a pretty sweet bike that I feel like is under appreciated... I've taken a spin on that bike and the bosch sx has a really natural feeling that benefits from spinning it up with a high cadance.
I just got a Transition Relay. I'm a bit nervous reading about all the reliability issues of the Fazua motor. havent rode it yet as its still snow and wet on the trails. I think more and more will be going to the Bosch SX for light weight ebikes.
New TQ will be coming on updated Fuel EXE - Run out sales happening, slash+ To get more models when new TQ comes. I was talking to a trek rep who knows me and said "just wait, You're fussy and youll like whats coming"
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out. nah but seriously, that's an interesting bike. I'm going...
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out.
nah but seriously, that's an interesting bike. I'm going to assume, becuase what's the worst that could happen. Hopefully, that's got a bosch SX and is a light weight ebike. I'm surprised how few bikes are on the market using that drivetrain. The norco fluid vlt is a pretty sweet bike that I feel like is under appreciated... I've taken a spin on that bike and the bosch sx has a really natural feeling that benefits from spinning it up with a high cadance.
I’m bummed to see they’re possibly going SX. The full power gen 5 is marginally lighter and far more capable (can be tuned down if you want it to ride like the SX and doesn’t weight much more). There’s a few examples already of some Gen5 bikes on the market that are lighter than SX bikes which I feel defeats the whole purpose of the SX system.
New TQ will be coming on updated Fuel EXE - Run out sales happening, slash+ To get more models when new TQ comes.I was talking to...
New TQ will be coming on updated Fuel EXE - Run out sales happening, slash+ To get more models when new TQ comes. I was talking to a trek rep who knows me and said "just wait, You're fussy and youll like whats coming"
I buy Far to many bikes.
I’ve heard the new motor is called the HPR 60, going to be 60NM instead of 50
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out. nah but seriously, that's an interesting bike. I'm going...
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out.
nah but seriously, that's an interesting bike. I'm going to assume, becuase what's the worst that could happen. Hopefully, that's got a bosch SX and is a light weight ebike. I'm surprised how few bikes are on the market using that drivetrain. The norco fluid vlt is a pretty sweet bike that I feel like is under appreciated... I've taken a spin on that bike and the bosch sx has a really natural feeling that benefits from spinning it up with a high cadance.
I’m bummed to see they’re possibly going SX. The full power gen 5 is marginally lighter and far more capable (can be tuned down if you...
I’m bummed to see they’re possibly going SX. The full power gen 5 is marginally lighter and far more capable (can be tuned down if you want it to ride like the SX and doesn’t weight much more). There’s a few examples already of some Gen5 bikes on the market that are lighter than SX bikes which I feel defeats the whole purpose of the SX system.
When a brand works with Bosch ,it's usually not with only one of the motors ...
Another little look at the new Transition Regulator from MBR's Super Deluxe Ultimate review. JPEG's name is "MBR-10-02-2025-Transition-Regulator-CX-35-e1741078913365.jpg"
This makes me want to buy a High Pivot frame and a lathe.
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is 6 cogs and an extra chain. I don't understand it.
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is...
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is 6 cogs and an extra chain. I don't understand it.
Not an engineer but I assume it’s still less bends/contact points on the big primary chain. Since the smaller chain is fixed I doubt it creates much drag. That being said I would think the bigger advantage is on the descents where you are essentially removing the chain growth that makes idlers necessary in the first place.
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is...
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is 6 cogs and an extra chain. I don't understand it.
Not an engineer but I assume it’s still less bends/contact points on the big primary chain. Since the smaller chain is fixed I doubt it creates...
Not an engineer but I assume it’s still less bends/contact points on the big primary chain. Since the smaller chain is fixed I doubt it creates much drag. That being said I would think the bigger advantage is on the descents where you are essentially removing the chain growth that makes idlers necessary in the first place.
To me, the advantage is in the separation of the chain to the pedal kick. The rear end would essentially feel chain-less. This will change the anti squat a bit also.
Personally I’ve never really worried much about idler efficiency on a high pivot bike, if it’s clean I never thought it was an issue. But I also don’t live in an area with mud.
Technically, I guess you'd mainly calculate the total angle the links make when circulating through the drivetrain. That's why roadies buy expensive, large pulleys for their derailleurs and why some HP frames employ fairly large idlers. Also, it might be possible to reduce chain skew
New TQ will be coming on updated Fuel EXE - Run out sales happening, slash+ To get more models when new TQ comes.I was talking to...
New TQ will be coming on updated Fuel EXE - Run out sales happening, slash+ To get more models when new TQ comes. I was talking to a trek rep who knows me and said "just wait, You're fussy and youll like whats coming"
I’ve heard the new motor is called the HPR 60, going to be 60NM instead of 50
Would be great if they made it backwards compatible, ie you could fit it in the same bike as a hpr50. I ride a fuel exe and it's such a great handling bike, a little more grunt on the climbs would be ace though!
The primary source of friction in chain drives (cross chaining aside) is the links rotating as they enter each chain ring. The larger the degree that the rotate, the more friction there is. Larger chain rings equate to less friction because the chain links don't have to rotate as much. The amount of chain actually in contact with the chain ring does not matter because it's static relative to the chain ring. For example, on a 36T chain ring each link has to rotate 10 degrees relative to the adjacent link as it enters the chain ring. Meanwhile, on a 24T chain ring each link has to rotate 15 degrees which results in more drag. In the case of this bike, the idler appears to be a 16T idler. By doubling up the number of chains at the idler position, you'd need to have a 32T there to have identical drag.
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is...
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is 6 cogs and an extra chain. I don't understand it.
The difference for this system is that the lower span of chain will not be stretched out as the suspension extends, this will keep the derailleur cage from swinging around which might make the bike quieter (or it might make it louder because the lower span of chain is closer to the chainstay). If shorter cage derailleurs were available (only on XTR these days I think) those could potentially be used with this idler set-up.
The efficiency and pedal kickback will be basicaly the same for both systems (yes, there might be some differences due to chain wrap, but insignificant especially with a well maintained chain).
The biggest differences in this instance are that the idler size has changed dramatically, and it looks like the idlers aren't the same size which would put you in a diffferent rear cog for the same gear inches. These will effect antisquat and chain growth of the all important tension segment.
Why the down votes? The Commencal has a pivot on the chainstay in front of the rear axle. The whole point of putting the pivot there is to control how much the member that the brake mount is on, the seatstay, rotates (or doesn't rotate) during compression. Else why put it there? Putting it on the seatstay would make the brake mount attached to the chainstay, and this reduces the number of pivots on the chainstay, making it simplier/easier to tune rear end flex. Having a pivot there was intentional, and that pivot is referred to as the Horst Link. The same can be said of the Atherton bike (original), which is also a 6 bar.
I bring this up because even simpler, true 4 bar designs that we think of more traditionally being a Horst Link like Cube have still experimented with a floating brake, defeating the whole point of the Horst Link.
Why the down votes? The Commencal has a pivot on the chainstay in front of the rear axle. The whole point of putting the pivot there...
Why the down votes? The Commencal has a pivot on the chainstay in front of the rear axle. The whole point of putting the pivot there is to control how much the member that the brake mount is on, the seatstay, rotates (or doesn't rotate) during compression. Else why put it there? Putting it on the seatstay would make the brake mount attached to the chainstay, and this reduces the number of pivots on the chainstay, making it simplier/easier to tune rear end flex. Having a pivot there was intentional, and that pivot is referred to as the Horst Link. The same can be said of the Atherton bike (original), which is also a 6 bar.
I bring this up because even simpler, true 4 bar designs that we think of more traditionally being a Horst Link like Cube have still experimented with a floating brake, defeating the whole point of the Horst Link.
Horst Link is the name for the whole package, not the pivot on the chainstay
The primary source of friction in chain drives (cross chaining aside) is the links rotating as they enter each chain ring. The larger the degree that...
The primary source of friction in chain drives (cross chaining aside) is the links rotating as they enter each chain ring. The larger the degree that the rotate, the more friction there is. Larger chain rings equate to less friction because the chain links don't have to rotate as much. The amount of chain actually in contact with the chain ring does not matter because it's static relative to the chain ring. For example, on a 36T chain ring each link has to rotate 10 degrees relative to the adjacent link as it enters the chain ring. Meanwhile, on a 24T chain ring each link has to rotate 15 degrees which results in more drag. In the case of this bike, the idler appears to be a 16T idler. By doubling up the number of chains at the idler position, you'd need to have a 32T there to have identical drag.
Yes, Track cycling pioneered big chainrings (think 60+ tooth chainring paired with larger cogs 14-17t) around 2008-2010 for sprinting and slowly other track discipline followed and road TT and hit mainstream when the strong road TT guys started having a crack at the modernized Hour record around 2014-15 and onwards.
Also, there is a short cage XT derailleur RD-M8100-GS for 10-45t cassette and i just learned via email that Madrone will have a short cage option for 10-45t cassette for their Jab derailleur that they are planning to ship late April.
I could never do secret product testing, the urge to nerd out would overpower any NDA I was made to sign. xD
There are the other ones that get used all the time out by Lake Elsinore trail, east and north of it.
Saw this leaked in another forum. Thought I would post here too. Looks like it’s using a Bosch motor. And looks to basically being an electrified sentinel. Name appears to be regulator SX.
transition should have named that jpeg (and project) internally "WarrenG". ok, I'll show myself out.
nah but seriously, that's an interesting bike. I'm going to assume, becuase what's the worst that could happen. Hopefully, that's got a bosch SX and is a light weight ebike. I'm surprised how few bikes are on the market using that drivetrain. The norco fluid vlt is a pretty sweet bike that I feel like is under appreciated... I've taken a spin on that bike and the bosch sx has a really natural feeling that benefits from spinning it up with a high cadance.
AP running mass damper, ochain and brake arm again
I just got a Transition Relay. I'm a bit nervous reading about all the reliability issues of the Fazua motor. havent rode it yet as its still snow and wet on the trails. I think more and more will be going to the Bosch SX for light weight ebikes.
New TQ will be coming on updated Fuel EXE - Run out sales happening, slash+ To get more models when new TQ comes.
I was talking to a trek rep who knows me and said "just wait, You're fussy and youll like whats coming"
I buy Far to many bikes.
https://www.instagram.com/reel/DGlXfYzMdDA/?igsh=MWFlZ2JvN3E4M2cybA%3D%3D
Sorry, I'm old, don't know how to embed that thing into my post.
Kinda surprised that thing wasn't already here. On another note, a new non-Saint DH drivetrain is a coming!
I’m bummed to see they’re possibly going SX. The full power gen 5 is marginally lighter and far more capable (can be tuned down if you want it to ride like the SX and doesn’t weight much more). There’s a few examples already of some Gen5 bikes on the market that are lighter than SX bikes which I feel defeats the whole purpose of the SX system.
I’ve heard the new motor is called the HPR 60, going to be 60NM instead of 50
When a brand works with Bosch ,it's usually not with only one of the motors ...
More like short cage opt on for transmission crap derailleurs.
More floating brake arms on Horst link bikes....
I think the V5 is a 6 bar bike?
Aussie makes his own 2chainz bike
This makes me want to buy a High Pivot frame and a lathe.
Yes, but it still has a Horst link.
Another little look at the new Transition Regulator from MBR's Super Deluxe Ultimate review. JPEG's name is "MBR-10-02-2025-Transition-Regulator-CX-35-e1741078913365.jpg"
Can someone explain how this is more efficient than just a regular idler? Regular idler is 1 chain with 5 cogs to bend around. This is 6 cogs and an extra chain. I don't understand it.
Not an engineer but I assume it’s still less bends/contact points on the big primary chain. Since the smaller chain is fixed I doubt it creates much drag. That being said I would think the bigger advantage is on the descents where you are essentially removing the chain growth that makes idlers necessary in the first place.
To me, the advantage is in the separation of the chain to the pedal kick. The rear end would essentially feel chain-less. This will change the anti squat a bit also.
Personally I’ve never really worried much about idler efficiency on a high pivot bike, if it’s clean I never thought it was an issue. But I also don’t live in an area with mud.
Technically, I guess you'd mainly calculate the total angle the links make when circulating through the drivetrain. That's why roadies buy expensive, large pulleys for their derailleurs and why some HP frames employ fairly large idlers. Also, it might be possible to reduce chain skew
Would be great if they made it backwards compatible, ie you could fit it in the same bike as a hpr50. I ride a fuel exe and it's such a great handling bike, a little more grunt on the climbs would be ace though!
The primary source of friction in chain drives (cross chaining aside) is the links rotating as they enter each chain ring. The larger the degree that the rotate, the more friction there is. Larger chain rings equate to less friction because the chain links don't have to rotate as much. The amount of chain actually in contact with the chain ring does not matter because it's static relative to the chain ring. For example, on a 36T chain ring each link has to rotate 10 degrees relative to the adjacent link as it enters the chain ring. Meanwhile, on a 24T chain ring each link has to rotate 15 degrees which results in more drag. In the case of this bike, the idler appears to be a 16T idler. By doubling up the number of chains at the idler position, you'd need to have a 32T there to have identical drag.
The difference for this system is that the lower span of chain will not be stretched out as the suspension extends, this will keep the derailleur cage from swinging around which might make the bike quieter (or it might make it louder because the lower span of chain is closer to the chainstay). If shorter cage derailleurs were available (only on XTR these days I think) those could potentially be used with this idler set-up.
The efficiency and pedal kickback will be basicaly the same for both systems (yes, there might be some differences due to chain wrap, but insignificant especially with a well maintained chain).
The biggest differences in this instance are that the idler size has changed dramatically, and it looks like the idlers aren't the same size which would put you in a diffferent rear cog for the same gear inches. These will effect antisquat and chain growth of the all important tension segment.
Spotted on Insta;
Now that the picture is clear, seeing the setup key and knurled ring makes me think, no B screw?
Why the down votes? The Commencal has a pivot on the chainstay in front of the rear axle. The whole point of putting the pivot there is to control how much the member that the brake mount is on, the seatstay, rotates (or doesn't rotate) during compression. Else why put it there? Putting it on the seatstay would make the brake mount attached to the chainstay, and this reduces the number of pivots on the chainstay, making it simplier/easier to tune rear end flex. Having a pivot there was intentional, and that pivot is referred to as the Horst Link. The same can be said of the Atherton bike (original), which is also a 6 bar.
I bring this up because even simpler, true 4 bar designs that we think of more traditionally being a Horst Link like Cube have still experimented with a floating brake, defeating the whole point of the Horst Link.
Horst Link is the name for the whole package, not the pivot on the chainstay
Yes, Track cycling pioneered big chainrings (think 60+ tooth chainring paired with larger cogs 14-17t) around 2008-2010 for sprinting and slowly other track discipline followed and road TT and hit mainstream when the strong road TT guys started having a crack at the modernized Hour record around 2014-15 and onwards.
Also, there is a short cage XT derailleur RD-M8100-GS for 10-45t cassette and i just learned via email that Madrone will have a short cage option for 10-45t cassette for their Jab derailleur that they are planning to ship late April.
Definitely no B-screw, it‘s Transmission after all.
Looks nice!