very rought astimation on what this would do to the Kinematics of the bike:Blue is the version pirrion is running, pink the productionis high antirise the...
very rought astimation on what this would do to the Kinematics of the bike:
Blue is the version pirrion is running, pink the production
trek's new Line MTB grips - cutouts in the lock-on housing to add some cushion is the theory- Strategic core cut-outs allow for 28% more padding...
trek's new Line MTB grips - cutouts in the lock-on housing to add some cushion is the theory
- Strategic core cut-outs allow for 28% more padding at key touchpoints - Larger tread under palms and smaller at fingers optimizes grip and padding - Softer compound boosts ride feel for the ultimate comfort and control - Intentional left and right tread design follows contours of rider's hands - Made from 80% recycled material - 3mm M4 bolt increases hold and resists stripping - 32mm diameter
trek's new Line MTB grips - cutouts in the lock-on housing to add some cushion is the theory- Strategic core cut-outs allow for 28% more padding...
trek's new Line MTB grips - cutouts in the lock-on housing to add some cushion is the theory
- Strategic core cut-outs allow for 28% more padding at key touchpoints - Larger tread under palms and smaller at fingers optimizes grip and padding - Softer compound boosts ride feel for the ultimate comfort and control - Intentional left and right tread design follows contours of rider's hands - Made from 80% recycled material - 3mm M4 bolt increases hold and resists stripping - 32mm diameter
very rought astimation on what this would do to the Kinematics of the bike:Blue is the version pirrion is running, pink the productionis high antirise the...
very rought astimation on what this would do to the Kinematics of the bike:
Blue is the version pirrion is running, pink the production
To say it plainly, yes. That's why you've been seeing the chainstays on nearly every production DH bike settle on a midpivot. They'll all calculate the...
To say it plainly, yes. That's why you've been seeing the chainstays on nearly every production DH bike settle on a midpivot. They'll all calculate the rider's CG differently, but nearly everyone is chasing high AR numbers at the moment, and the easiest way to do that is to change where the chainstay mounts. In that graph the bike reaches the 100% AR mark at around 40-50% travel, so it'll pack down a bit at sag, until it goes past that 100%, where it will want to stand up a little. This basically means the bike is experiencing a form of equilibrium under braking, any braking force at any point in the travel will try to bring it to that 100% mark.
Sorry I was half sleeping when I first saw the graph and thought it was AS. Personally I just don’t get the high AR, I guess us mortals ride the brakes too much, or at least I do and it makes the shock feel so bad!
I rarely think most modern bikes are actually interesting, some are cool, but not actually interesting. That Rallon is awesome and huge props to Orbea for making something that looks amazing and has features that actually benefit riders.
The bike comes with 3 weights. I applaud the out of the box thinking!
The bike comes with 3 weights. I applaud the out of the box thinking!
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using...
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
Some def Unno touches to the ID, but all in all a way better looking chassis. If this language carries over to the Occam LT and it loses the headset routing, colour me piqued.
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using...
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
The Tube Tether is currently available for $30 CAD through NWG Outdoor Gear's online store. Every unit is handmade with attention to detail, meaning stock is limited.
The Tube Tether is currently available for $30 CAD through NWG Outdoor Gear's online store. Every unit is handmade with attention to detail, meaning stock is limited.
I remember when these sorts of things were all the rage. I think I have 5-6 of the Dakine tube/tool holders lying around the house. I don't know why I have so many - a couple were giveaways from reps, I found one by a dumpster, I might have even purchased one.
That bike is beautiful, huge step up from the previous designs. Hope they make a Rise with this silhouette.
Unfortunately not possible. Since the motor is in the way, the shock position and therefor the toptube will always be much higher on an e bike with the shock standing on front of the seat tube.
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using...
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
- Progressive and linear leverage rate adjustment - High and low geometry flip chip (enduro models) - 442mm or 450mm chain stay length - +/- .75-degree head angle adjustment - Internal frame storage and water bottle mount - Optional weights can be added to the lower link (up to 583g DH/550g enduro) - 148mm boost rear spacing - Sizes: S-XL - Enduro builds: E10 - $5,699 // E-TEAM - $7,199 // E-LTD - $9,999 - DH build: D-LTD - $8,299 - Weight (size XL, weights installed): E-LTD - 36.3 lbs (16.5 kg) // D-LTD - 37.1 lbs (16.85 kg)
I haven't seen a product launch with such a positive reception in quite a while. Impressive.
However, I have the same concern I always have with travel adjustment frames- tuned stiffness.
If you change the axle to crown on your fork, change your rear travel, even adjust your chainstay length, you are changing the stiffness/compliance of the frame. In this case the increase to a DH fork isn't that big a deal- normally a longer axle to crown will make the bike flex more, but dual crown forks have shorter axle to crown lengths so going from 180 single crown to 200 dual crown is a very little (if any) change.
More on the stiffness/compliance front, beyond just travel adjustments, for Enduro racing and riding in general, you want a more compliant ride (riding longer, less practiced trails with less travel and more fatigued) while with DH you want precision (riding shorter, fewer courses that you can practice a lot more).
Thoughts? Or is all this moot since few companies even bother to tune their various frame size stiffness differently?
I am the only one wanting it with 200mm rear travel and a SC fork up front?
I used to do this with my Crestline RS205. Just left a 12 speed cassette on it and went back and forth. Ultimately ended up just not bothering to take the dual crown off if I was trail riding.
I haven't seen a product launch with such a positive reception in quite a while. Impressive. However, I have the same concern I always have with travel...
I haven't seen a product launch with such a positive reception in quite a while. Impressive.
However, I have the same concern I always have with travel adjustment frames- tuned stiffness.
If you change the axle to crown on your fork, change your rear travel, even adjust your chainstay length, you are changing the stiffness/compliance of the frame. In this case the increase to a DH fork isn't that big a deal- normally a longer axle to crown will make the bike flex more, but dual crown forks have shorter axle to crown lengths so going from 180 single crown to 200 dual crown is a very little (if any) change.
More on the stiffness/compliance front, beyond just travel adjustments, for Enduro racing and riding in general, you want a more compliant ride (riding longer, less practiced trails with less travel and more fatigued) while with DH you want precision (riding shorter, fewer courses that you can practice a lot more).
Thoughts? Or is all this moot since few companies even bother to tune their various frame size stiffness differently?
Gotta save something for the 2026-27 frame update.
They could do new molds with thinner diameter seatstays or chainstays. Offer the front end in two different layups in all sizes. A DH priority / heavy rider layup. Enduro priority / lighter rider layup.
Just think of all the combinations you could do. Lighter rider layup front end / heavy rider chainstays and thin seatstays. Allow ridres to purchas all the different parts ala carte.
I haven't seen a product launch with such a positive reception in quite a while. Impressive. However, I have the same concern I always have with travel...
I haven't seen a product launch with such a positive reception in quite a while. Impressive.
However, I have the same concern I always have with travel adjustment frames- tuned stiffness.
If you change the axle to crown on your fork, change your rear travel, even adjust your chainstay length, you are changing the stiffness/compliance of the frame. In this case the increase to a DH fork isn't that big a deal- normally a longer axle to crown will make the bike flex more, but dual crown forks have shorter axle to crown lengths so going from 180 single crown to 200 dual crown is a very little (if any) change.
More on the stiffness/compliance front, beyond just travel adjustments, for Enduro racing and riding in general, you want a more compliant ride (riding longer, less practiced trails with less travel and more fatigued) while with DH you want precision (riding shorter, fewer courses that you can practice a lot more).
Thoughts? Or is all this moot since few companies even bother to tune their various frame size stiffness differently?
Gotta save something for the 2026-27 frame update. They could do new molds with thinner diameter seatstays or chainstays. Offer the front end in two different layups...
Gotta save something for the 2026-27 frame update.
They could do new molds with thinner diameter seatstays or chainstays. Offer the front end in two different layups in all sizes. A DH priority / heavy rider layup. Enduro priority / lighter rider layup.
Just think of all the combinations you could do. Lighter rider layup front end / heavy rider chainstays and thin seatstays. Allow ridres to purchas all the different parts ala carte.
Make a modular frame to reduce SKUs, then make loads of variants of it to increase SKUs. Smart plan.
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using...
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
No changes were made between runs, Just BB weight on or off. Back to back run. It's like high level overview type of data ya know. I'll dig in more now that bike park season is starting. I just thought it was fitting with the Orbea bike release, to drop some quick insights to what I found last week.
Unfortunately not possible. Since the motor is in the way, the shock position and therefor the toptube will always be much higher on an e bike...
Unfortunately not possible. Since the motor is in the way, the shock position and therefor the toptube will always be much higher on an e bike with the shock standing on front of the seat tube.
The shock is pretty far ahead of the BB and motors are starting to get pretty small. A TQ might fit as is. You’d have to change the shock access though
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using...
Talking about weights, I just ran some numbers from a test I did with and without BB weights. Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
Im sorry can you define what direction positive and negative refer to. I dont know why Im taking it both ways.
They've run this previously, trying to dig up the photos but can't remember which race in the last 2 years.
Burgtec did this with the ratboy bars and I’d say it definitely makes a difference
That bike is beautiful, huge step up from the previous designs. Hope they make a Rise with this silhouette.
Finally, combining comfort with convenience. I run push ons as lock-on cores feel like more of the bar and only leave a few mm for padding.
Sorry I was half sleeping when I first saw the graph and thought it was AS. Personally I just don’t get the high AR, I guess us mortals ride the brakes too much, or at least I do and it makes the shock feel so bad!
I rarely think most modern bikes are actually interesting, some are cool, but not actually interesting. That Rallon is awesome and huge props to Orbea for making something that looks amazing and has features that actually benefit riders.
@Jason_Schroeder in action on the new Rallon on our insta channel
Talking about weights, I just ran some numbers from a test I did with and without BB weights.
Same trail, no changes besides 1000g on bb. Using Syn data and 6 axis IMU on axles and BB recording 2000 times per second.
1. Rear Axle vertical Acceleration with weight
Positive Acceleration: Decreased by ~1.93%
Negative Acceleration: Decreased by ~3.18%
2. BB frame vertical Acceleration with weight
Positive Acceleration: Decreased by ~0.54%
Negative Acceleration: Decreased by ~5.48%
Yes there’s always negatives to adding weight, but just giving an idea of what I found.
What weights that ??
Some def Unno touches to the ID, but all in all a way better looking chassis. If this language carries over to the Occam LT and it loses the headset routing, colour me piqued.
Scuba diving belt weight from Amazon. They have 500g and 1000g
Sharing @nathan999x press release for their Tube Tether that I think is pretty neat way to carry a tube with a used tube (tube-ception)- https://www.vitalmtb.com/news/press-release/introducing-tube-tether-simple-secure-way-carry-your-spare-tube
The Tube Tether is currently available for $30 CAD through NWG Outdoor Gear's online store. Every unit is handmade with attention to detail, meaning stock is limited.
For more information, visit https://nwgoutdoorgear.square.site/
shipping costs can rack up quick, find a local dive shop.
I remember when these sorts of things were all the rage. I think I have 5-6 of the Dakine tube/tool holders lying around the house. I don't know why I have so many - a couple were giveaways from reps, I found one by a dumpster, I might have even purchased one.
I am the only one wanting it with 200mm rear travel and a SC fork up front?
Unfortunately not possible. Since the motor is in the way, the shock position and therefor the toptube will always be much higher on an e bike with the shock standing on front of the seat tube.
What, if any suspension adjustments did you make?
Support your local dive shop!
I haven't seen a product launch with such a positive reception in quite a while. Impressive.
However, I have the same concern I always have with travel adjustment frames- tuned stiffness.
If you change the axle to crown on your fork, change your rear travel, even adjust your chainstay length, you are changing the stiffness/compliance of the frame. In this case the increase to a DH fork isn't that big a deal- normally a longer axle to crown will make the bike flex more, but dual crown forks have shorter axle to crown lengths so going from 180 single crown to 200 dual crown is a very little (if any) change.
More on the stiffness/compliance front, beyond just travel adjustments, for Enduro racing and riding in general, you want a more compliant ride (riding longer, less practiced trails with less travel and more fatigued) while with DH you want precision (riding shorter, fewer courses that you can practice a lot more).
Thoughts? Or is all this moot since few companies even bother to tune their various frame size stiffness differently?
I used to do this with my Crestline RS205. Just left a 12 speed cassette on it and went back and forth. Ultimately ended up just not bothering to take the dual crown off if I was trail riding.
Gotta save something for the 2026-27 frame update.
They could do new molds with thinner diameter seatstays or chainstays. Offer the front end in two different layups in all sizes. A DH priority / heavy rider layup. Enduro priority / lighter rider layup.
Just think of all the combinations you could do. Lighter rider layup front end / heavy rider chainstays and thin seatstays. Allow ridres to purchas all the different parts ala carte.
Make a modular frame to reduce SKUs, then make loads of variants of it to increase SKUs. Smart plan.
The lower model also shows new XT brakes M8220.
Also Orbea site is showing "new Saint" for the DH bike but it seems the images are with the current version.
No changes were made between runs, Just BB weight on or off. Back to back run. It's like high level overview type of data ya know. I'll dig in more now that bike park season is starting. I just thought it was fitting with the Orbea bike release, to drop some quick insights to what I found last week.
The shock is pretty far ahead of the BB and motors are starting to get pretty small. A TQ might fit as is. You’d have to change the shock access though
Saves money in a lot of ways, especially molds. So yeah, kinda smart.
Yeah not all skus are created equal.
Im sorry can you define what direction positive and negative refer to. I dont know why Im taking it both ways.
All that is needed for the new Rallon is for Fox to release the USD fork so the same front wheel can be used in enduro and DH mode.