Suntour 'factory' riders have been riding DVO product on and off for about a decade FWIW. Very close ties between those two companies
@Trocko do you know if the tyres are going to be under the Scorpion Race banner, Cast X Pirelli or something else? Any info on if they're going to move away from doing single compound rubber? Wonder if they are a replacement for the S, M and T line of tyres. I do like how simple their names are compared to other brands, sad if they are moving away from that.
If you're doing the sharpie thing to use a shock that isn't your sponsors, why would you choose that one?
DVO does their manufacturing and assembly in their own division within the Suntour factory. Suntour is also a massive supplier (not just to DVO) of forged components like crowns, lowers, shock bridge/reservoir mounts, as well as various tubes.
Speaking to Bryson earlier this year he mentioned DVO has been helping Suntour with some R&D. He didn't elaborate, but it wouldn't be surprising if there's some collaboration going on with their increased presence on the race circuit.
I think transition simply believes there is a certain quality in quantity in bike frames. A lot of riders will never notice their slightly misaligned rear...
I think transition simply believes there is a certain quality in quantity in bike frames. A lot of riders will never notice their slightly misaligned rear end or put the forces on the bike to really cause an issue.
On the other hand they sell a lot of crash replacement frames and honor a lot of warranties. They need to store/ship those extra frames. And a slightly cheaper frame makes that affordable to them and the consumer. I don’t think your average transition rider is looking for the best frame. They are looking to invest in riding culture and to know if they throw their bike off a drop they can get a replacement for a price they can afford. And I imagine if you bust out the calipers and hit up the warranty department they will probably work with ya to make ya happy if you just spent 2.5-3.5k on a bike frame.
I also think many of the brands that do claim to have the best frames and the in house engineers have had plenty of misses they ran with or made compromises based on the desires of marketing and management. Or have had serious design and manufacturing flaws that ended up in hands of consumers and they ultimately disregarded said consumers complaints. Where as transition has been pretty quick to respond to both changing technology (literally kind of led the charge on modern geo in production frames) and customer preferences (nixing head set cable routing on repeater or updating the recent tr11 and releasing bottlerocket to solve issues with the last one).
Ultimately they make customers happy and the profits are largely invested in awesome bike riders and trails. I’m much more interested in paying for that than a bike that performs 10 percent better. But I’d only put my transitions maybe a few percent behind the best of the competition. Funnily enough for the years transition actually was a catalog brand enough people had the same mindset for them to become what they are today.
Also outing a specific person without saying their name is still name dropping. If I say the guy who played iron man used to have a drug problem it doesn’t exactly take a genius to figure out I’m talking about Robert Downie jr.
Quick example and I appreciate everybody’s insight on this as well, but my friend bought a used Norco optic frame a few years ago and somebody...
Quick example and I appreciate everybody’s insight on this as well, but my friend bought a used Norco optic frame a few years ago and somebody had the audacity to red Loctite one of the frame bolts when I did his bearings and I was still able to get it out without breaking the hardware versus I bought a spire frame and when I needed to do the bearings on it I rounded out or broke multiple hardware. Same thing with the Santa Cruz I’ve never broken any hardware taking off anything on a Santa Cruz but I’ve broken a bunch on multiple transitions that I’ve owned. I’m wondering, does it really cost that much more money to put slightly nicer hardware in your Bike?
also I’m pretty sure that the warranty from your bike manufacturer is actually warranty through the carpet manufacturer like VIP composites or whoever makes your frames again I could be totally wrong about this, but I remember hearing that from a few guys. The bike manufacturers just paying for some warehouse space
Doesn’t neko use spire’s hardware/bearing set on the frameworks bikes or has he moved onto a new product? I’d argue that’s probably the most performance based frame currently on the market. And aren’t the bearings and hardware fairly industry standard (I forget the brands)
Again I think for them it’s a let’s pick what we know we can get a lot of, isn’t going anywhere, and is affordable. The end consumer can decide how prepared they need to be and transition is quick to get you or your bike shop a part whether to restock ya or get ya going again. And again what’s the percentage of their bikes actually seeing hardware changes?
Didn’t NorCo just issue a recall on frames? I’m not pointing fingers. In fact that’s the right thing to do. But just cause you have some really talented engineers on and off the bike doesn’t mean you can’t have forced or unforced errors.
Recently learned how hands-off Transition is for manufacturing. They basically do the industrial design and pivot layout then the factory does the rest. No in-house composite...
Recently learned how hands-off Transition is for manufacturing. They basically do the industrial design and pivot layout then the factory does the rest. No in-house composite engineer or stress analysts at least double checking what the factory is doing. I know they’re not unique in this, but they’re charging a lot for what is basically a Transition shaped catalog frame.
They give a lot back to the riding community here, so as a local it’s a little easier to stomach, but if I were outside Washington it would be a much harder sell.
I will say that qc checks among most big brands are pretty massive. In addition to in house r&d, frame test labs, and field testing, they usually stash some of their employees in those overseas factories as quality engineers to check everything. I know there’s plenty of testing getting done over there for just about everyone, but it’s also nice to have another layer at home too. Costs more but you get better results faster.
I think transition simply believes there is a certain quality in quantity in bike frames. A lot of riders will never notice their slightly misaligned rear...
I think transition simply believes there is a certain quality in quantity in bike frames. A lot of riders will never notice their slightly misaligned rear end or put the forces on the bike to really cause an issue.
On the other hand they sell a lot of crash replacement frames and honor a lot of warranties. They need to store/ship those extra frames. And a slightly cheaper frame makes that affordable to them and the consumer. I don’t think your average transition rider is looking for the best frame. They are looking to invest in riding culture and to know if they throw their bike off a drop they can get a replacement for a price they can afford. And I imagine if you bust out the calipers and hit up the warranty department they will probably work with ya to make ya happy if you just spent 2.5-3.5k on a bike frame.
I also think many of the brands that do claim to have the best frames and the in house engineers have had plenty of misses they ran with or made compromises based on the desires of marketing and management. Or have had serious design and manufacturing flaws that ended up in hands of consumers and they ultimately disregarded said consumers complaints. Where as transition has been pretty quick to respond to both changing technology (literally kind of led the charge on modern geo in production frames) and customer preferences (nixing head set cable routing on repeater or updating the recent tr11 and releasing bottlerocket to solve issues with the last one).
Ultimately they make customers happy and the profits are largely invested in awesome bike riders and trails. I’m much more interested in paying for that than a bike that performs 10 percent better. But I’d only put my transitions maybe a few percent behind the best of the competition. Funnily enough for the years transition actually was a catalog brand enough people had the same mindset for them to become what they are today.
Also outing a specific person without saying their name is still name dropping. If I say the guy who played iron man used to have a drug problem it doesn’t exactly take a genius to figure out I’m talking about Robert Downie jr.
Quick example and I appreciate everybody’s insight on this as well, but my friend bought a used Norco optic frame a few years ago and somebody...
Quick example and I appreciate everybody’s insight on this as well, but my friend bought a used Norco optic frame a few years ago and somebody had the audacity to red Loctite one of the frame bolts when I did his bearings and I was still able to get it out without breaking the hardware versus I bought a spire frame and when I needed to do the bearings on it I rounded out or broke multiple hardware. Same thing with the Santa Cruz I’ve never broken any hardware taking off anything on a Santa Cruz but I’ve broken a bunch on multiple transitions that I’ve owned. I’m wondering, does it really cost that much more money to put slightly nicer hardware in your Bike?
also I’m pretty sure that the warranty from your bike manufacturer is actually warranty through the carpet manufacturer like VIP composites or whoever makes your frames again I could be totally wrong about this, but I remember hearing that from a few guys. The bike manufacturers just paying for some warehouse space
Doesn’t neko use spire’s hardware/bearing set on the frameworks bikes or has he moved onto a new product? I’d argue that’s probably the most performance based...
Doesn’t neko use spire’s hardware/bearing set on the frameworks bikes or has he moved onto a new product? I’d argue that’s probably the most performance based frame currently on the market. And aren’t the bearings and hardware fairly industry standard (I forget the brands)
Again I think for them it’s a let’s pick what we know we can get a lot of, isn’t going anywhere, and is affordable. The end consumer can decide how prepared they need to be and transition is quick to get you or your bike shop a part whether to restock ya or get ya going again. And again what’s the percentage of their bikes actually seeing hardware changes?
Didn’t NorCo just issue a recall on frames? I’m not pointing fingers. In fact that’s the right thing to do. But just cause you have some really talented engineers on and off the bike doesn’t mean you can’t have forced or unforced errors.
The Spire was one of my favorite bikes that I have had the pleasure of owning. Really wish I hadn’t sold it. I’m excited for the updated bike to get the chips and salsa treatment 😎
Doesn’t neko use spire’s hardware/bearing set on the frameworks bikes or has he moved onto a new product? I’d argue that’s probably the most performance based...
Doesn’t neko use spire’s hardware/bearing set on the frameworks bikes or has he moved onto a new product? I’d argue that’s probably the most performance based frame currently on the market. And aren’t the bearings and hardware fairly industry standard (I forget the brands)
Again I think for them it’s a let’s pick what we know we can get a lot of, isn’t going anywhere, and is affordable. The end consumer can decide how prepared they need to be and transition is quick to get you or your bike shop a part whether to restock ya or get ya going again. And again what’s the percentage of their bikes actually seeing hardware changes?
Didn’t NorCo just issue a recall on frames? I’m not pointing fingers. In fact that’s the right thing to do. But just cause you have some really talented engineers on and off the bike doesn’t mean you can’t have forced or unforced errors.
In the early days at least, yes they used the Spire hardware. That was actually something we had recommended since at lower volume it’s easier to just buy existing pivot hardware. It’s one of those things you that is super efficient to run in volume but not so much in low quantities. Of all the Horst link bikes I’ve messed with, that pivot hardware kit has been one of the easiest to live with. You aren’t gaining any performance from it, though. I’d imagine at this point they are using their own hardware though.
They were at a trade show earlier (Maybe sea otter?), and went quiet after that. Saw recently on their IG that tires are on the water and should be on sale soon.
I heard rumor of an aluminum Avinox powered Ibis coming in the spring. Two travel options similar to the Oso, a mid travel and a long travel configuration.
"micro dyno" for your race truck or small shop. $6,800 USD. PR below
LABA7 Launches MICRO Shock Dyno for Trackside Testing
Built for race teams, service trucks, and workshops that could not fit a dyno before.
VILNIUS, Lithuania - Racing teams can now test dampers at the track more easily, on a machine that occupies just 0.14 m2. LABA7 launches the MICRO Shock Dyno, a tabletop machine with lab-grade testing quality. It runs from a standard single-phase socket and holds velocity as low as 1 mm/s throughout the cycle.
“Until now, a shock dyno meant a room. If teams could not bring one to the track, setups were tuned by feel and generally went out untested. That means a loss for the team as they spent a whole session learning what a dyno could answer in minutes,” said Andrius Liškus, CEO of LABA7. “To solve this, we made a dyno with a uniquely small footprint, that is easy to take anywhere, and is very affordable.”
Closed-loop servo control
MICRO holds a set velocity at every crank position, from 1 mm/s to 1000 mm/s. A closed-loop servo motor with an absolute multiturn encoder makes that possible. LABA7 developed a special controller that tracks crank position through the full cycle and corrects the velocity as the load changes.
The ability to maintain constant low speed is crucial for seal drag and friction tests. Their effects are hard to distinguish when velocity drifts - a phenomenon that occurs as damper forces rise.
Small machine, lab-grade tests
A smaller machine does not mean it has lesser testing capacity. MICRO carries the same 10 kN load cell as Featherlight and Light Shock Dynos from the LABA7 range.
It also uses the same contactless temperature sensor, reading from -40 °C to +150 °C, and the same connectivity options. MICRO Shock Dyno connects to Shock Dyno Software v2 via WiFi, USB, and Ethernet connections.
Unlike bigger shock testing machines, MICRO is shipped with two self-preload clevis adapters. Other LABA7 adapters for automotive, motorcycle, and MTB dampers can be fitted, and are sold separately.
Built to travel
MICRO stands 1338 mm tall on a 363 x 395 mm footprint. The masts detach for transport, which brings the height down to 626 mm. Operating weight is 65 kg.
The machine runs on single-phase 230 V, 50 Hz or 110 V, 60 Hz and can be powered from a socket in a racing van or from a generator.
The price
“A lot of qualities that make MICRO great for trackside testing are suitable for workshops as well. Plenty of tuners wanted a dyno and did not have the floor space or the budget. A tabletop machine at this price changes that conversation,” Liškus adds.
The price of the MICRO Shock Dyno is 6,000 EUR excl. VAT (approx. 6,970 USD / 5,155 GBP). First deliveries are estimated to begin in October 2026.
LABA7 designs, develops, and manufactures high-performance testing and measurement equipment for vehicle components and assemblies. All engineering is done in-house across mechanics, electronics, and software to ensure precision, repeatability, and dependable support for motorsport, manufacturing, and R&D.
I guess my experience with the new DI2 is unique, but I’ve been running the XTR version since the launch last year. It’s on my V2...
I guess my experience with the new DI2 is unique, but I’ve been running the XTR version since the launch last year. It’s on my V2 Druid and Yeti MTe. Both bikes are quiet as a church mouse. Multiple weeks at bike parks, local Enduro races and weekly rips on my local trails. No noticeable chain slap from the rear mech. 🤷♂️
That's the experience that everyone my shop has set up on new di2 has had as well, and these are some of the most noise sensitive...
That's the experience that everyone my shop has set up on new di2 has had as well, and these are some of the most noise sensitive people I've ever worked with.
I installed hardwired Di2 on to my Bosch Wild with 11 speed Linkglide. I removed a SRAM 11 speed so the weight gain was significant which in my head bummed me out, although it's the exact same weight as GX T-Type. Imagine my surprise when not only was the gear spread much nicer, not only did I gain a lot of functionality, not only does the Linkglide shift positively and amazing (95% as smooth as T-type, but faster), not only did my running cost go way down and my relaibility went way up, but shockingly my rear suspension instantly got notably better. I've been on the same Avy Bomber for years now as it was also on my previous bike.
Those rear derailleur clutches are fighting your suspension the entire time reducing overall rear suspension performance, the Shimano spring is better although it does come with a bit of occasional thumping noises over the roughest bits. Maybe a dozen times over a very technical jump infested 15-mile ride. It definitely doesn't rattle riding down the trail and it's not a big deal to me. Obviously, the noise you hear is dependent on many things (ie. rear suspension design, your riding, hub engagement, your hearing, tire carcass and psi, etc.) but in my opinion, the STFU would do nothing for the noise because what I'm hearing is a light 'thud' when the derailleur snaps back, not the chain slapping the chainstay. The XTR I bought has an incredibly stiff spring as well. The chain is well maintained.
In my head I always questioned why the gearbox bike I rode had such nice suspension, when the unsprung mass reduction was only about 10-15% of the total weight back there. I could absolutely feel the difference but mathematically it never made any sense. It makes sense now. The gearbox bikes (and I presume the upcoming eCVT bikes) feel like magic primarily because the derailleur clutch is gone, not because of the lack of 300 grams off of a 3000 gram assembly.
I heard rumor of an aluminum Avinox powered Ibis coming in the spring. Two travel options similar to the Oso, a mid travel and a long...
I heard rumor of an aluminum Avinox powered Ibis coming in the spring. Two travel options similar to the Oso, a mid travel and a long travel configuration.
They need a good AF affordable option in their ebike lineup for sure.
"micro dyno" for your race truck or small shop. $6,800 USD. PR belowLABA7 Launches MICRO Shock Dyno for Trackside TestingBuilt for race teams, service...
"micro dyno" for your race truck or small shop. $6,800 USD. PR below
LABA7 Launches MICRO Shock Dyno for Trackside Testing
Built for race teams, service trucks, and workshops that could not fit a dyno before.
VILNIUS, Lithuania - Racing teams can now test dampers at the track more easily, on a machine that occupies just 0.14 m2. LABA7 launches the MICRO Shock Dyno, a tabletop machine with lab-grade testing quality. It runs from a standard single-phase socket and holds velocity as low as 1 mm/s throughout the cycle.
“Until now, a shock dyno meant a room. If teams could not bring one to the track, setups were tuned by feel and generally went out untested. That means a loss for the team as they spent a whole session learning what a dyno could answer in minutes,” said Andrius Liškus, CEO of LABA7. “To solve this, we made a dyno with a uniquely small footprint, that is easy to take anywhere, and is very affordable.”
Closed-loop servo control
MICRO holds a set velocity at every crank position, from 1 mm/s to 1000 mm/s. A closed-loop servo motor with an absolute multiturn encoder makes that possible. LABA7 developed a special controller that tracks crank position through the full cycle and corrects the velocity as the load changes.
The ability to maintain constant low speed is crucial for seal drag and friction tests. Their effects are hard to distinguish when velocity drifts - a phenomenon that occurs as damper forces rise.
Small machine, lab-grade tests
A smaller machine does not mean it has lesser testing capacity. MICRO carries the same 10 kN load cell as Featherlight and Light Shock Dynos from the LABA7 range.
It also uses the same contactless temperature sensor, reading from -40 °C to +150 °C, and the same connectivity options. MICRO Shock Dyno connects to Shock Dyno Software v2 via WiFi, USB, and Ethernet connections.
Unlike bigger shock testing machines, MICRO is shipped with two self-preload clevis adapters. Other LABA7 adapters for automotive, motorcycle, and MTB dampers can be fitted, and are sold separately.
Built to travel
MICRO stands 1338 mm tall on a 363 x 395 mm footprint. The masts detach for transport, which brings the height down to 626 mm. Operating weight is 65 kg.
The machine runs on single-phase 230 V, 50 Hz or 110 V, 60 Hz and can be powered from a socket in a racing van or from a generator.
The price
“A lot of qualities that make MICRO great for trackside testing are suitable for workshops as well. Plenty of tuners wanted a dyno and did not have the floor space or the budget. A tabletop machine at this price changes that conversation,” Liškus adds.
The price of the MICRO Shock Dyno is 6,000 EUR excl. VAT (approx. 6,970 USD / 5,155 GBP). First deliveries are estimated to begin in October 2026.
LABA7 designs, develops, and manufactures high-performance testing and measurement equipment for vehicle components and assemblies. All engineering is done in-house across mechanics, electronics, and software to ensure precision, repeatability, and dependable support for motorsport, manufacturing, and R&D.
Suntour 'factory' riders have been riding DVO product on and off for about a decade FWIW. Very close ties between those two companies
@Trocko do you know if the tyres are going to be under the Scorpion Race banner, Cast X Pirelli or something else? Any info on if they're going to move away from doing single compound rubber? Wonder if they are a replacement for the S, M and T line of tyres. I do like how simple their names are compared to other brands, sad if they are moving away from that.
DVO does their manufacturing and assembly in their own division within the Suntour factory. Suntour is also a massive supplier (not just to DVO) of forged components like crowns, lowers, shock bridge/reservoir mounts, as well as various tubes.
Speaking to Bryson earlier this year he mentioned DVO has been helping Suntour with some R&D. He didn't elaborate, but it wouldn't be surprising if there's some collaboration going on with their increased presence on the race circuit.
Doesn’t neko use spire’s hardware/bearing set on the frameworks bikes or has he moved onto a new product? I’d argue that’s probably the most performance based frame currently on the market. And aren’t the bearings and hardware fairly industry standard (I forget the brands)
Again I think for them it’s a let’s pick what we know we can get a lot of, isn’t going anywhere, and is affordable. The end consumer can decide how prepared they need to be and transition is quick to get you or your bike shop a part whether to restock ya or get ya going again. And again what’s the percentage of their bikes actually seeing hardware changes?
Didn’t NorCo just issue a recall on frames? I’m not pointing fingers. In fact that’s the right thing to do. But just cause you have some really talented engineers on and off the bike doesn’t mean you can’t have forced or unforced errors.
I will say that qc checks among most big brands are pretty massive. In addition to in house r&d, frame test labs, and field testing, they usually stash some of their employees in those overseas factories as quality engineers to check everything. I know there’s plenty of testing getting done over there for just about everyone, but it’s also nice to have another layer at home too. Costs more but you get better results faster.
The Spire was one of my favorite bikes that I have had the pleasure of owning. Really wish I hadn’t sold it. I’m excited for the updated bike to get the chips and salsa treatment 😎
In the early days at least, yes they used the Spire hardware. That was actually something we had recommended since at lower volume it’s easier to just buy existing pivot hardware. It’s one of those things you that is super efficient to run in volume but not so much in low quantities. Of all the Horst link bikes I’ve messed with, that pivot hardware kit has been one of the easiest to live with. You aren’t gaining any performance from it, though. I’d imagine at this point they are using their own hardware though.
It’s Taichung Bike Week. Primarily it's an OEM and B2B event, but occasionally some new stuff can be found out in the open.
Speaking of DVO:
An absolute bicycle
Maybe I missed it, but anyone has some Intel on Dunlop MTB tires? I haven't seen them before.https://www.instagram.com/bikedunlop/
whoever is choosing the color should be fired
Bike rental fleet beige?
Any Idea on Motor Sytem?
It’s the new TQ120 with dual batteries. Bikes available in January’27
They were at a trade show earlier (Maybe sea otter?), and went quiet after that. Saw recently on their IG that tires are on the water and should be on sale soon.
https://www.bikedunlop.com/p/products
A company north of the border may follow suit in due time
I heard rumor of an aluminum Avinox powered Ibis coming in the spring. Two travel options similar to the Oso, a mid travel and a long travel configuration.
"micro dyno" for your race truck or small shop. $6,800 USD. PR below
LABA7 Launches MICRO Shock Dyno for Trackside Testing
Built for race teams, service trucks, and workshops that could not fit a dyno before.
VILNIUS, Lithuania - Racing teams can now test dampers at the track more easily, on a machine that occupies just 0.14 m2. LABA7 launches the MICRO Shock Dyno, a tabletop machine with lab-grade testing quality. It runs from a standard single-phase socket and holds velocity as low as 1 mm/s throughout the cycle.
“Until now, a shock dyno meant a room. If teams could not bring one to the track, setups were tuned by feel and generally went out untested. That means a loss for the team as they spent a whole session learning what a dyno could answer in minutes,” said Andrius Liškus, CEO of LABA7. “To solve this, we made a dyno with a uniquely small footprint, that is easy to take anywhere, and is very affordable.”
Closed-loop servo control
MICRO holds a set velocity at every crank position, from 1 mm/s to 1000 mm/s. A closed-loop servo motor with an absolute multiturn encoder makes that possible. LABA7 developed a special controller that tracks crank position through the full cycle and corrects the velocity as the load changes.
The ability to maintain constant low speed is crucial for seal drag and friction tests. Their effects are hard to distinguish when velocity drifts - a phenomenon that occurs as damper forces rise.
Small machine, lab-grade tests
A smaller machine does not mean it has lesser testing capacity. MICRO carries the same 10 kN load cell as Featherlight and Light Shock Dynos from the LABA7 range.
It also uses the same contactless temperature sensor, reading from -40 °C to +150 °C, and the same connectivity options. MICRO Shock Dyno connects to Shock Dyno Software v2 via WiFi, USB, and Ethernet connections.
Unlike bigger shock testing machines, MICRO is shipped with two self-preload clevis adapters. Other LABA7 adapters for automotive, motorcycle, and MTB dampers can be fitted, and are sold separately.
Built to travel
MICRO stands 1338 mm tall on a 363 x 395 mm footprint. The masts detach for transport, which brings the height down to 626 mm. Operating weight is 65 kg.
The machine runs on single-phase 230 V, 50 Hz or 110 V, 60 Hz and can be powered from a socket in a racing van or from a generator.
The price
“A lot of qualities that make MICRO great for trackside testing are suitable for workshops as well. Plenty of tuners wanted a dyno and did not have the floor space or the budget. A tabletop machine at this price changes that conversation,” Liškus adds.
The price of the MICRO Shock Dyno is 6,000 EUR excl. VAT (approx. 6,970 USD / 5,155 GBP). First deliveries are estimated to begin in October 2026.
For more information, visit laba7.com.
About LABA7
LABA7 designs, develops, and manufactures high-performance testing and measurement equipment for vehicle components and assemblies. All engineering is done in-house across mechanics, electronics, and software to ensure precision, repeatability, and dependable support for motorsport, manufacturing, and R&D.
I installed hardwired Di2 on to my Bosch Wild with 11 speed Linkglide. I removed a SRAM 11 speed so the weight gain was significant which in my head bummed me out, although it's the exact same weight as GX T-Type. Imagine my surprise when not only was the gear spread much nicer, not only did I gain a lot of functionality, not only does the Linkglide shift positively and amazing (95% as smooth as T-type, but faster), not only did my running cost go way down and my relaibility went way up, but shockingly my rear suspension instantly got notably better. I've been on the same Avy Bomber for years now as it was also on my previous bike.
Those rear derailleur clutches are fighting your suspension the entire time reducing overall rear suspension performance, the Shimano spring is better although it does come with a bit of occasional thumping noises over the roughest bits. Maybe a dozen times over a very technical jump infested 15-mile ride. It definitely doesn't rattle riding down the trail and it's not a big deal to me. Obviously, the noise you hear is dependent on many things (ie. rear suspension design, your riding, hub engagement, your hearing, tire carcass and psi, etc.) but in my opinion, the STFU would do nothing for the noise because what I'm hearing is a light 'thud' when the derailleur snaps back, not the chain slapping the chainstay. The XTR I bought has an incredibly stiff spring as well. The chain is well maintained.
In my head I always questioned why the gearbox bike I rode had such nice suspension, when the unsprung mass reduction was only about 10-15% of the total weight back there. I could absolutely feel the difference but mathematically it never made any sense. It makes sense now. The gearbox bikes (and I presume the upcoming eCVT bikes) feel like magic primarily because the derailleur clutch is gone, not because of the lack of 300 grams off of a 3000 gram assembly.
They need a good AF affordable option in their ebike lineup for sure.
SQUUUEEEEEEEEEE🥰
That is also ridiculously cheap for a functional damper dyno in 2026
Post a reply to: 2026 MTB Tech Rumors and Innovation - Longer and Slacker