The Mojo HD is proof that descending prowess doesn’t have to limit climbing capability. When we unveiled the updated HD4 in 2017, it promptly went on to bag the overall EWS team win while still maintaining that unbothered, cloud-like, Ibis climbability. It brought racer requests to frame design: slacker, more tire clearance, increased reach, and more room for longer droppers.

 

And with the new HD5, rather than just listen to EWS team requests, we’re moving one step further. We observed racers’ setup preferences and we’ve also revisited our understanding of vertical travel, augmenting gravity and enhancing climbing. Descending better and climbing better? Yes, contradictory as that may seem, it’s more than achievable.

IBIS MOJO HD5 KEY FACTS

  • 27.5” Wheels
  • 170mm front travel
  • 153mm dw-link rear travel
  • 2.6” tire clearance
  • Carbon front and rear triangle
  • Available in four sizes S-XL, fits riders between 5’ and 6’6
  • Frame weight of 5.6 lbs without shock
  • Available with Fox Float DPX2 or Fox Float X2 shock
  • Complete builds starting at 28 lbs/ 12.7 kg
  • Threaded BB (73mm BSA)
  • ISCG 05 compatible with removable adapter
  • 37mm fork offset
  • Steep 76 degree seat tube angle
  • In-frame molded cable tunnels
  • Bottle cage mount inside front triangle
  • Size M-XL compatible with 170mm+ droppers, 125-150mm for smalls
  • Polycarbonate downtube protector and molded rubber swing arm protectors
  • IGUS bushings in lower link, bearings in upper link
  • 200x57 shock size
  • Post mount 180 rear brake
  • 203mm max rotor size
  • 1x specific design
  • Boost 148 spacing
  • Tapered headtube and steerer: ZS44 upper, ZS56 lower

First, we took a couple cues from the Ripmo’s playbook, notably with geometry and the Ripmo’s travel pairing. The HD5 moves a full 2 degrees steeper in its seat-tube angle—from 74 to 76, but keeps the same top-tube length. This means you gain more reach (17mm on the Large, 12mm on the Medium), a better climbing position, but not unnecessarily long or unwieldy front end. The bonus is that even though things still have a familiar positioning feel, you gain a longer overall wheelbase for added stability.

One thing we learned with the Ripmo is that over forking actually creates an even feeling to suspension. This at first seemed odd, but in looking closer, it makes sense. Fork travel moves on the axis of the headtube angle. So while you may use all 170mm of the HD5’s fork, you’re actually only traveling 153mm vertically, which exactly matches the HD5’s rear travel. This is what gives the HD5 an even, confident feel with a 170mm fork and 153mm of rear travel.

TRACTION TUNE

Our full suspension models use the dw-link suspension platform. This system delivers efficient pedaling performance though pivot placement instead of shock tune. That climbing efficiency means that unlike many other suspension layouts, our bikes don’t require loads of compression damping to control pedal bob. Our suspension kinematics do the hard work.

Because we don’t need a lot of compression damping, we’ve pushed our suspension partners to develop lighter compression tunes. These lighter tunes make it easy for the rear wheel to get out of the way, allowing your bike to better absorb a bump. As we went progressively lighter, we found the shocks couldn’t rebound as fast as they could compress. So the bike could soak up a hit but the shock couldn’t push the wheel down fast enough to track the backside of the bump. When the suspension doesn’t move fast enough to absorb or track a bump, the wheel gets hung up and you lose speed, steering, and braking control.

Using an innovative new data acquisition system developed by Motion Instruments, we were able to quantify what the critical wheel speed in both directions (compression and rebound) should be. Over two years, we’ve recorded over one thousand downhill runs and tested multiple shock tunes from six different manufacturers. As we tested rear shock suspension tunes, the data proved that we also needed to custom tune our forks. We needed to increase the rebound speeds of the fork to match the performance of the rear wheel. By balancing the front and rear suspension so that the front and rear wheels do the same thing over a bump, we keep the bike chassis flat relative to the ground. This keeps the bike geometry consistent and gives you more predictable handling.

The result of all this testing is something we call Traction Tune. This new tuning philosophy delivers traction and control unlike anything you’ve ever experienced. Instead of bucking through rough sections, our custom fork and shock tune allow the wheels to flutter through terrain like a trophy truck storming through a set of whoops. You’ll also find it easier to lift the front over obstacles, sit back into a manual, and bunny hop. It makes any conditions feel like hero dirt and with all that extra speed, you’ll find yourself having to relearn your braking points on all your favorite trails.

We’ll be rolling out Traction Tuned Suspension across our product line:

  • The HD5 is our first platform to feature Traction Tuned Suspension. It will begin shipping globally on Tuesday, September 24th.
  • The Ripmo AF has custom light tuned DVO suspension.
  • The Ripmo will ship with Traction Tuned suspension late Fall.
  • The Ripley has been shipping with custom valved light tune shocks on the small and mediums for the past few weeks.
  • These shocks are identifiable by the “light tune” decal on the shock canister.
  • The Mojo 3 will continue to have a Roxy Tune option, the O.G. Traction Tune offering.
  • Already have an HD4, Ripmo, or Ripley V4 and want to take advantage of our new suspension tunes? Fox can revalve your suspension the next time you send it in for service.

We went with a reduced-offset fork to give a steadiness at speed that suits the HD5’s gravity-oriented nature. To also suit that, we increased dropper capability further - Mediums now fit 175mm posts and Smalls fit 150s.

Next, we took a look at racers’ stack heights. Many run a mountain of spacers beneath their stems. So, we’ve increased stack heights across frame sizes to better match handlebar heights to head-tube lengths—slam your stem or throw in a spacer or two, it’s where it should be from the start. At the same time, we slackened the head-tube angle by increasing fork travel - the HD5 is designed around a 170mm fork. This decreases the head tube to 64.2 degrees from 64.9 on the HD4 (which was designed around a 160 fork).

Also borrowing from the Ripmo are the IGUS hermetically sealed bushings on the lower link and clevis in place of the HD4’s cartridge bearings. In areas of high load and minimal rotation, bushings are substantially more durable and since the Ripmo continues to be trouble free and buttery smooth, the HD5 also shares our lifetime warranty on suspension bushings.

Ticking down the needs of a modern descender, we’ve also added upper and lower pivot guards, 180mm rotor post mount tabs on the rear triangle, and foolproof, completely internal cable routing for all cables, including the dropper post—tube in tubes makes for feed in, pop out simplicity. Despite dramatic improvements and increased stiffness, frame weight remains unchanged.

For those with drawn-out, challenging descents but who earn their way to that otherwise onerous descent, the HD5 calmly and efficiently pedals to the top amicably. And, true to its origins and intentions, it devours its way down.

Pricing and Build Kits

Available worldwide now.

For more information, head on over to www.ibiscycles.com.

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