ROS 9 :

• ROWDY STEEL RADNESS FROM THE 29ER-ONLY MOUNTAIN BIKE COMPANY

• ZERO MM OF SUSPENSION IS EFFICIENT IN EVERY CHAINRING

• 44MM OS HEADTUBE IS COMPATIBLE WITH 120–140MM FORKS

• GEOMETRY IS SLACK AND LOW WITH EXTRA-SHORT CHAINSTAYS

• BIOCENTRIC II ENABLES PERFECT SINGLESPEED SETUP AND ALLOWS GEOMETRY FINE-TUNING

• FORGED FRAME DETAILS AND INTERNAL OR EXTERNAL DROPPER POST ROUTING

• 142MM X 12MM REAR SPACING

The hardtail for riders that don’t like hardtails. No twitchy high-posting around features you would hit on your “real” bike. No need to back off because your XC racing head angle prevents solid roosting. The ROS 9 won’t judge your lines – it lets you write checks your skills might not be able to cash, and what is more exhilarating than that? Short chainstays, slack head angle, and oversized headtube nourish these Roots of Steel – all with the ability to tweak the geometry via the BioCentric II. Run this rig singlespeed, 1x or fully geared with a front derailleur if you roll that way. Remove the cable guides and front derailleur mount if you don’t. Stealth routing for the dropper post keeps the ROS 9 fresh and clean. Sorry, the ROS 9 is not compatible with heart rate monitors or training plans but it will certainly earn you some PRs when you do your part keeping the rubber side down. Ride Over S*!t – The new ROS 9 injects hardtails with a huge-ass dose of fun.

WHAT MAKES THE ROS 9 TICK? 

The 4130 Cro-Mo tube set of the ROS 9 is the trusted standard for durability and ride quality. Following the lines and design language of the SIR 9, these tubes have been beefed up to handle the abuse the ROS 9 is designed to shrug off. The super-short chainstays provide a lofty front end feel while the slack headtube angle keeps the front end composed at Mach Loony speeds. A neutral BB height can be made low or high to slay YOUR trails by positioning the BioCentric II where it will do the most good.

Construction details abound – We borrowed the unique dropout design we developed for the SIR 9 to allow 142x12mm Maxle use and house the stout alloy derailleur hanger. The dropout designs allow the chain stays and seat stays to be welded at any angle and provide far more surface area for a full weld around the tube’s end. The front derailleur hanger is removable with an alloy cover. Internal dropper post routing is optional, another alloy cover closes the port if you choose not to use it. Externally routed dropper posts utilize mounts under the top tube. Tabs under the bottom bracket shell accept an proprietary MRP XCG bash guard for optional extra protection. Full-housing cable routing for front and rear derailleurs using Niner’s bolt-on double housing clamps along top and down tubes complete the versatility. If you don’t need the guides, take them off and enjoy the clean look of the frame in singlespeed mode.

OVERSIZED HEADTUBE 

The oversized headtube of the ROS 9 allows the use of tapered fork steerer tubes that measurably reduce fork deflection, which means your Niner tracks straight and true. The full spectrum of riders from xc racers to all mountain shredders benefit from these features which is why we incorporate the technology in all our new frames. The ROS 9 Lets you take full advantage of increased steering precision as you get yourself into trouble.

BIO-CENTRIC II BOTTOM BRACKET SYSTEM 

The Niner BioCentric II makes adjustments easy across a wide range of gears and eliminates the need for adjustable dropouts, giving the cleanest possible solution for singlespeed use. No bolt on hubs, no chain tensioners cluttering your ride, no brake adjustments with gear changes. Additionally, BB positioning allows fine-tuning of geometry. Want shorter chainstays? A lower BB? Steeper or slacker seat angle? It’s all achievable with the BioCentric II.

Greater Range – The BioCentric II offsets the bottom bracket spindle 8.5mm from center, offering greater range of adjustment compared to a traditional EBB setup. More offset is a boon when changing gears without having to change chain length and it allows riders to make more noticeable changes to frame geometry.

Reliable Function – Traditional EBB units are held in place with set screws that can become difficult to finely adjust over time, or expansion wedges that can deform the bottom bracket shell of the frame. Split bottom bracket shells that clamp an EBB can stretch or ovalize. The Bio-Centric II avoids these troubles by using two bolts to apply a clamping force on the outside edges of the BB shell, eliminating the possibility of ovalizing or indexing the shell.

ROS 9 SPECIFICATIONS & COMPATIBILITY 

• 73mm BB width (with BioCentric II installed)

• BioCentric II is compatible with external bearing cranksets only

• Direct mount front derailleur, high mount, top pull, removable front derailleur mount

• Tabs under BB shell for custom MRP XCG Bash Guard – available separately at www.ninerbikes.com

• 31.6mm seat post size, compatible with internal and external dropper post routing

• 34.9mm seat collar size

• 44mm headtube. Tapered headset with internal (ZS) top cup and 1.5” external bottom cup (included with frame). Cane Creek standard description: ZS44/28.6|EC44/40

• All sizes have one bottle mount in the front triangle

• Replaceable derailleur hanger or SS insert

• 142 x 12mm Maxle rear spacing

• Can fit up to a 2.35” tire (tire size varies by brand, some tires may not fit)

• Compatible with most standard 1x, 2x and 3x chainring systems.

• Max 1x chainring size 32T with BioCentric II in rear position – Max 38T with BioCentric II in forward position.

MSRP $899 USD (frame, maxle, headset, geared/SS dropouts, and all cable retention hardware) and complete bikes are available as well.

 A PDF file for the new ROS 9 can be viewed here.

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JET 9 Airformed:

• AIRFORMED ALLOY FULL SUSPENSION FROM THE 29ER-ONLY MOUNTAIN BIKE COMPANY

• 100MM OF PATENTED CVA SUSPENSION IS EFFICIENT IN EVERY CHAINRING

• COMPATIBLE WITH 100–120MM FORKS

• TUNED FOR CVA – ROCK SHOX MONARCH RT3 HV

• ENDURO SEALED CARTRIDGE PIVOT BEARINGS ED

• FORGED SUSPENSION LINKAGE AND UNIQUE NINER ALLOY HARDWARE

• 142MM X 12MM REAR SPACING

Life is complicated enough from nine to five, what you do in your off hours should be simple – it’s time to hit the trail on the new Jet 9. Enter your first mountain bike race, visit that MTB mecca or just crush souls on the after-work ride. It’s the simple action of “doing” that’s important and that is why we created the new Jet 9. 

Serious good looks, lighter weight, more CVA travel, the Jet 9 has all the technical refinements that define an XC dominator. Carbon wonderbikes are great, but you’ll appreciate the new technologies that we utilize in our alloy frames, too. They are dream bikes within reach – Airformed alloy with as many custom details as our RDO line, something you can log big miles on, day in and out. Sound like a bike that you might want in the garage? Yeah, us too.

XC FULL SUSPENSION 

The Niner that loves putting the pedal to the metal – The JET 9 is for riders who like to get there sooner or ride just a bit further. With over 30 glowing media reviews for ride quality and handling – the new JET 9 takes these characteristics and ups the ante with increased travel, a 142x12mm rear end and airformed aluminum alloy tubes that redefine performance and reduce frame weight.

CVA™ SUSPENSION 

The JET 9 features Niner’s patented CVA suspension (U.S. Patent No. 7,934,739) and delivers 100mm of fully active travel with superb compliance and damping via a tuned for CVA RockShox Monarch RT3 HV shock. For those seeking the technical advantages of 29” wheels combined with pedaling efficiency across all chainring combinations (not just the middle ring), CVA™ is the front-runner. The result? A faster, smoother ride up and down the trail.

VERSATILE GEOMETRY 

To achieve maximum efficiency you need predictability, balance and nimble handling. Niner is the company that helped make fun and fast 29ers a reality. Climbing or descending, the geometry of the JET 9 is tuned to keep you in control and ready to conquer new terrain at every turn. The JET 9 is intended for 100 to 120mm forks, allowing riders to further fine tune the ride.

AIRFORMED TUBING 

The new JET 9 frame sheds approximately 1/4 pound from the last model. To achieve this reduction and actually increase strength we looked beyond traditional hydroforming. Shaping the frame tubes with compressed air in a heated mold gives us greater control over wall thickness and material uniformity, allowing the use of less metal. Tubes that are manipulated using this process can be up to 25% lighter than a similar hydroformed shape at the same strength.

TAPERED HEADTUBE 

The increased surface area of a tapered headtube allows for a larger downtube, increasing strength and rigidity at this critical intersection. Tapered fork steerer tubes measurably reduce fork deflection, which means your Niner tracks straight and true. The full spectrum of riders from XC racers to All Mountain shredders benefit from these features which is why we incorporate the technology in all our frames.

ATTENTION TO DETAIL 

From the head tube to the rear axle, we looked at every single detail and asked “can it be done better?” We’ve revised the shapes of the forged yokes and attachments, subjecting them to mechanical and real world testing to ensure they’re as light and strong as possible. New linkage shapes increase strength and stiffness and shed a few more grams, the lower link has a pronounced asymmetrical form to increase chainstay clearance. Saving weight doesn’t mean skimping – pivots are still outfitted with Enduro Max full complement sealed cartridge bearings for smooth, friction-free suspension.

JET 9 SPECIFICATIONS & COMPATIBILITY 

• PF30 Bottom Bracket Shell (73mm width)

• Shock size: 7.5”(190mm) x 2.0”(50mm) – 4”(100mm) travel

• Shock mounting hardware width: 22.2mm x M6

• Shock SAG: 25% (which will move the o-ring 12.5mm down the shaft)

• 30.9mm seat post, 370mm length recommended, compatible with external routing dropper posts

• 34.9mm seat collar

• S3 (low) direct mount front derailleur, top pull

• 1.125”- 1.5” tapered headtube with integrated (Campy style) headset (headset included) Cane Creek standard description: IS42/28.6|IS52/40

• Enduro Max sealed bearings – (8x) 22x10x6mm

• 142x12mm rear spacing

• Extra Small has one bottle mount under the downtube. Small, Medium, Large and XL have one inner triangle bottle mount and one under the DT bottle mount.

• Can fit up to a 2.35” tire (tire size varies by brand, some tires may not fit)

• Compatible with most standard 1x, 2x and 3x chainring systems.

MSRP: $1849 (frame, shock, and rear maxle) and complete bikes are available from Niner as well.

 A PDF file for the Airformed JET 9 can be viewed here.

Twenty Nine Inches - 29er Bike Reviews, Rumors and News

Recently Grannygear and c_g went to the press camp in Arizona which, amongst other things, featured SKS products. One of the featured products at the camp were the splash guards with the familial sounding names: Grand D.A.D and Grand M.O.M. (See the report Grannygear filed here.)

SKS Grand D.A.D

While these guards are intended for 26 inch wheeled bikes, we’ve seen them used on fat bikes and since those bikes have an outer wheel diameter which is 29″s, I figured why not put these on a 29″er? So that’s what I did for this Quick Review. But first, let’s learn a bit more about these splash guards.

SKS Grand M.O.M

While it would seem more polite if the “Grand M.O.M.” was first, it isn’t. The front fender is the Grand D.A.D and that stands for “Dual Adjust Dirtboard”. This well made plastic and rubberized splash guard is a two piece affair which is connected to a central metal mount. The Grand D.A.D comes with a quick disconnect and fit kit which is adjustable and accounts for a wide range of steer tube openings, which the Grand D.A.D mounts to. Select the appropriate plug and mount the expander type wedge into the underside of your steer tube. Their is a screw head which protrudes downward from the plug and the quick disconnect mounts to this.

Slide this orange peice forward and the fender comes off

That’s pretty much it as far as the details of the mounting. SKS says this splash guard weighs 135gms, and my digital scale confirms this. Retail pricing on this splash guard is about $34.99 give or take a few bucks depending on where you look.

The Grand M.O.M rear splash guard mounts with a fabric and quick disconnect cam mechanism which adjusts for different seat post sizes. The “M.O.M” in this case stands for “MTB Oversize Mudguard”. The guard is adjustable via the Allen head pivots and can be positioned in a variety of ways. This one is claimed to weigh about 182 gms, but the sample I received actually weighed 178gms. The Grand M.O.M goes for around $25.99, give or take a few bucks.

The guards were easy to mount, and the pair is easily removed when you do not need them on the bike. They seem well made, are reasonably light, and feel flexible in the right places, but not at all flimsy. I thought the look was akin to a motocross bike once mounted to my Fargo. Okay……..now let’s find some mud!

Performance: I certainly found plenty of wet places to ride recently, since we have been getting plenty of heavy rains this late Spring. I did do a ride without the SKS guards on to get a baseline for how well they worked. Of course, I was drenched up the backside and had mud flinging up onto my eyewear and all over my legs and torso. Okay- now for the SKS guards. The back side was never drier, and up front, I did get rid of the flying mud and water issues that hindered my sight. However; I still got a good soaking, I would say from about the knees on down. Well……this is off roading after all. I figure getting a little dirty and wet is part of the fun of it.

The guards stayed in place quite well for me, and while I was concerned a bit with the flexibility of the guards themselves, I only got the rear Grand M.O.M to slap the tire on hard landings or big impacts. Otherwise these guards were not noticeable from a riding standpoint, other than to say that I had much clearer vision and stayed a lot drier and cleaner than I would have without them on.

A Word On Fat Bikes: While many have tried these on fat bikes, the coverage is not as good as it needs to be. Here the SKS fenders are “better than nothing at all”, but obviously they don’t do as well as they did for me on a 29″er. I’d love to see a wider version of these for fat bikes, and especially for the bigger tires some of these bikes are running now. The Grand M.O.M. and D.A.D are barely enough for 3.8″ers, and the bigger tires easily overwhelm these guards.

Conclusions:

The SKS guards are a well made accessory item that does a decent job of cutting back on the amount of spray and especially mud flinging around that happens when you ride wet terrain. While SKS lists these as being for 26 inch bikes on their site, they work just fine on a 29″er as well. Maybe the front Grand D.A.D is a little short on coverage but I wasn’t expecting to go bombing through wet, muddy holes without some flying terra firma and water getting on me as well. As was shown by my initial guard-less ride, these mudguards do a decent job of making the ride safer from a vision standpoint, and definitely a lot drier on the hindquarters!

I would definitely consider these guards for wetter climates and for anyone extending the use of their 29″er to commuting that doesn’t want to commit to fixed mount fenders. While the front will still allow a fair amount of mud and wetness to reach your lower extremities, I still fell the SKS Grand .D.A.D and M.O.M are worthy trail dirt deflectors and make riding in the wetter times of the year a more enjoyable and safer option.

Bonus Mini-Review: I also got ahold of the SKS “S-Blade” clip on rear splash guard. This is a great little splash guard which does a decent job protecting your back side from the dreaded “Skunk Stripe”. It mounts like the Grand M.O.M with the quick release cam strap and stays secure, even on rough gravel roads, where I tested this one. Here are a couple looks at that on my Black Mountain Cycles “Monster Cross” rig.

NOTE: SKS sent the Grand M.O.M., Grand D.A.D, and S-Blade clip on mud guards at no charge to Twenty Nine Inches for test/review. We were not bribed nor paid for this review and we strive to give our honest opinions throughout.

Twenty Nine Inches - 29er Bike Reviews, Rumors and News

On Test: BMC TE02 29 Carbon Hard Tail-by Grannygear

A couple of years ago now, jeffj and I were invited to Monterey, Ca, to see and ride the ‘fresh out of the Swiss EZ Bake Oven’ carbon hard tail 29″er from BMC, the TE01 29 and we gave our impressions here.  I was intrigued by the geometry and the way they approached the construction of the frame to fall in line with their goal of tuned carbon for stiffness and compliance, all in the right places.  For the next few months we will be on a size LG TE02 29, the next step down from the top-o-the-heap TE01 29, and will be running it around the hills and dales of SoCal.  Hang around for the forthcoming Out Of the Box post where we poke, prod, and weigh the beast, but in the meantime, here are some words from the BMC website for the TE02 29:

Lightweight

We used a more economic carbon construction to create a more affordable version of our ultra-light TE01, but TE02 is still one of the lightest hard tail 29″er frames out there. Torsional and lateral stiffness are kept at a very high level to provide superior responsiveness and steering precision.

Fast
The geometry is built around the BWC (Big Wheel Concept). A longer top tube and slacker head angle, in combination with wide handlebars, make the handling stable and comfortable. Short chain stays, low bottom bracket and a short stem complete the concept by keeping the bike lively.

Efficient
Vertical compliance and comfort are the results of our TCC (Tuned Compliance Concept). Shapes and materials have been carefully selected so the frame and seat post work together to filter bumps and vibrations, while maximizing lateral stiffness at the same time. A low stack height allows for a race oriented position, more efficient than the typical 29er fit.

Note: BMC sent over the TE02 29 for test and review at no charge to Twenty Nine Inches. We are not being paid, nor bribed for this review and we will strive to give our honest thoughts and opinions throughout.

Twenty Nine Inches - 29er Bike Reviews, Rumors and News

DT Swiss XM 1501 Wheels: Mid Term- by Grannygear

You may recall that we received a set of the new DT Swiss XM 1501 wheels, part of the the new Spline 1  series of MTB wheels for 2014. The XM level wheels are targeted at the all around trail rider/XC user, the XRs more for racing/XC.    We gave you the OOB article here and I think we are ready for a short but solid mid term.  This ride report comes mostly as a result of two days of riding on the trails of Flagstaff, Arizona, mounted on the long term Specialized Camber, although there has been a few hours of riding on local trails as well.   The trails in Arizona were pretty techy in spots having more (and bigger!) rocks than I typically see here in So Cal with a lot of fast, bermed sweepers and at least one good, long climb up to the mountain top.  I would say that the 7 or 8 hours of riding there gave the DT Swiss XM 1501 wheels a good shake down that stopped short of heavy trail or AM use (not the intent of these wheels anyway).

Remember that I dropped a bit of weight, 79g, off the front wheel alone from the stocker Roval.  I still do not have the OE rear wheel to compare weights, but these DT Swiss wheels feel pretty quick and roll easy.  The 2.3 Ground Control (Control casing) rear tire and the 2.3 Butcher front, both tubeless, were good for the dry and loose dirt with rocks/boulders that the trails on My Elden comprised.  We began day two with a 4 mile fireroad climb up toward the peak of Mt Elden and spent the rest of the day on trails like Sunset, Secret Trail, Schultz Creek, Moto, and the Arizona Trail.  The long climb was working me pretty good with precious little oxygen at near 9000′ and c_g would not let me hook a tow line to his bike.  And even though we get spoiled by carbon wheels and such, the XM 1501s were not a burden at all at under 1700g.  With a faster tire, these would be good even on a typical hard tail 29er unless you were really counting grams, and in that case there are the narrower and lighter XR 1501s.

At the end, the new Spline 1 wheels were spinning true as the day they were made.  I never felt them twitch or flex and the extra width seemed to keep my tires well supported.  The hubs are a solid item and I expect no issues there.  Unlike the Tri Con line of Dt Swiss wheels, there are no proprietary spokes to worry about finding a replacement for.  You give up the UST sealed rim bed and get tape, but that is not a real issue.  Tape works.  They have not leaked down and all the tires I tried fit them.  You get a wider rim than the Tri Con and less weight at less cost and it is still a hand built and hand tensioned wheel.  Winner to my mind.

We will keep the new Spline 1 wheels on the Camber for a bit and see if we can sniff out any weaknesses, but I will be surprised if I find any.

Twenty Nine Inches - 29er Bike Reviews, Rumors and News

Recently we brought to you the Mid-Term I focusing on the PINION P1.18 gearbox (here), now in part II we will try to cover all the remaining aspects of the MI:TECH Epsilon and particularly how it rides. For the intro article talking about the technologies involved and specs, go here.

Since the intro, we have received the more 29″er friendly gearing ratio – by putting a 39 t sprocket on the rear (by means of an prototype adapter, that will convert the front sprocket to be used on the rear cassette). By that the PINION gearbox achieves the phenomenally wide gearing ratio that will have you pedal up leisurely any pitch but still have plenty of top gears to be used for gravel road racing (given you swap to another tire than the SCHWALBE Hans Dampf, of course ) … but we have covered that part already in out Mid-Term part I. In order to accommodate the larger rear sprocket, MI:TECH sent us two lengths of the GATES CARBON DRIVE Center Track belt – one with 120 and the other with 122 „teeth“.

Initially we mounted the shorter belt, giving us an effective chain stay length of 445mm (almost the shortest possible position), to find that the Epsilon gained a bit of snappiness but now required a great deal of weight shifting to make it up steep pitches without lifting the front. Next we mounted the longer belt, giving us a 455mm effective chain stay length and we felt this was better in line with the bike’s character. Amazing, what difference 1 cm change in such a vital aspect do make.

The GATES CARBON DRIVE Center Track belt is one of the bike’s components we have to be reminded of – it simply works with no fuss or peculiarity. In the sloppy winter conditions during the last months cleaning and lubing my other test bikes chains (mostly after every ride) has become a necessity to keep those bikes running, but the Epsilon’s belt and sprockets have not seen the least bit of service … and keep on running perfectly silent and fine. Despite several modifications (changing the rear cog and mounting different belts) and not really paying much attention to the belt’s tension (only going by feel), I have yet to see it skip or give me any trouble. I have not noticed any adverse effect of constantly being sprayed with water (plus salt), slush and mud – the GATES CARBON DRIVE Center Track belt definitely is a great asset to the bike for our adverse climate.

Talking about the bike’s geometry and seating position, the Epsilon remains a long bike. With its effective top tube length of 625mm at an 18“ size (or 610mm with a 16.5“ frame) it is remarkably long and even by changing the stem to a shorter 80 mm version has me feeling a bit stretched on the Epsilon. It still is within my range to feel comfortable even for longer distances, but when riding technical sections I definitely cannot move as freely as I’d like to (stopping to drop my seat post is the simple remedy). By this I’d have called the Epsilon to have a traditional touring geometry, but just before finishing this post we learned the Epsilon was designed this long to be run with a stem around 50 mm. Good to know and kinda makes more sense now. We are still waiting for such a super short stem to arrive and then will complete our impressions of the MI:TECH Epsilon in a couple of weeks.

… but now let’s get into the Unified Rear Traingle (URT) suspension design of the Epsilon: By my very first impressions I found the rear end to be extremely plush when seated (and rather prone to bobbing) and really firm when standing – exactly the Dr. Jekyll and Mr. Hyde kind of behavior I had heard of and feared to find. Could it be the URT design really isn’t temporary anymore? We talked about this impression with MI:TECH and guess what? … our FOX shock actually had a much too weak damping tune. Two days later we received another ROCK SHOX Monarch RTC3 Plus shock to conduct our test with.

Already after a basic set up – we found the Epsilon to be significantly transformed. Admittedly, the seated suspension performance became a bit firmer, but on the other hand it remained bob-free regardless of how hard we pedaled. Even the slightest tendency to bob had vanished and the difference between standing and seated riding grew a lot less. How could that be? Obviously the Monarch RT3 Plus damping set up was a lot better suited for the design and masked the URT peculiarities very well. None of the split personality with the FOX shock before but much more coherent. I would be lying by saying there was no difference in suspension performance between seated and standing, but it was far less prominent. With so many other full suspension rides under my belt, I would describe the difference like running a „normal“ full suspension bike with the platform damping off (when seated) or two clicks on (when standing). This of course has some implications for the overall ride feel – both good and bad:

• When standing, the rear end further stabilizes itself. This is great for climbing efficiency. Riders, who before avoided full suspension bikes because they dreaded any unwanted suspension action or ran them completely locked out often, will get an „automatically engaging“ platform damping with a well designed URT bike.

• On the other side when going down on rough grounds (where one generally does appreciate suspension the most ) you get the same effect. Here the „subjective“ stiffening has you work harder and more actively on the bike which can cover up the situation … but only to a good part. Interestingly when riding the same descent seated or standing (you get the point that those descents cannot bee too hard to still be attacked seated ) I always used pretty much the same amount of travel – seems like the firming up of the suspension is something more felt in character than actual travel (or maybe my approach for this comparison to simplistic – could be, too).

• And another thing stuck out to me: When riding in really steep terrain or rolling over ledges – I see the „getting out of the saddle“ does partly unweight the rear end, not making it sink into its travel as deeply. As a result you then get a slightly steeper head angle and just a bit more twitchy steering. When you are comfortable in the terrain, this may not even affect you much, but when riding on your personal limit, it may well degrade your ride experience.

Not to be neglected is the fairly hefty weight of the Epsilons at about 32 lbs (= 14,5kg) with SPDs … part of which certainly by the PINION gearbox. But the good part with the super wide gearing range the Epsilon will still have you pedal up anything nicely … no reason not to aim for adventures and do some serious climbing.

Mid-Term Summary:
It is great fun to ride a bike that is sooo different from the rest. There is so much to discover, explore, think about .. and ultimately learn. I like riding the MI:TECH Epsilon, but in the end of a true review we need to come to more than descriptions and make an educated statement on what the bike is good at and where it is not, what rider profile suits the Bike best and if we can recommend it at all.

Currently we see the MI:TECH Epsilon as a bike, that by the collective qualities – be it the slightly stretched seating position (for now, as we will be mounting an even shorter stem soon), the stable handling, the low-maintenance PINION gearbox with GATES CARBON DRIVE belt, the special traits of the URT rear end and certainly the overall weight – the Epsilon best fits the touring, adventure riding kind of category.

We will keep on riding the MI:TECH Epsilon for a couple more weeks and come back to you with a final word then.

RIDE ON,
c_g

Twenty Nine Inches - 29er Bike Reviews, Rumors and News