… and off we go with our reports from the 2013 Garda BIKE Festival. All Bikes I have ridden have been covered and it is time to conclude with our demo ride with SRAM.

In those recent press releases (here, here and here) and Grannygear’s Sea Otter´13 coverage (here) we have covered all the news and technologies by SRAM, ROCK SHOX and AVID already and I have the privilege to bring to you my ride impressions of a bike loaded with them – the ROCK SHOX Pike 29″er (140mm), a ´14 Monarch shock, the four-piston disc brakes AVID X.0 Trail, the ROAM 50 wheels and last but not least the seemingly ultra-hip XX1 group set by SRAM. All of them mounted to a well acquainted and much liked NICOLAI Helius AC29″er.

The trip they have picked for us journalists was a shuttle run with about 1.400 m of altitude drop down from Navene back to Riva, guided by mountain bike good guy Holger Meyer and Pro-Rider Timo Pritzel. Unfortunately it had had a severe storm the night before and anyone knowing the region will understand how tricky and slippery the trail do get when wet. Much of it was great fun, but there were multiple sections where the tires just couldn’t perform anymore and it became more of a controlled slide than an actual ride … not so great for our ride enjoyment but a very effective way of sampling experiences on the mounted components.

************************************

So let´s dig into my ride impressions:

ROCK SHOX Pike 29″er (140mm) and RTC3 Shock :

The all new Pike is clearly aimed at the Trail- and All-Mountain rider. With its 35mm stanchions it is bound to be stiff, right? RIGHT!! Whatever I did to it, crocked landings, hard braking before hairpin turns or stutter bumps – there was no hint of excessive flex anywhere – to me it felt super precise and predictable and receives very good grades when it comes to stiffness.

We had our shocks set up before the ride by a Rock Shox employee, but initially the Pike felt a bit too harsh and slow. I tried different damping settings, but only when I lowered the air pressure did it really come to life. Whatever the terrain dished out on us – the Pike took it willingly and never got overwhelmed – be it square edged boulders or ledges, or high frequency rock gardens – I found the Pike to work admirably controlled and without ever diving too deeply into the travel and sticking there. I remember having done the exact same run a couple of years ago on a 80mm travel 29“er bike and back then I was a lot more beat up when we finally made it to the bottom.

Great job ROCK SHOX!!

The only strange thing on my Pike had been that I needed to run the rebound almost fully engaged – something I asked the guys about afterwards, and they confirmed that it wouldn’t be like this in production models. So my first impressions of the new ROCK SHOX Pike are very positive and despite the short time on it, I´d already say it is bound to be a worthy competitor to the current top of the heap, FOX F34.

We are planning a real test later this summer.

As for the ROCK SHOX Monarch´14 HV RTC3 shock, I think I sensed some improvements in terms of small bump compliance and how it used its travel – especially when riding aggressively over the boulders (could be that the new Rapid Recovery Technology incorporated into the rebound is doing some good here) – but overall the differences were not all that tangible to me like they were with the fork. I´d definitely need more time to really come to a conclusion, but even now I can already make the claim that whatever changes have been made, they haven´t decreased the shock´s performance.

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AVID X.0 Trail Brakes

As mentioned the trail had been extremely slippery at places and in those sections the AVID X.0 Trail brakes took my heart by storm. Everyone of us was expecting them to be strong (and they are!), but just how much modulation they have, has been a true blessing on the rugged trails we rode. While absolute power was never an issue in the ride (the tires let go way before that was necessary), it was their excellent modulation and feedback that saved me multiple times from crashing. I always knew when the tires would start letting go and could let up a bit, or increase the braking force – which ultimately helped us all to make it down the mountain side safely and without crashing. I did manage to get my brakes to heat up and „smell bad“ but no sign of fading. After those short stops to gather all the riders, I only needed to pump the lever once, after that it felt as consistent as one could wish for.

By my impressions the new 2014 AVID Trail series brakes have made a huge leap in catching up with SHIMANO, which by my experiences currently lead in performance and value (the verdict on the XTR Race discs we currently ride is still out).

************************************

SRAM ROAM 50 29″er wheels and XX1 drive train

Those ROAM 50 wheels by SRAM also didn´t give me any trouble at all. While the run had been predominantly downhill it was their stiffness and durability at test more than their acceleration, but given the claimed weight of just over 1.600g, they sure were no anchors. They simply got the job done and didn’t show any unwanted traits. Not the widest, but still, good with 21 mm internal width, they did allow me to run low tire pressures, which in this case did help a lot in optimizing traction from those often overwhelmed MAXXIS Ardent 2.4s … I for my part am glad manufacturers are slowly understanding the benefits and employing wider rims.

The SRAM XX1 drive train, with a 32t ring up front, also did its job without any fussing – neither did it reach its limits on the uphills, nor on the fast downhill sections, but given the character of the ride this sure wasn´t all mountain biking has to offer. … still, one thing none in our group would have bet on before- We didn’t have one single dropped chain in the entire ride. Pretty remarkable in my opinion.

So much from our ride experiences with the new ´14 stuff from ROCKS SHOX, AIVID and SRAM. I´m excited to see how 29″ers are more and more being taken seriously when it comes to aggressive trail and all-mountain riding.

RIDE ON,
c_g

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

At last year’s Interbike, Guitar Ted and I were talking to Bill Shook of American Classic about their new AC 101 rim for 29er riders who want to DIY their own wheel build.  This was a first for the AC folks as they had been pre-built wheels only up till then.  To talk a bit more about the new rims, I asked Bill some questions that centered around the 101 rims and I have those Q&As below, but first some words from the AC website:

“Many of our customers asked us for rims because to them, there is something personal in crafting their own wheels. Bill Shook responded to this call with the new high end AC rim line. Our initial focus is on performance tubeless mtb rims because of the demand for high quality, wide, lightweight tubeless rims for competition and training. With use of engineering, Bill created a 25mm wide rim profile in a high strength aluminum alloy that blends lightness with robustness. The rims use our proven bead barb technology to hook on the tire bead to help keep the tire in place without burping. Rims are hand joined and sleeved at our AC facility to assure roundness and uniform strength. After finishing, our AC rims are inspected by real people who carefully gauge and examine them to match our quality spec. The result is the highest quality rims that build up well, hold speed and handle decisively on the trails. 101′s are better than any other rim out there.”

Q&A With Bill Shook:

Answers from Bill Shook, Company President and Engineer, American Classic 4-5-13

Bill talks rim design at the Sea Otter Classic, 2013

TNI:  This is quite new for you folks at AC (American Classic)…offering a rim only.  Why did you do this and is this just the beginning of more stand-alone rims to come?

AC:  Customers asked us for rims. There is growing trend that people like to build their own wheels, a craft movement.  Disc 101 is the first model. It is made at our AC facility. We will have more rims for mtb and also for road for season 2014. They will be introduced at the Eurobike Show 2013.

TNI:  AC is a believer in wide and light as far as rim design, or so I take it from your approach to things.  Why is wider better?

AC:  There are many reasons why wide is better. Wide rims mean riding lighter, smaller performance tires with cushiony, high air volume and firm surface grip. Larger width tires offer more air volume but they are heavy with a sluggish ride quality. The desired combined wheel and tire qualities are achieved by stretching out the smaller tire casing on a wide rim and effectively making the tire bigger. Also, smaller tires on wide rims reduce tire roll on the rims. With a narrow rim and a wide tire, the rim floats from side to side on the tire. Using a wider rim with a smaller tire minimizes float for improved handling, confidence and control. The rim is lower weight at the extreme outer edge of the wheel decreasing rolling resistance and boosting speed. Our wider, lighter rims translate into crisp accelerations, firm ground control, faster rolling on the flats and decisive handling for the extra edge needed by competitive athletes.

TNI:  How do you balance out keeping weight down when you add cross section width to a rim?

AC:  It is done mathematically. I set engineering goals of being light, stiff, strong, aerodynamic and wide. It is now a reality in our Disc 101 rims.

TNI:  I see that 32 spokes is a pretty constant spec in your pre-built wheels and this is true with the 101s as well.  Yet many wheels on the market run 28 or even 24 spokes.  Why is this not true for AC MTB wheel products?

AC:  32 spokes builds a stiff, strong, durable wheel a perfect combination with our light rims including Disc 101 rims. Many companies go to lower spoke counts as a way to lighten the wheel and this design choice compromises the overall stiffness and durability. We don’t have to make that compromise and offer the best.

TNI:  The 101s are pretty light…381g ea in a 29er rim…and that is, to make an obvious comparison, right in there with a Stan’s Crest rim.  The dimensions are similar but the 101 is a taller profile at 18mm.  I have ridden Crest’s before and I found them to be marginal, stiffness wise, at my weight of 190lbs.  Who is this 101 rim for…type of rider, conditions, etc?

AC:  The Disc 101 rim is an excellent all around cross country tubeless rim for racing and training. I designed it with performance and durability in mind while still keeping it light. It is a top choice for larger athletes without compromising performance. It is very stiff due to the geometry of the rim profile. For the rider on a budget, the Disc 101 rims let you ride my great AC technology at a reasonable price. One ride and you will see.

TNI:  This build that TNI has done, the 101s as an SS wheel set, was something we talked about in person before we went forward with the build.  We talked about my weight, intended use, hubs (non-dished SS rear hub), etc, and decided it was a reasonable build.  How does a potential buyer of the 101 rim come to that same place?  How do they know what is right for them?

AC:  That’s an interesting question. We can only discuss the rim as it stands for this Q & A. The rider/wheelbuilder chooses the hubs, spokes, nipples and type of build (3 cross etc). That is the crafting element of wheelbuilding that people enjoy. If the rider/wheelbuilder contacts us to discuss their personal options in relation to our Disc 101 rim, we are available to assist in the decision making process as we did with you when you spec’d this build. We are happy to offer our technical expertise in wheelbuilding to our customers.

TNI:  Let’s talk tubeless.  What do you do to make your rims a solid set-up for tubeless use?  In general, I think that the state of multiple ‘standards’ in the bicycle industry as it relates to tubeless set-ups is a mess for the consumer.  Some tires do not fit some rims well, UST vs. others, etc.

AC:  I designed all our AC tubeless rim with a bead barb running along the edge of the bead shelf. When installed, the tire firmly pops into position over the bead barb. The tire bead centers and tightly grips the circumference of the rim creating a sealed environment to hold the liquid sealant without burping.

Quality control on soft goods like tires can be challenging. Hard items like rims can be accurately measured with a QC protocol, they either to spec or not. Tires are stretchy and difficult to measure consistently in a QC protocol, hence there are tires that do not fit. Sometimes carbon beads are damaged if they get bent and broken in packaging or installation. This problem will cause the tire to come off.

Tubeless ready tires usually work best. I don’t care for UST tires because they are heavy, inflexible (poor ride quality) and hard to install.

We have excellent tubeless installation directions on amclassic.com If the rider follows the directions, they can easily accomplish tubeless set up for our wheels.

The devil is in the details...rim extrusion shapes.

TNI:  Any thoughts on the future of MTB wheels?  Are we past due for a new standard that finally gives us a proper wide front hub to get a stiffer wheel?  Will carbon come in and be the new high end choice as costs come down (IF they do come down)?  5 years from now, what might our typical MTB wheel look like?

AC:  The idea of a wider front hub giving a stiffer wheel is not a good idea and will decrease performance. As the flange spacing becomes wider, there is more side to side force from each spoke and less radial. The fastest wheels are the lightest rims and tires balanced by performance and durability. Meaning a wheel can be very light but if it does not perform or falls apart, it is no good. If the rim must resist more side loads and the peak loading is increasing because of the radial loads being carried at a less advantages vector angle, then the rim must become heavier to survive. This is not a performance increase.

Carbon is not the best choice for impact loading. Carbon should not be built too close to the limit because the failure mode is catastrophic. If it breaks, it will fail utterly and collapse. If it is overbuilt to avoid such a failure, then it does not have a competitive advantage over aluminum. Aluminum can be built much closer to the edge because the failure mode is bending not breaking. It does not make sense to pay a large amount of money for a rim that is not better than an aluminum rim, and in fact may be not as good. There may be a design using carbon or another mix of materials in the future to solve these inherent problems. Also the price of carbon is not going to come down drastically.

In 5 years from now, we may see much wider rims but with smaller tires to get the same air volume with much less weight. It may be reasonable to ride 1.65 to 1.75 tires on 32mm rims or more. This will reduce the rolling weight but keep the air volume and that makes higher performance. We may also see new materials to allow lighter rims.

I weighed the 101 rims at 380g/383g, well within spec.  They have a fairly deep center channel in the rim compared to the typical AC rim.  I also set them up with the tape and swanky alu tubeless valve stems from AC.  The valve stems I like, but I have mixed feelings with the golden tape.  It is fragile and you need to be careful NOT to pre-stretch it when applying which, if you have installed a Stan’s tape before, is not what you would expect to do.  It is finicky to lay down smoothly and the first wrap failed on me by splitting at the valve stem hole (which I melted in).  However, I had installed the tape the first time with tension (stretch) and that was my error…think about an inflated ballon and a sharp pin…so the second time I applied it with hardly any tension.  Still finicky, but better.  You will need that second o-ring on the valve stems to seat well on the new rim shape.  The look of the rims is subdued for sure, in fact, I would not mind a bit more pizazz graphics wise, but better to show restraint than have a rolling billboard.  The suggested retail of the 101 rim is $99.00 each.

For the hubs, I chose a set of Sun Ringle Dirty Flea (yep, odd name) SS hubs.

Color:  Black

Bike Type:  XC, Trail, All Mountain, Dirt Jump

Rear Hub Specs:

• 6061 T6 Alloy Body
• 7075 T6 Alloy Axle
• Four sealed cartridge Bearings
• Bolt On – 10mm
• Lock Ring Included
• QR End Caps Available Separately
• 28,32 Hole Count
• 335g – Without Bolts
• 395g – With 10mm Bolts

I weighed them at 172g (15QR) for the front hub and 398g for the rear including the axle bolts.  The serious looking bolts are an option and weigh 29g per set (bolt/cap).  As a pair, they weigh about what a typical 5mm QR assembly would be and these two 3/8″ bolts will hold the world in place if need be.  I spoke to Scott Boyd of Sun Ringle about the revised hubset and this is what he had to say.

The Dirty Flea Single Speed is all new.  We knew that single speed riders put more torque into the hubs, and FH bodies and axle durability were the issues we heard about our competitors hubs.   Here are some things we did for ours:

-          Qty 4 6902 Bearings – qty 2 in the hub shell and qty 2 in the FH body.

-          15mm Diameter Axle (OD) – larger diameter for strength

-          3/8” Bolts to fasten to frame.  The bolts act as the dropout and fastener. Strong and burly, but comparable weight to a skewer.

-          Aluminum FH body for light weight

-          Length of the FH body was designed to fit with belt drive system…or plenty of room for chain line adjustment.

-          Wider hub flange for even spoke tension

-          142×12 Compatible – Axle and end cap change

-          Included with lock-ring (you know the one thing you always forget to order) [A nice, red, alu lock-ring, I might add.  Editor]

The hubs are not the lightest, but the cost is reasonable for the grams you get.  The front hub in 15QR guise (convertible down to 9mm) is $110 suggested retail and the rear hub that is convertible to 142×12 (extra cost for conversion kit or order it that way from the beginning) is MSPR $215.00.  That is a rare bird right now…an SS freehub-type rear hub that goes 142×12.  They feel like they have very little drag in the hub, both in the free hub pawls and the bearings.  Supposedly these tested out as some of the fastest rolling hubs Sun Ringle has, so that bodes well for SS use where momentum is a precious commodity.  The engagement is OK at 15 degrees and I am told that there is a pretty easy upgrade path if you need a faster take-up.  They are decently quiet as well, if that is important to you.

We used DT Swiss Comp spokes and alloy nipples to complete the build.  JeffJ did the build and he was pleased with the way the 101s tensioned.  The final numbers were as follows:  The 15QR front wheel with no valve stem or tape was 767g and the rear wheel with bolts/caps and no stem or tape was 997g.  Total that and you get 1764g.  Not flyweight taken as a whole, but that is a light rim so if it runs well down the trail, that should be a good feeling wheelset being that the extra weight is in the hub-set, if any.

So what to run them on?  Well that is coming right up as we do a refresh on a nice steel SS frame, discuss the component choices and set-up and then go riding.

Note: Sun Ringle’ and American Classic sent over their products at no charge to Twenty Nine Inches for test and review. We are not being paid, nor bribed for these reviews and we will strive to give our honest thoughts and opinions throughout.

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

When I built up the Lynskey ‘Dual Sport’ bike, I had a nice carbon post on there for all around XC stuff and I planned for a Cane Creek Thudbuster ST for long days in the saddle in bikepacking guise (or longer endurance events).  However the carbon post I had on hand did not have enough set back for me and I was looking for an option.  While on the phone with Don Erwin of Lynskey Performance, he suggested the new Lynskey Titanium seatpost they had for this year with as an option.  In my opinion, Ti looks awfully nice with Ti, and looking at the post on the website it had a nice, graceful bend in it for set back and a tidy looking clamp.  But I was skeptical, as in the past, some of the older Ti posts of this ilk were notoriously hard to mount a saddle on them (difficult clamps) and, while I never owned one of the Moots or Ericksen posts, I have had poor luck with a single bolt clamp on any seat post I have used…like Giant, Specialized, etc.  All of them required messin’ around with the clamp (friction paste, etc) to keep them from rotating under your backside if you put enough pressure on the saddle.

But Don assured me of two things…a compliant ride, which was very important to me, and that the clamp, if installed correctly, would not slip.  They are using a clamping system made by ENVE and I have a great deal of respect for that company as they seem to make really good stuff.  OK…I bought in.  The 2013 Ti post from Lynskey retails for $199.00 in 27.2mm and 31.6mm diameters, comes in 300mm and 400mm lengths with decals or etched graphics (upcharge for that), and in zero and 25mm setback.  I ordered a 27.2mm in 400mm length with 25mm setback….and waited.  Come on big brown truck.

“It is a lovely thing, this post”, I said to myself as I held it in my hand and placed it on the scale of truth and justice.  At 209 grams, it was light enough.  Installation was dead easy and I followed the rules on how to do that properly.  Here is a vid from the Enve site that shows how they suggest it be done (shown on an Enve post obviously, but it applies as far as the clamping section goes).

I have been running it on the Lynskey build for quite a few rides now and I have not had it slip (saddle rotate with the clamp) yet under typical XC conditions.  As well, it is silky smooth riding even to the point of being 90% as good as the Cane Creek ST with the stock bumpers in there.  Impressive.  Looks good too.  What is not to like?  Made in USA, reliable so far, nice to look at, light enough to not bother the weight weenie in all of us, and far less cost than the typical Ti post that one might compare it to.

Bearing the Lynskey Ti Post

Note: The Lynskey Ti post was purchased for use and review by Twenty Nine Inches. We are not being paid, nor bribed for these reviews and we will strive to give our honest thoughts and opinions throughout.

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

Shimano offers the rear wheel in 12mm through axle, (shown), and a QR version

With so many XC racers now using 29 inch wheels, Shimano has seen fit to introduce a “race day” class wheel for the highest levels of competition. Obviously a tubular carbon rim is not going to be for everyone! Shimano has designed a rather impressive wheel here with a full carbon, offset spoke bed rim with a claimed weight of 280 grams. The wheel is designed with 28 spokes front and rear. Shimano specifies the expected Center Lock brake mount here and the front wheel will not be offered in a traditional 9mm quick release, but in a 15QR format only.

Frt wheel in 15QR

Weights for the wheels are claimed at 1349 grams for the front/rear through axle type and a svelte 1298 grams for the 15QR front/traditional quick release rear. These will be offered as a “limited edition” wheel with the XTR WH-M980 designation.

Ice Tech Finned rotors make the jump to XTR

New Lightweight XTR Brakes: Shimano also introduces the new XTR brakes which are essentially a “hot rodded” version of the already great XTR Race brakes. Shimano also brought over the finned rotors from the down hill oriented Saint group.
The new calipers are now made from magnesium and are said to have the same power as the M-985 Race brake. The master cylinder is also made from magnesium. Further weight reduction was realized in the lever by the use of carbon fiber in the blade. The levers also feature titanium fasteners. Overall, the weight savings added up to a claimed 40 grams over the XTR Race M-985 brake.

The lever is “i-spec” compatible, and the new caliper is also compatible with Ice Tech finned brake pads. The new brakes bear the BR-M-987 model number and Shimano claims these are its lightest ever hydraulic brakes.

The SM-RT99 rotors with the aluminum fins in between the rotor spokes are said to reduce rotor temperatures by up to 40° over the previous version of the rotors. The new rotors are also optimized for mud shedding. Sizes offered will be 180mm, 160mm, and 140mm.

Drive Train Refinements: Shimano also lists a few new drive train refinements. First up is for the bottom bracket. Shimano will now offer a “premium level” bottom bracket in the SM-BB93/SM-BB94 models which will be added in threaded and press fit options saving a claimed 19 grams. Shimano also claims better free spinning bearings and seals that are optimized for severe conditions.

Chains also get upgrades in the form of the new CN-M981 model which has a new coating dubbed “Sil-Tech”, which debuted on Shimano’s latest Dura-Ace group. The Sil-Tech plating is said to increase both performance and durability for the ultra-narrow chains required by 10 speed systems. Shimano also claims a better mud shedding design and better lubrication holding properties over the current XTR level chain.

All this is new for 2014, so don’t go running out to buy this just yet.

Note: Images and information used in this report were provided by Shimano.

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

From the Press release from Avid:

Avid is proud to introduce the new Elixir 9 Trail and Elixir 7 Trail hydraulic disc brakes. Together with X0 Trail, they form the Avid Trail Family, the key to more power and control with less weight and zero fuss.

Each Avid Trail brake features monster all-mountain power courtesy of a new 4-piston, dual-diameter caliper design. And with weights dipping below 350 grams, each of these three models gives up nothing when it’s time to climb.

ELIXIR 9 TRAIL

Application: XC/TRAIL/AM/FR

Weight: 350 grams Carbon Blade (Front; Direct Mount, 160mm rotor)

Color: Black Ano

Fluid: Dot 5.1

Rotor Size: HS1 160/170/180/200mm

Caliper: Forged 2-piece Aluminum

System: 4-Piston Dual-Diameter Caliper

Pads: Organic with Steel Backing Plates

Additional Features: Tool-free Contact Adjust; Tooled Reach Adjust; Tooled Banjo Adjust; MatchMaker X Compatible

Availability June 2013  |  MSRP: USD $169, €152, £139.99

Elixir 7 Trail images and specs

Elixir 9 Trail images and specs

Note: The information and images in this post, other than any TNI.com comments, were provided by SRAM.

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