4. THIS MONTH
The Sea Otter Classic is a celebration
of cycling. Our special section devoted
to the racing and new products starts
on page 66.
46 54
Photo by John Ker
Photo by John Ker
BIKE TESTS 92 The Santa Cruz Jackal TECHNICAL
42 The Specialized Epic A jump bike from the mind of 46 How Handlebar Width
Expert Kirt Voreis. Affects Your Ride
Winning on performance A back-to-back, bar-to-bar ride
and price. 106 The Tomac Snyper 140 comparison.
“Johnny T” is watching over
54 The Trek Fuel EX 9.9 you.
100 Ten Ways To Bulletproof
Premium fuel equals premium Your Trailbike
performance. MBA SEA OTTER Preventing problems before
CLASSIC COVERAGE they happen.
62 The Norco Fluid 1
A Canadian trailbike built 66 Cross-Country Under 110 Inside The Pros’ Bikes
to take it. The Sun Geoff Kabush’s Rocky Mountain
Dry and dusty puts a new twist Vertex RSL Team.
on the Otter.
114 The Garage Files
70 The Heat Gets Turned Up Setup tips for Avid’s Elixir
Elite racers clash at the dual
brakes.
slalom and downhill.
76 Miles Of New Products TRAINING AND
Hidden treasures found in FITNESS
the pits.
84 Ride Your First 24-Hour
Race
PEOPLE Ten tips that will make it fun.
50 Young Rippers
Re-introducing Brandon COMPETITION
Semenuk.
118 The Good Doctor Of
58 Riders Who Inspire Downhill
Mathew Portell rides so kids Inside Steve Peat’s decade of
Hit the brake: Does your mountain bike can read. dominance.
really need a parking brake? Find out
why the wrecking crew will never see a
bike slip away again. Page 34.
4 www.mbaction.com
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8. MBA STAFF
www.mbaction.com
EDITORIAL DEPARTMENT
JIM McILVAIN • EDITOR
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JOHN TOMAC • CONSULTANTS
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JOHN PERRY
BRAD ROE • ONLINE EDITORS
BradR@hi-torque.com
TOM HINZ
TomH@hi-torque.com
ART DEPARTMENT
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KATHARINE McCOY
TOM HINZ
JEFF SHOOP • CIRCULATION DIRECTOR
TIM LaPAGLIA • PROMOTIONS
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12. HAPPY TRAILS By Richard J. Cunningham
Will cross-country phenomenon leadership from the big brands. The
N
iner Bikes was selling Julien Absalon abandon his 26-inch- first victim of the 29er shuffle will be
T-shirts at the Sea Otter wheeled Orbea Alma and opt for a every dual-suspension trailbike with
Classic espousing that this 29er? Probably not—but the man less than four inches of travel—easy
was the “Year of Niner,” which got who ultimately dethrones him may matches for a big-wheeled hardtail.
me thinking, on the long drive well be sporting big wheels. All of the Add a few inches of rear suspension
home, about the inevitable restruc- 29er’s technical barriers have been to the 29er equation and it will mock
turing that results when a per- flattened. Folks like Niner have any 26-inch suspension bike with less
ceived fad within our sport ironed out weight, wheel-strength, than five inches of travel. After that
becomes a scientific reality. A tire design, geometry issues and prop- point, however, physical complica-
pivotal teacher of mine said that er gearing. Perhaps the only hurtle tions related to swinging a huge
when a new concept presents itself, that stands between the 29er and the wheel into the seat tube block the
it’s like an important guest entering pro peloton is the fact that the sport’s 29er from further encroaching into
a room where all are seated and top racers hail from Europe, where the territory of the 26er. The foresee-
there is no additional chair. 29ers have been summarily rejected able conclusion to this game of dual-
Everyone must rise to greet the by both industry pundits and enthusi- suspension musical chairs is that the
guest, all must reconsider the new asts alike. Once Europe gets its head realm of the 26-inch wheel cross-
seating arrangements, and around big wheels, however, the sim- country bike (strictly from a perfor-
ultimately, one person will end up ple fact that a 29er hardtail can mance standpoint) will begin at five
without a seat. Niner’s prediction is approach the downhill performance inches. Anyone who can read the
accurate. The 29er has entered the of a complex, short-travel, dual-sus- wind will agree that this is already
room, the cross-country guests are pension bike will eventually turn the happening.
all scrambling, and it appears that tide. I am sure that Absalon and What does this mean to cross-coun-
the 26-inch wheel hardtail will be friends would rather race a big- try enthusiasts? Well, nothing immedi-
left without a chair. wheeled hardtail than accept the real- ately, because we already own bikes
ity of rear suspension—ever. that fit our riding style. But the year of
And what about rear suspension? the 29er will surely affect our next
Blasphemous words, no doubt, but How will the new seating arrange- purchase. If you belong to the 26-inch-
the truth is impossible to ignore—the ment upset the status of dual-suspen- wheel establishment, ride a few 29ers
29-inch hardtail is superior to its sion cross-country bikes once the (really ride them) before you throw
smaller-wheeled cousin in all corners 29er hardtail is comfortably in its down for a same-old, same-old—you’ll
of the cross-country performance chair? The reality is that bike makers be pleasantly surprised. Ignore this
envelope. It rolls faster, climbs better, are lost on this one, so don’t seek advice, and you may be left standing. ❑
descends with a measurable improve-
ment in control, and the larger-wheel
format nearly approaches the rough-
terrain capabilities of a four-inch-
travel, dual-suspension 26er. In short,
if you prefer a hardtail, your first and
only choice is a 29er—unless you are
simply too short to fit between two
29-inch wheels and maintain an
ergonomic pedaling position on the
bike.
Don’t bother pointing the crooked
skeletal finger of accepted tradition
and spouting with your toothless
mouth: “If 29ers are superior, why is
the 26-inch wheel hardtail the first
choice of World Cup Professionals?”
We heard it all before when suspen-
sion forks appeared, and then dual-
suspension, and then disc brakes.
Professional racers resisted low-pres-
sure tubeless tires after that, and yet,
all of these “nevers” fill the start line
R. Cunningham illustration
at World Cup cross-country events
today. The overwhelming evidence
exists in North America’s amateur
cross-country ranks, where 29ers will
soon outnumber 26ers in marathon
events and are a rapidly growing pres-
ence at traditional cross-country
venues. As they say in Montana: “Eat
more lamb—10,000 coyotes can’t be
wrong.”
12 www.mbaction.com
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16. THE MAC ATTACK By Jim McIlvain
Getting Schooled
Y
ou’ve got to listen closely when single carbon-framed
Gary Fisher speaks. He starts bike, although I’m sure
out in a normal speaking tone there were a few in the
and then has a tendency to lower the field. Instead, the bikes
volume as he continues. The listener appeared to be pulled
has to lean in close, turn an ear and from the back of garages
hope there is not too much ambient and pressed into service.
noise competing with Gary’s soft deliv- There were more plat-
ery. Now, you not only listen carefully form pedals than clipless
because of Gary’s low tone, but pedals, and baggy shorts
because you don’t want to miss what far outnumbered Lycra.
this man is saying. Thousand-dollar carbon
Gary has a knack for identifying fiber wheels with sew-up
trends way before they become trends. tires? You’ve got to be kid-
He has done it many times over a ding. I’d be surprised if
career that spans from the pioneering anyone was running tube-
days of our wonderful sport to the less tires.
complexity of the splintered and highly The racing brought me
defined disciplines of the sport today. back to the early days of
So when Gary spoke about the NorCal mountain biking. Here were
High School Mountain Bike Racing riders on oversized junkers
League way back in 2001, I paid atten- borrowed from dad flying
tion. down the trail in contention
The soft-spoken words sounded like for the lead. There was seri-
thunder in the distance. Something big ous dicing going on for 22nd
was coming our way. Eight years of place. There were riders try-
growth have proved that Gary still has ing like mad to make up time
a knack for separating the wheat from after making a miscalculation
the chaff. The NorCal High School on cornering speed and pay-
Mountain Bike Racing League has ing the price. There were rid-
grown every year since its inception, ers finding out this mountain
and it expanded into Southern bike racing stuff wasn’t as
California this year (“Earn A Letter In easy as they thought it was
Mountain Biking,” MBA June 2009). going to be. Overall, there was Racing League is global domination.
I didn’t know what to expect arriv- that overwhelming feeling of discovery Well, at least national domination. And
ing the night before the first round of that I hadn’t felt or seen since my first after seeing the finishers with smiles, a
the Southern California series, but it mountain bike race. few tears and lots of dirt-caked shins,
didn’t take too long to realize Gary was Still buzzing from the positive ener- I’m optimistic that they are going to
again on to something big. Teams hud- gy of that first event, it was hard to accomplish it. The High School
dled around campfires eating pasta and believe my eyes. The story that Mountain Bike Racing League is a won-
getting last-minute tips from their appeared on the front page of the local derful program, not only for the future
coaches. The tips ranged from getting paper’s sports section was a feature on of our sport, but the futures of the young
to the start on time to the next day’s the Channel Islands High School athletes taking part in it.
racing strategy. Goals were set, riders mountain bike team. There it was, If you would like to become involved
encouraged and everyone went off to color photos of a bunch of riders jam- in coaching, volunteering, supporting the
their tents for a good night’s sleep. I min’ during a training ride. The last league or in the future of some fine
couldn’t help but envy these kids. My time cycling was so prominently fea- young riders, you can visit the website
generation didn’t have mountain bikes tured in this paper was two years ago for the NorCal League
in high school, and if we did, there when the Amgen Tour of California (www.norcalmtb.org) or SoCal League
wouldn’t have been coaching like this. passed through Ventura County (and (www.socaldirt.org). And if you get a
These kids are getting off to a great that coverage was skinny tire guys). It chance to talk to Gary Fisher, ask him
start. took the SoCal High School League to what we’ll all be doing eight years from
More teams showed up the next get mountain biking back in the main- now. ❑
morning, and racer turnout was twice stream media and show non-riders
what I was expecting for a first-time what we already know about this great
ched
event. The most obvious difference sport of ours. Jimmy Mac can be rea
between adult mountain bike racing The goal of the NorCal High School (when he is not playing hooky)
.com.
and the High School League was the Mountain Bike Racing League and the at Jamesmac@hi-torque
equipment. I don’t remember seeing a SoCal High School Mountain Bike
16 www.mbaction.com
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20. HARD TALES
Art
Limited Edition
“Johnny T” Print
Tomac Bikes is offering a limited edition print for John “Johnny T”
Tomac fans (and we know there are a lot of you out there). The print
is of a Randy Rigg painting based off a 1995 photo by Tom Moran,
which features Johnny drifting through a corner at the Mammoth
Mountain Kamikaze.
Tomac Bikes will do a limited run of 20 John Tomac autographed
giclee prints on canvas, which will also be signed by the artist. The
prints will cost $250 with $50 of each print going to the Tara Llanas
Road to Recovery Fund.
“My goal was to create a realistic portrayal of Johnny’s racing,”
says artist Randy Rigg. “The painting is just a snapshot of a moment,
but there is this inherent movement that I hope was captured in it.”
The artist himself produces the giclee prints on museum-quality,
acid-free canvas using a high-end archival printing process. They
measure 15-inches-by-20-inches-by-1.25-inches deep and can be hung
as-is or framed.
If you act fast, you might be able to get a print by calling Tomac
Bikes at (402) 261-3988.
Word
E.C. On Retirement
“I’m pretty much retired and focused
Tires on traveling and doing dealer visits for
GT, but I’m riding strong, having a lot of
Sticking Like Glue fun and just keep winning.”
—Eric Carter, after winning the down-
hill championship in Southridge Racing’s 15th Annual
Shimano Winter Series.
Projects
Replica Racer
We already documented the advantages of the Geax
Saguaro tubular tires for 26-inch wheeled bikes
(“Tubular Tires For Mountain Bikes?” MBA March
2009). Geax didn’t want to leave the 29er crowd out of
all the fun and introduced a 29-inch version of the tire Motocross champ Ryan Villopoto and Cannondale donated a
we tested. The tire will sell for $120 at a bike shop near custom Cannondale Moto to use in an auction to raise funds to
you. Can’t find one? Call (800) 223-3207. send three riders to the 2009 U.S. Motocross des Nations (the
Olympics of motocross). We hope Ryan got to ride the bike
before it was auctioned off.
20 www.mbaction.com
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21. People
Faces At The Races
Kelli Emmett Jared Rando Tracy Moseley Sam Hill “Johnny O” O’Mara Georgia Gould
Jill Kintner Christoph Sauser Cody Warren Gee Atherton Emily Batty Todd Wells
Prototype
Santa Cruz’s Stupid Bike
When not designing World Cup-winning
downhill bikes, the guys at Santa Cruz create
their “Stupid Bike” to display at events like the
Sea Otter Classic or the Downieville downhill
race. This year’s creation was made from two
Santa Cruz Bullit frame front triangles, two
RockShox Boxxer World Cup forks, the
Truvativ HammerSchmidt transmission, and
for ultimate versatility, a Crankbrothers Joplin
adjustable height seatpost. From the looks of
the drivetrain, it took some creative thinking to
get the Bullit creation to move.❏
Santa Cruz Bicycles engineer Joe Graney
August 2009 / MOUNTAIN BIKE ACTION 21
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22. HARD TALES
Racing
New Gravity Circuit Debuts
Photos by Jeremiah Dean
As the U.S. National race series has floundered over the
past few years, top riders were forced to focus on successful
regional events, rather than pursuing a national title from
events held across the country. Spearheaded by Jeremiah
Dean, and Kelli Lusk of USA Cycling, the 2009 Pro Gravity
Tour (Pro GRT) was born with the goal of crowning the
United States’ top professional downhillers. The Pro GRT
consists of five races taking place at already scheduled events
at mountain resorts across the country, including three UCI-
sanctioned races. Round 1 of the series was held on the
flowing, technical terrain of Port Angeles, Washington, at
the second stop of the Fluidride Cup series.
For more information on upcoming Pro GRT events,
visit usacycling.org.
Champions: Curtis Keene (left) and Katie Holden captured the
victories at the inaugural Pro Gravity Tour event at the second
round of the Fluidride Cup in Port Angeles, Washington.
Numero uno: Curtis Keene rode his Specialized Demo 8 to victory
at the inaugural Pro Gravity Tour race in Port Angeles, Top spot: Katie Holden was the fastest pro woman at the first
Washington. Keene, 30, traveled from Northern California to race stop of the inaugural Pro GRT event.
in Washington.
22 www.mbaction.com
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24. HARD TALES
Solo project: J.D. Swanguen put together his own race program
for 2009, with sponsors including Intense Cycles, ODI grips, Troy
Lee Designs and Spy Optics. J.D. put down a run good enough
for seventh place.
PRO GRT RESULTS
Men
1. Curtis Keene (Team Keene)
2. Luke Strobel (Team Maxxis)
3. Ryan Condrashoff (X-Fusion-Intense)
4. Andrew Mitchell (CAN)
5. Joey Schusler (Yeti/Fox)
Women
1. Katie Holden (Specialized)
2. Kathy Pruitt (Jamis) Fast times: Twenty-two-year-old
3. Katrina Strand (Oakley) Northern Californian Ryan Condrashoff
4. Abigail Hippely (Yeti) of the X-Fusion/Intense team put down
5. Darian Harvey (Cannondale) a quick run for third place.
24 www.mbaction.com
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26. TRAILGRAMS Kind of a drag: Riders responded in
The question from Dan Newman massive numbers about the phantom
feeling of drag when adjustable travel
about the pedal resistance he felt after forks are slammed. The MBA wreck-
reducing fork travel and the answer ing crew is not done on the subject.
from Dave Weagle (of dw-link fame) in Stay tuned.
our May “Inside Line” generated a ton
of mail. Here are a few of the responses
we received.
I FEEL IT, TOO
I have a Trek Remedy 8 with a Fox
TALAS 36 fork that adjusts from 6.2 inch-
es of travel down to 3.9 inches. Like Dan
Newman from “Inside Line,” I experience
an increase in resistance when I drop the
fork to its lowest travel. It’s not a big
increase in resistance, but it is noticeable.
My previous bike was a Rocky Mountain
Slayer with a Marzocchi Z1 fork. It had
the old ECC cartridge that would lock the
fork into a lowered position. The increase Therefore, those components need to be forks. It doesn’t feel like shifting to a full
in resistance was even more noticeable on adjusted differently when travel is gear higher on the cassette, but there is a
that bike. I have never quantified the per- changed. noticeable difference in effort needed to
formance difference by comparing times, Perhaps a better assessment could be turn the crank (which, psychologically, is
so I don’t even know if there is one. Riding made if we looked at what happens on a not a good thing when struggling up a
with the fork in the lower position makes hardtail fitted with a travel-adjustable steep climb). I have noticed it when climb-
climbing steep hills easier. An added bene- fork. Set the bike up for 6.2 inches of ing steep sidewalks with no change in
fit on the Remedy is it shortens up the travel, ride it and then switch to 3.9 grade. I’m with you Dan!
wheelbase, which makes it easier to get inches of travel. How about it? Brooks Carter
around tight switchbacks. I’ve heard of Ronnie Sittner Moab, Utah
other people talking about the phenome- Randolph, New Jersey
non, so I don’t think Dan and I are Sounds like a great tech story to us. FRONT BRAKE GREMLINS
imagining it. We are on it. I have two forks with a rebound lockout
Roy Miller and one with a TALAS feature. I know
Longmont, Colorado DON’T WANT TO BE A DRAG exactly the feeling Dan Newman was
I ride a 2005 Santa Cruz Blur with a referring to. I would describe it not as dri-
NOT IMAGINED 2003 Marzocchi Bomber Marathon SL vetrain drag, but like somebody is holding
I wanted to respond to Dave Weagle’s ECC5 fork that has five clicks of travel my front brake. The most interesting thing
answer to Dan Newman’s question con- adjustment, and a Fox Float R shock. I is that this is most pronounced on my
cerning pedaling efficiency when lowering have a similar situation as described by hardtail, not the five-inch-travel, full-sus-
the front suspension. It is my contention Dan in his comment. Sometimes when pension trailbikes I ride. The lower the
that the original question has merit. I have climbing I will click my fork adjuster fork is into the travel, the worse the drag
noticed this phenomenon as well, on an just two clicks down from fully open, feels. This is true on a climb or even on a
efficient-pedaling Intense 5.5 EVP. It is so and it feels as if I have shifted to one, if flat road. I can only determine that the
apparent to me that I stopped using a trav- not two, gears higher—even though I am major difference between the bikes is the
el-adjustable fork years ago. I would rather still in my granny! This is a very notice- head angle. The steep head angle on the
adjust my center of gravity by moving my able feeling, and I rarely click the shock hardtail seems more susceptible to this,
weight forward while climbing. A lowered out just for this reason. I have wondered and the slack head angles on my trailbikes
fork on a climb feels like you are trying to for years what causes this sensation, but are not as affected. Perhaps dropping the
ride the bike into the side of the hill. When just figured it must have something to fork to a point where the trail of the front
I ride a bike that is designed for, say, 5.5 do with the geometry change. In most tire is affected, or simply putting weight
inches of travel at 3.9 inches of travel, it situations, partially locking the fork out on the front wheel, creates the phenome-
feels like I’m sliding off the saddle and con- doesn’t give me enough added advantage non and it really has nothing to do with
stantly pushing back on the handlebars. to compensate for the feel of the loss of the rear suspension. My solution is to not
This must substantially increase the gearing, even though locking out makes get the fork too low and just scoot out
weight on the front wheel. a big difference in bike control. onto the tip of my seat for steep grades.
Dave’s reply focused mainly on the Keith Thompson John Weber
effect of the lowered front suspension on Santa Maria, California Buckhannon, West Virginia ❑
the rear suspension design. I would con-
tend that the issue is more the fact that the AMEN, BROTHER
geometry of a frame is changed outside of I want to give an “amen” to what Dan Write us at mbaction@hi-torque.com
its design parameters. His theorizing may Newman said about feeling drag in the or hard copy us at MBA Trailgrams,
hold true if a motor turning the cranks drivetrain when dropping an adjustable 25233 Anza Drive, Valencia, Ca.
propelled the bike. But a rider, who has a fork to a lower travel setting. Dave 91355. Include the town and state
body that needs to be positioned efficiently, Weagle seems to dismiss it by saying that where you live. Trailgrams tip of the
works differently. Different riders may Dan is “superhuman” and that you month: Approach ruts at a 90-degree
build a given bike with different travel would have to have “very tuned-in legs” angle and hop over them. If there are
forks, but the setup would also be differ- to feel the difference. I have noticed this multiple ruts, continue crisscrossing
ent. The stem rise, seat position and other phenomenon on several bikes after over the trail, keep the front end light, stay
adjustments may be very different. seven years of riding adjustable travel off the brakes and skim them.
26 www.mbaction.com
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28. TRAIL MIX
FLYING LOW
I go to school at Fort Lewis College in Durango,
Colorado, which offers some of the best riding
around. This Culvert Gap is conveniently located
on campus. This is me, shortly after I picked up
my new Santa Cruz.
Byron Ingels
Durango, Colorado
FUTURE CHAMP
A picture of a future world downhill champ! Her name is Sara,
and she is two years old.
Andraz-Vide Celigoj
Taos, New Mexico
MILITARY MANEUVERS
Here’s my buddy, Mark Galeno, getting
some serious air in the middle of a casual
ride through the quiet valleys in Kyllburg,
Germany. We’re a group of Air Force indi-
viduals (below) enjoying our weekends
abroad!
John Winn, SSgt, USAF
Spangdahlem AB, Germany
28 www.mbaction.com
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30. TRAIL MIX
FAN MAIL
It is always great to see the big names come down here to
race. Adelmarie Cruz and Dashira Castillo stand between WHY WE RIDE
Adam Craig and Kelli Emmett at a race in Rincon, Puerto My buddy, Russ Karaus, on Porcupine Rim Trail in
Rico. Moab, Utah. Castle Valley is in the background.
Johanna Homs Zeno Troy Hartman
Quebradillas, Puerto Rico Denver, Colorado
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31. TOWER LEDGE
No, I didn’t huck the ledge. I was out there on busi-
ness and had the bike in the car “just in case.” Pretty
much had the place to myself. The trail is Steve’s Loop
at the Kokopelli Trailhead area in Fruita, Colorado.
Not a place for those who don’t like exposure.
John Neiley
Glenwood Springs, Colorado
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32. TRAIL MIX
IN LOVING MEMORY
I ride 24-hour events in Alaina’s honor (she went to heaven in
February 2003). I do the first and last laps with Alaina’s seat on, since
she loved going on bike rides with me. The hand sign you see is sign lan-
guage for “I love you,” something Alaina and I would do as I drove off to
work each day. No, Alaina wasn’t deaf. It was just easier for both of us
to show our love for each other instead of shouting.
Shawn Lester, Alaina’s daddy
Gardnerville, Nevada
WATER-COOLED BOTTOM BRACKET
My son-in-law, Jason, took this photo of me navigating through some early
season snowmelt at Rampart Reservoir (8900 feet up in the Pike National
Forest). A wet spring brought the lake several feet higher and left Jason, my
other son-in-law, Travis, and me facing some very chilly water crossings.
Tim Sanford
Colorado Springs, Colorado
32 www.mbaction.com
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33. PARTING THE WATER
It was a great time on the Womble Trail, part of
the Ouachita National Forest in Mt. Ida, Arkansas.
I DO Unfortunately, about two minutes after this picture
After smuggling an engagement ring into my CamelBak, I loaded up was taken, my rear derailleur was in two pieces.
the bikes and Kat and headed up to Case Mountain in Manchester, My Titus Racer X then became a single-speed for
Connecticut. I had it all set up perfect. We were supposed to reach the the ride back to the parking lot. A spare bike made
summit for sunset, where I would get down on one knee and pop the it an incredible trip.
question. Halfway up the mountain, Kat insisted she knew a shortcut to Jim Shipman
the summit. I figured we would still get to the top by sunset, so I went Tulsa, Oklahoma ❑
along with it. An hour later we were wandering around the woods lost,
and it was getting dark. I traded in the summit at sunset for a trailside BECOME ALMOST FAMOUS
boulder in the pitch-black night. While Kat was looking out for bears We want to make you a star. Here’s how:
and coyotes, I got down on my knee behind her and waited for her to 1) Image file size needs to be 600 KB or larger.
turn around. She turned around and was shocked. After she said yes, 2) Tell us what is going on in your photo
we quickly removed the ring and it went back into the CamelBak for (include names).
safekeeping. After a long, technical downhill in pitch black, we some- 3) Include your name and the city and state where
you live.
how arrived at our truck. At least it’s a good story to tell. 4) E-mail it to Trail Mix (mbaction@hi-torque.com).
Andy Provencher Trail Mix rider of the month: Ray Petro.
Enfield, Connecticut
August 2009 / MOUNTAIN BIKE ACTION 33
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34. THRASH TESTS Thrash test rating:
★★★★★ Perfection
★★★★✩ Delivers above average value and performance
XPEDO MX-11 PLATFORM PEDALS ★★★✩✩ Recommended for intended application
★★✩✩✩ Shows potential but has drawbacks
★★★✩✩ ★✩✩✩✩ Save your hard-earned bucks
For those who don’t clip
Xpedo offers a line of clipless and platform pedals that
look expensive but sell at reasonable prices. The MX-11
Platform pedal is intended for heavy gravity usage.
Tech features: The MX-11 has a CNC-machined alu-
minum body that uses one cartridge bearing and one
bushing to float on a chromoly spindle. A large rubber
seal is employed to keep dirt away from the bearing. The
platform pins are replaceable, and the pedal body can be
had in anodized black/silver, red/pink or green/orange.
The pair weighs 15 ounces. The set sells for $100. You
can reach Xpedo at (800) 221-6655.
After the thrashing: The MX-11’s platform surface is
an ideal size—big enough to find when you are scram-
bling, but not so big that it feels like riding on waffle
irons. The large rubber seal keeps the pedal from freely
spinning when unweighted, making it easier to get your
foot back on the platform and pedaling. Just as nice as
the platform is the pedal’s thin profile that makes for
better obstacle clearance. The pedals turned out to be
tough little critters. We abused them for months without
problems. It would be nice if the pedals included an
extra set of pins with a more aggressive spike for slimy
conditions.
AZONIC WORLD FORCE 09 HANDLEBAR
★★★★✩
Going to great lengths
If you are thinking about trying a wider handlebar, Still, from the first ride, the grips felt like they were in the
the problem is selecting the correct width. The $59.99 right place. A rider used to 27-inch-wide bars felt 30 was
Azonic World Force 09 handlebar takes the guesswork too wide until the second run. The bar feels better with
out of choosing the right one. every mile per hour increase, and the rougher the downhill
Tech features: The Azonic World Force 09 handle- course, the better. We used it with an Azonic Barretta
bars are made for downhill abuse with double-butted, stem, and the duo never slipped. The marks on the ends of
2014-T6 aluminum. They are available for either 31.8- the bar are great for those unsure about using a tape mea-
or 25.4-millimeter clamp size. The bars have a bead- sure. It gets the extra star because Azonic gives you the
blasted finish with a polished grip area for better grip width necessary to experiment. Just don’t be surprised if
adhesion. They have a 3x9-degree sweep, and our black you leave them be.
version weighed 11 ounces
uncut. The bar comes stock in
a 30-inch width and is marked
for easy trimming. You can
reach Azonic at (800) 326-
6325.
After the thrashing: The
bar’s bend and sweep are spot
on if you leave it at the full 30-
inches wide. Who’s going to
leave them that wide? We did,
and that caught us by surprise.
We intended to trim them after
some hours at the full width.
Never happened. The bike was
ridden by riders from five-feet,
ten-inches to six-feet tall, so
smaller pilots might be tempt-
ed to take a little off the sides.
34 www.mbaction.com
www.storemags.com & www.fantamag.com
35. né
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PHOTOS :: COLIN MEAGHER
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maxxis.com
Ready to turn the tables on this year’s XC championships
You can bet your bottom dollar that our XC Aces Geoff Kabush and Marie-Hélène Prémont will be two of the best high rollers on the track, each
with a full house and tires to match. Maxxis’ line of championship XC tires defies the odds and puts the house advantage in your hands... and
the hands of our world class team. Place your bets, because Team Maxxis-Rocky Mountain will be going all in on the circuit this year.
Maxxis tires, podium proven this year and every year.
www.storemags.com & www.fantamag.com
36. THRASH TESTS
AZONIC BARRETTA STEM BIKE BRAKE
★★★✩✩ ★★★✩✩
Wide bars need a firm grip Keep your bike from rolling away
We laughed when we first saw this product. Then we used it
If you plan to run wide handlebars, you are going to be and stopped laughing.
putting more strain on your bike’s stem. The $59.99 Azonic Tech features: The Bike Brake is a rubber band that slips
Barretta Stem was designed to work with Azonic’s World on your handlebar. When you want to set the parking brake,
Force handlebar. you pull the band over the brake lever. It is available with six
Tech features: The Barretta is CNC-machined from 6061 different color highlights to match your bike. The Bike Brake
T6 aluminum. It is 45-millimeters long with no rise. It is sells for $2.99 (postage included) from BikeBrake.com.
available for either 31.8- or 25.4-millimeter diameter handle- After the thrashing: This is a simple product that gets the
bars. It weighs less than nine ounces and is available in job done so effortlessly you’ll wonder how you ever got along
black, red, gray or white. You can reach Azonic at (800) 326- without it. How many times have you leaned your bike against
6325. something, turned your back and heard a crash? The Bike
After the thrashing: This stem is a return to form for Brake eliminates this gut-wrenching experience. We became
Azonic. Their stems from the past few years were solid per- addicted quickly, using it while pumping up the tires, checking
formers, but with nothing that caught your attention. The the suspension settings and every time we leaned the bike
Barretta is eye-catching, and the attention to detail is notice- against anything. The wrecking crew, being the cheapskates
able. The anodizing is as tough as it is beautiful. Each stem that we are, cut up an old tire tube to make our own Bike
looks like the creation of a master machinist. Even the hard- Brake. Didn’t work. It ripped easily, was too thin and needed
ware is custom. There is not an exposed thread to catch on more fussing than it was worth. Hey, we are only talking about
your shorts (or worse). Used with the ultra-wide Azonic $2.99. We already know what our favorite Christmas stocking
World Force 09 handlebar, we found this stem to be more stuffer is going to be for 2009. If you get one to try, we will bet
than up to the job. that you’ll be back to get one for every bike in the garage.
SIXSIXONE RACE BRACE PRO
★★★★✩
Join a support group
If you have injured your ankle while doing a dangerous
sport like skateboarding and want a little more support
while mountain biking, the SixSixOne Race Brace Pro will
act as your support group.
Tech features: The Race Brace Pro uses a criss-cross
design of laces and hook-and-loop straps to wrap a rider’s
ankle. The brace has a ventilated tongue and sides. The
brace sells for $29.95 and comes in small (4-7), medium (8-
10) and large (11-13). You can get more information at
SixSixOne, (888) 520-4888.
After the thrashing: It would be nice to get some
instructions with the Race Brace Pro, because the straps and pedaling or walking. It looks like it is going to be restrictive,
laces can be confusing the first few times you put the brace but you will actually forget you have it on. It cleans up easily
on. It takes a moment to figure it out. The brace fits with a simple wipe down (we would not want to put this
between your sock and shoe. It is thin in the right places, so much hook-and-loop material in a washing machine with
it fits inside your shoe with no problems (we did not use other items). While we are not doctors, to our untrained
the brace with a high-top shoe that might cause fit issues). eyes the Race Brace Pro looks similar to orthopedic braces
Once laced up and with the straps secured, the Race Brace that sell for over $90. At $30, this is cheap insurance for
Pro gives great side-to-side support without interfering with riders with ankle problems.
36 www.mbaction.com
www.storemags.com & www.fantamag.com
37. DT SWISS FR 2350 WHEELS
★★★★★
World Cup-proven wheels
DT Swiss built this wheelset for serious downhillers who
aren’t afraid to ride wide open. The FR 2350s were developed
on the World Cup race circuit with the Santa Cruz Syndicate
Team, and Sam Hill. The FR 2350 wheels are sold indivi-
dually. The front sells for $461, and $623 for the rear.
Tech features: The red DT Swiss’ FR 2350 wheels feature
a 20-millimeter thru-axle front hub, and rear wheels are avail-
able in three different sizes: 135x10-millimeters, 135x12-mil-
limeters, and 150x12-millimeters. The wheelset we reviewed
features the standard front wheel and a 150x12-millimeter
rear wheel. The 32-spoke front wheel features three-cross lac-
ing, DT Pro Lock brass nipples, stainless steel cartridge bear-
ings and is available with a DT Swiss conversion kit with a
DT Swiss Thru-Bolt. Our FR 2350 front wheel weighed 2.35
pounds. The 150x12-millimeter FR 2350 rear wheel features
DT Swiss’ Ratchet System freehub, stainless cartridge bear-
ings, and utilizes a 12-millimeter thru-axle. Our triple-butted,
32-spoke rear wheel weighed 2.8 pounds, and, like the front downhill run we thought, “Uh, oh, there was the hit that’s
wheel, can be converted to DT Swiss’ 10-millimeter Thru-Bolt going to ruin this wheel,” only to get to the bottom and find it
axle. The FR 2350 wheelset includes rim tape, a wheel bag in perfect condition. These experiences gave us the confidence
and centering, too, plus it comes with a two-year warranty. to pin it run after run in training and not be worried when the
DT Swiss USA, (970) 242-9232. time came to put down a race run.
After the thrashing: After months of punishment from Downhill-specific tires have ultra-burly casings and can be a
riding downhill trails all over Southern California and racing headache to mount. They often require a motorcycle tire lever.
at Bootleg Canyon in Boulder City, Nevada, there were only We had no problem mounting downhill tires from Maxxis,
slight dings in the rim. On more than one occasion during a Kenda and Specialized to the FR 2350 wheels. ❑
www.storemags.com & www.fantamag.com
38. INSIDE LINE
Got a question about mountain biking? Send it to “Inside Line” and let some of the most knowledge-
able folks who ride answer it for you. E-mail your question to Inside@hi-torque.com, and we’ll get it
answered.
LOCKED AND LOADED
My bike has a Fox F80 RLC fork, and I ride with it will certainly firm up your ride, but I’m a believer in getting
locked out almost all the time. After taking some hard what you paid for, so use that travel. Sag should be 20 to 25
hits, I have to wonder if riding so much with the fork percent of the travel.
locked out will lead to excessive seal wear or even early A neat test you can do is to set the low-speed compression to
fork failure? If so, would raising the air pressure be a the lightest setting and push on the fork slowly, then turn the
better solution? low-speed compression dial all the way firm and try it again.
Tom Cook You’ll notice it firms up significantly. I personally never use the
Hollister, California lockout feature. Instead, I use the low-speed compression adjuster
A pretty obvious question comes to mind, Tom. Why to firm up for the climbs, and then open it back up for maximum
put up with the weight, complexity and cost of a great plushness on the descents. The advantage I find with using the
fork if you are not going to use it? If you insist, we low-speed adjuster is I still have suspension action if hitting
asked Brian Lindsey, who is Fox Racing Shox’s bumps while climbing, and if I forget to dial down the compres-
Bicycle Service Supervisor to field your question. sion adjuster, I’m still getting plush travel and not having my
Let me answer your question and then give you a little fillings rattled loose from my teeth like I would if I forgot to turn
added advice. What can happen if you ride locked out all off the lockout.
the time? There are a number of possibilities:
1. Premature bushing wear.
When the fork hits a bump, bath oil is forced up between Use it or lose it: Riders who use their fork’s lockout feature too
the stanchion and bushings. If the fork is locked out, this often are missing out on performance and shortening the life of
their fork.
movement is restricted and the oil isn’t being forced up into
the bushings, especially the upper bushings. A thin coat of
oil gets trapped between the stanchion and bushing during
use, and since liquid can’t be compressed, the trapped oil acts
as a cushion between the stanchion and bushing, not allow-
ing the two surfaces to actually touch. If the oil doesn’t make
it to the upper bushing, then the stanchion makes direct con-
tact with the bushing, causing premature wear. Movement is
needed to force the oil up into the bushings. I see this a fair
amount with cross-country riders who over pressurize their
air spring and only use a third of their available travel. The
forks aren’t stroked deep enough into their travel to force the
oil to the upper bushings.
2. Deterioration of the lockout effectiveness.
There is a blow-off built into all the forks Fox makes with
a lockout. This blow-off feature is a spring-loaded check
valve built into the base of the damper assembly. When you
have the fork locked out, you’re cutting off the oil flow to the
compression valving and forcing it through the base valve
when you hit a big enough bump to make it “blow-off.”
Eventually, like any spring, it will fatigue and get softer,
making the lockout softer, since the check valve can open
easier due to less spring force pushing the check valve closed
and keeping the oil from passing through it.
3. Premature oil breakdown.
A lot more force is put on the oil when it is forced through
the blow off rather than the compression valving, causing the
oil to lose viscosity faster.
Now, some ideas for you to take advantage of the perfor-
mance your fork has to offer. Since you have the RLC model,
you have the low-speed compression adjuster, which you
should utilize rather than riding with the lockout on all the
time. If you have issues with brake dive, or even pedal bob to
a certain extent, you can use the low-speed compression
adjuster to control that movement. This will make for an
overall more comfortable ride. Besides, the low-speed com-
pression offers a lot more controlled damping than using the
blow off, which is either open or closed. More air pressure
38 www.mbaction.com
www.storemags.com & www.fantamag.com
40. INSIDE LINE
HELP PAY THE BILLS
I’m 16 years old and ride downhill and love doing
stunts. I’m fast and can do big drops and big jumps.
I have a 25-foot jump in my backyard, and I go to
Mammoth Mountain. I can ride every double black
diamond they have. I live in a small town near Yosemite.
What’s my chance at getting sponsored?
Ryan Sullivan
Groveland, California
Your question, Ryan, is one we get often.
We asked the Santa Cruz Syndicate Team Manager,
Kathy Sessler, to explain how sponsorship works and
the best way to get some.
Sponsorship is given to those who give value in return for
the sponsorship support. Typically, this is in race results,
media exposure and community involvement (such as giving
clinics, developing riders, putting on events and other chari-
table endeavors). As a young rider, you need to find out
what you can give sponsors, not what they can give you. If
you are passionate about what you are doing and can find Fast company (from left): Kirt Voreis, Steve Peat, Santa Cruz
Syndicate Team Manager Kathy Sessler, Hans Rey and Jamie
something valuable to a sponsor, then you may have a Goldman.
chance at getting some sponsorship.
Often this will start at the local level. You may try your etc.). You need a track record of results, and you need to start a
local shops to see if they have interest in what you are doing. portfolio of your media exposure.
But what are you giving them? That is the question. If you A young rider from Australia, 17-year-old Shaun O’Connor,
are good, and fast, as you say, then you need to get to nation- is a perfect example of a hungry, young, talented downhiller who
al events to showcase your talents. That means paying your found his way to Crankworx a few years back. He printed up
way to get out there and be seen. People notice fast guys on a business cards and introduced himself to everyone possible. Of
racetrack when they see the results. Crankworx is a great course, he had some great junior downhill results to back up his
event for this type of thing, as there are a big variety of races talent as a racer. He is now on the international Playbiker Team,
to compete in and lots of media are there. traveling the UCI World Cup downhill circuit. He writes detailed
There are also great programs out there, like Kirt Voreis’ race reports after each event and sends them to all his industry
Santa Cruz Syndicate AllRide Academy. He selects a few contacts. He takes a very professional approach for such a young
young riders each year to work with and helps support and man, and he is continually grateful and gives back far more than
develop them. But you need to get people’s attention, and he takes.
that is through results and media. You need to put yourself If you have the will, find a way to make your passion and
into the circles in which these people are (races, festivals, talent turn into a sponsorship-worthy package.
I think the “guys” you were asking about ceramic bearings
didn’t want to let you in on the scoop. They wanted to hold onto
an advantage.
There are many ceramic bearings available for cycling appli-
cations. All ceramic bearings are not created equally, however.
We put our ceramic bearings through lots of testing to help us
produce the hardest, roundest and most consistent bearing possi-
ble. I’m bragging a little here, but I’ve seen our ceramic bearings
go beyond the charts and scope of a test so the test had to be
ended before damaging the testing equipment. On the other
hand, we have tested ceramic bearings from different suppliers
CERAMICS CLASS that have failed before a quality stainless steel bearing.
Riders I’ve talked to who were early adopters of FSA sources individual components from around the world to
ceramic bearings in their suspension, headset or drive- assemble our ceramic cartridge bearings. We use only high-qual-
train were unhappy with the durability of these bearings, ity retainers and races to prevent friction. Only high-quality
and none of them could honestly say they felt a perfor- grease is specified, because what good are low-friction bearings if
mance difference. More companies are offering ceramic they are only to be bogged down by heavy grease?
bearings as an option, and I’m curious if these ceramic The best place to start upgrading is in the hubs since the
bearings are an improvement over the early versions. wheels are always rolling and can take best advantage of the
Arnie Gerard ceramics, but if you also upgrade to ceramic bearings in your
Quebec, Canada bottom bracket, derailleur pulleys and pedals, you’ll really
Excellent query, Mr. Gerard. We have just the guy notice the difference. And don’t tell your buddies you’ve upgrad-
to field that one. Dae Oh, Full Speed Ahead’s janitor ed. It just might be the difference between riding neck and neck
and sometimes FSA’s Tech Support Manager, doesn’t with them or coming around them at the finish line. FSA
know much about pottery, but he has ceramic bear- believes in the advantages of ceramic bearings because they
ings covered. reduce friction, offer greater durability and are lighter weight. ❑
40 www.mbaction.com
www.storemags.com & www.fantamag.com
42. MBA est
Winning on Performance & Price
The Specialized Epic Expert
Finally, the spotlight has to be turned on the rear suspen-
S
pecialized Bicycles produces seven models in their Epic
cross-country race line. The top offering is the World sion’s swinglink. This little beauty is so compact and so well
Championship-winning S-Works Epic Carbon Disc at a integrated into the bike’s design that it is easy to overlook it
staggering suggested retail price of $8800. While we would all completely. It is beautiful and functional.
love to ride the bike that Christoph Sauser races (he’s the
World Champ), we’ve got to put food on the table and gas in HOW DOES IT PERFORM?
the car. Luckily for us, Specialized understands and brings The setup: Epic riders are required to visit the Specialized
much of the S-Works technology down to the more affordable website and watch the suspension tutorials. Yes, it is a little bit
Epic Expert. of a hassle (make sure you have a pad and paper for taking
notes), but once you set the suspension properly, you will only
WHO IS IT MADE FOR? need to make minor adjustments for trail conditions and you
The Epic Expert is a cross-country race bike that can easily will never have to worry about throwing platform levers dur-
be pressed into service as an all-round trailbike, provided your ing a ride.
Moving out: The Expert’s frame tubes are compact,
so the bike feels small between your legs. This
diminutive size makes the bike feel racy from the get
go. The moderately narrow handlebar and generous
top-tube length position the rider in an aggressive
mode, with the rider’s weight biased towards the
rear. The Expert bucks the trend of early Epics that
felt high in the rear. Where we used to wish
for another half inch of fork travel, this
bike feels more balanced.
Pedaling performance: In a
word, amazing. The bike moves
out like a hardtail and soaks up
trail chatter like a dual-suspen-
sion bike, all at the same time.
The frame allows you to throw
the bike from side to side
between your legs for out-of-
the-saddle bursts, but the bike
reacts better if you stay in the
saddle. That cool little swinglink?
It does a lot more than look pretty.
The little powerhouse kills flex before it
happens. We adjusted the shock’s Brain Fade
trails do not require long travel for continuous rocks, ruts and adjustment to full platform for our hard-packed trail condi-
bumps or slack steering for ultra-steep descending. tions. Riders in muddy or soft conditions can back it out a
few clicks.
WHAT IS IT MADE FROM? Cornering: The Expert is quick and nimble. Specialized
The Expert is one of only two bikes in the Epic line that settled on cross-country race geometry that allows the bike
come with aluminum frames (all the others are carbon fiber). to change directions instantaneously for that quick pass or
The aluminum is Specialized’s own alloy blend, and the tubes to avoid an obstacle. This geometry gives up some stability
have been formed to look identical to the flowy lines of the and confidence in fast corners, but Specialized throws in a
carbon Epics. The suspension pivots use sealed cartridge bear- low bottom bracket height to limit your losses.
ings, and you get a replaceable derailleur hanger. Climbing: The Epic doesn’t care if your style is smooth,
fluid spinning or big-ring gear mashing. It responds equally
WHICH COMPONENTS STAND OUT? well either way. It does reward you for staying seated,
All of them. The tiny Specialized AFR shock with the though, as your seated weight keeps the rear tire from slip-
remote Brain inertia valve is refined to the point where it is ping during the power stroke. A lowering of your shoulders
hard to imagine what Specialized can do next. Specialized uses is all it takes to keep the front wheel in contact with the
their clout to get almost every component supplier to make earth on steep climbs or tricky switchbacks.
concessions. Brakes get carbon upgrades. Cranks come in dif- Descending: The Expert will sail down singletrack with
ferent lengths, depending on the bike’s size. The brake rotor the best of the cross-country race bikes, but when things
size is wheel-specific (larger in the front, smaller in the rear). turn ultra-steep you won’t have the confidence that comes
The hubs are made for Specialized. And when Specialized with the long-travel and fat tires found on a trailbike. Still,
couldn’t get the performance they wanted from a supplier, they the excellent suspension components, solid chassis, superior
made it themselves. That includes this bike’s saddle, seatpost, brakes and the bike’s light weight all work together to get
bar, grips, stem, headset and tires. you down the mountain.
42 www.mbaction.com
www.storemags.com & www.fantamag.com
43. Balancing act: The
Specialized Epic Expert
bucks the trend of early
Epics that felt high in the
rear. Where we used to
wish for another half-inch
of fork travel, this bike
feels more balanced.
August 2009 / MOUNTAIN BIKE ACTION 43
www.storemags.com & www.fantamag.com
44. Winning
TRICKS, UPGRADES OR TIPS?
The shock’s Brain Fade and rebound adjustment require
experimentation. What feels like the shock topping out (nor-
mally cured by increasing rebound damping) may actually
require backing off the Brain Fade. We suggest your first ride on
the Expert (or any Epic model) be confined to a short loop
where you can log multiple laps while experimenting with the
suspension settings. Once you find the ride you want, the
reward is you never have to touch it during your rides or races.
If you plan to use your Epic for trail riding instead of racing,
you might consider a slightly longer travel fork and a wider
handlebar. This would slow down the steering and make steep
descents more manageable. But don’t make any changes until
you have spent some time on the bike. It is very possible that it
will serve your trail riding requirements in stock form.
BUYING ADVICE
Forget that the Expert costs less than half the S-Works Epic’s
$8800 price tag. And don’t let that guy who spent twice as
much on his bike intimidate you. The Epic Expert is a competi-
tive cross-country race bike right out of the box. If you can’t
win aboard this bike, you simply can’t blame your equipment.
It is versatile, and the aluminum frame makes it strong
enough to serve as your everyday trailbike for years to come. If
the trails you ride are fun and flowy, why carry the extra bulk
of a trailbike when the Expert will get you to ride’s end faster Uphill burst: Combine the Epic Expert’s pedaling performance
and more efficiently? with the race-oriented Specialized Fast Trak tires and you have
Finally, the Expert comes from a solid company that stands a bike built to win.
behind its products and boasts a massive dealer network. This
fact should not be discounted if you plan to race, rage and ride
your new bike for the next five years. The Specialized Epic
Expert is an amazing combination of price, proven performance SPECIALIZED EPIC EXPERT
and passion. This bike earns the MBA wrecking crew’s “highly Price $3900
recommended” status. You won’t be disappointed. ❑ Country of origin Taiwan
Weight 25.8 pounds
Hotline (408) 779-6229
Frame tested 17.5" (medium)
Bottom bracket height 12.75"
Chainstay length 16.75"
Top tube length 23.5"
Head angle 70°
Seat angle 74.2°
Standover height 28.5"
Wheelbase 43"
Suspension travel (front) 3.9"
Suspension travel (rear) 3.9"
Frame material Aluminum
Fork RockShox SID Race
Shock Specialized AFR
Rims DT Swiss X420S
Tires S-Works Fast Trak LK (2.0")
Hub Specialized Hi Lo disc (f), DT Swiss 370
Brakes Avid Elixir R Carbon SL
Crankset Shimano XT Hollowtech II
Shifters SRAM X.9
Handlebar Specialized XC low rise (25.5")
Front derailleur Shimano SLX
Rear derailleur SRAM X.9
Special delivery (clockwise from top left): The suspen-
sion’s Brain with blue Brain Fade adjuster, Specialized’s own Chainrings Shimano (44/32/22)
DMD (Direct Mount Derailleur) positions the front derailleur Cassette Shimano (11-34)
on the swingarm, a tight fit for the rear brake and Brain, Pedals None (weighed with Shimano XTR)
flowy frame tubes and the little shock that does a big job.
44 www.mbaction.com
www.storemags.com & www.fantamag.com
46. How Handlebar Width
Affects Your Ride
MBA TECHNICAL
A back-to-back, bar-to-bar ride comparison
Bar brawl: Four bars with a width (from
left) of 27 inches, 26 inches, 25 inches and
24 inches make the same bike react very
differently. Which width is best for you?
and durability. This handlebar comes
T
he trend towards riding with riding destination, the park serves our
wider handlebars came from in a 27-inch width, so it was perfect comparison needs perfectly with a 1.2-
where most mountain biking for our comparison. Once Race Face mile course that includes rocks, sand,
innovations come from—the fringes. graciously donated four of the $110 steep climbs, tight turns and fast
Single-speed mountain bikers adopted handlebars for our bar-to-bar compari- descents, allowing us to ride short laps
wide bars early on to increase leverage son, we were in business. (essential for comparisons) and experi-
for those make-it-or-break-it climbs. One handlebar was left at the full ence a little bit of everything a trail rider
More recently, the most elite downhill 27-inches wide. The other Race Face would encounter (except water cross-
racers in the world have been clamping Next XC 3/4 low-rise handlebars were ings).
up wider and wider bars to slow down cut to 26-, 25- and 24-inches wide.
the way the front end reacts through The next step was to mount the four WIDE LOAD
rocky and rough sections. bars on the MBA test fleet. The MBA One question we had going into this
Where bar width was an afterthought test fleet consists of four identical experiment was answered on the second
just a few years ago, it is now a studied Specialized Stumpjumper Comps that lap: Can a rider feel a difference with a
tuning option for everyone from cross- we press into service for comparison handlebar that is trimmed a mere half
country racers to dual-slalom racers. We testing. Why not simply swap bars on inch on each side? The surprising answer
recently added the bar type and width to one bike? While changing handlebars is yes. There is a marked difference in
the bike specification chart in every bike is a simple and quick procedure, espe- the ride quality and rider position with
test. So why is bar width so important, cially if they are equipped with each width. The difference was so pro-
and how does it affect your bike? Glad Specialized’s XC Locking Grips, it is nounced that it was easy to identify the
you asked. still not as fast as jumping from one width of the bar after just a few turns.
bike to the other. The MBA test fleet is This was a relief, because a compari-
GOING BAR-TO-BAR the best way to make back-to-back son where there is not much of a differ-
We recently tested a Race Face Next comparisons. ence is boring and a waste of time. The
XC 3/4 low-rise handlebar (July 2009, We loaded up the bikes and headed bar width comparison was neither. We
“Thrash Test”) and came away thor- to Corriganville Park in Simi Valley, have broken down the feedback on each
oughly impressed with its ride quality California. While not a recommended bar width.
46 www.mbaction.com
www.storemags.com & www.fantamag.com
47. THE 27-INCH BAR
Moving along: The 26-inch-wide
THE 26-INCH BAR bar gives the rider a slightly better
connection with the trail than the
XL. You become more in touch with
the trail surface and its irregularities.
Steering is precise but not overly
quick, and you still get the benefit of
an open chest cavity.
Climbing: This large bar offers
powerful leverage while climbing out
of the saddle, but it is not as easy to
loft the front wheel accidentally
while climbing in the saddle. It is
easy to hold your intended line.
Sand: It tracked straight and felt
ultra stable.
Descending: The 26-inch-wide bar
slows down the input from hitting
rocks, ruts and roots at speed. This
bar softens blows, and riders could
hold their lines, even through techni-
Moving along: The 27-inch-wide cal sections.
bar stretches out the rider position Clearance: The reduction of a half
and opens up the rider’s chest cavity. inch on each side of the bar helps
It may be psychological, but riders make this bar a lot easier to ride on
felt they could breathe better with the thick trails lined with bushes, trees
wide bar. The front feels light, and and rock faces.
the added leverage makes it easy to
oversteer if you’re not careful. Rough
trail seems smoother, as rocks and THE 25-INCH BAR
roots don’t easily deflect the front
wheel. This bar allows for plenty of
hand positions (on the grips, on top bike tracks straight while hammering
of the brake levers, or inside the in the seated position, and there is a
brake and shift levers). power stroke feeling you get with
Climbing: A rider feels like he your elbows tucked in and pulling
magically gains two horsepower when back on the grips.
grabbing the 27-inch-wide bar and Climbing: The bike felt different
powering up a climb out of the saddle. on the climbs. Forget the big ring
The added leverage that the wide bar torqueing. Stay in the saddle and
offers while rocking the bike up the spin. There is a good bend in your
climbs (or during a sprint) allows you elbows, and there is more emphasis
to grab another gear and muscle it. on pedaling technique than upper
Some care needs to be taken with in- body muscles. The front wheel stays
the-saddle climbing, because the front in better contact with the trail sur-
end feels lighter and it is slightly easi- face, especially when the going gets
er to loft the front wheel. steep.
Sand: The 27-inch-wide bar trans- Sand: You have to keep a light
formed the Stumpjumper into a 29er touch on the grips and keep your
in the sand. It tracked straight and weight back. The front wheel has the
felt ultra-stable. tendency to wander if you don’t con-
Descending: This bar slows down centrate on keeping it pointed
the input from hitting rocks, ruts and straight.
roots at speed. The wide bar seems to Descending: The bike felt more
soften the hits because, while it is not nervous on the downhills, and the
something you’d classify as flexy, the rider felt every rut and surface
wider bar offers more give with the change. Riders found themselves
rider’s weight farther away from the Moving along: The 25-inch-wide more concerned with searching for
handlebar stem. bar felt familiar, like the bar that the smoothest line and steering away
Clearance: This big guys’ largest comes stock on a medium-sized from obstacles.
fault is that you scrape your hands on Stumpjumper (which is actually 25.5- Clearance: We didn’t even brush
every bush, tree or rock face that may inches wide). After riding the larger our arms on the same bushes that
line a tight section of trail. These bars bars, riders felt like they were pinch- grabbed our hands with the two
are so wide that even riding close to ing their shoulders with this bar. The larger bars.
other riders is a learning experience.
August 2009 / MOUNTAIN BIKE ACTION 47
www.storemags.com & www.fantamag.com
