Specialized Enduro SL Pro Carbon

The Specialized Enduro SL Pro Carbon represents the near top of the line for Specialized. With the S-Works planted up top and two lower aluminum based models below (Expert and Comp), the $5,500 complete bike features a carbon front triangle, top end components and the latest from Specialized in suspension. The previous Enduro saw a more traditional rocker design with the 160mm dual crown Specialized fork. In 2010, Specialized dropped the dual crown (a great move on their part) and went to the FSR linkage you see in these pictures. The idea…make the bike light enough to take on all day mountain rides but capable enough when gravity set in to appeal to the more technical, fast downhill crowd.

From Specialized.com:

Where XC and DH collide, you’ll find the lightweight Enduro SL—the most capable All Mountain bike that lets you climb without crying and rail in the technical terrain. If you want to ride the whole mountain and really own it, the Enduro’s six-inch travel frame, adjustable travel fork, position-sensitive rear shock and remote-adjust seatpost give you the skills to get the job done (though you’ll need a little talent on your own).

Component and Frame Highlights:

• Specialized Command Post 3-position adjustable-height seatpost with remote lever for on-the-fly changes to riding stance.
• Shimano XT 2-piece crankset with Gamut 22/36 shift guide for a stiff, durable and efficient power transfer from your legs to the rear wheel.
• New for 2010 Specialized Enduro FACT IS-constructed 10m carbon frame with M5 alloy rear triangle is the centerpiece of an all-new 160mm travel design with sealed cartridge bearing pivots, ISCG mount and replaceable derailleur hanger.
• Specialized E160TA fork with carbon steerer/crown assembly and Maxle Lite thru-axle delivers 160-135mm adjustable travel with external rebound/compression to devour singletrack with surgical accuracy.
• Custom Fox RP23 rear shock features position-sensitve Boost Valve damping for better bottom-out control, plus 3-position ProPedal adjustment for comprehensive tunability on climbs and descents.
• SRAM X.0 an X.9 Shifting
• Specialized Roval Traverse AL Wheelset
• Avid Elixir CR SL Brakes (203mm front and 185mm rear)
• 66.5 degree head tube angle
• 69.5 degree seat tube angle
• Bike Weight As Tested: 29.42 lbs.

At sub 30 pounds fully built, the Specialized Enduro SL Pro Carbon represents a growing trend in AM mountain bikes hitting the lighter end of the spectrum.

Hitting The Trail: Specialized Enduro SL Pro Carbon

The Enduro SL Pro Carbon is a unique bike. When Specialized set out to design the new Enduro, they really strived to bring out the downhill abilities that riders in this category love, while realizing they were going to give up some on the climbing end. With the slack 66.5 degree head tube angle on the Enduro, you get the long wheelbase, stable ride that you come to expect out of this travel range and higher, but you also get the lightweight maneuverability of lighter rigs.

Initial Setup: Specialized Enduro SL Pro Carbon

The initial setup process on the Enduro is just as easy as any other mountain bike. With an adjustable seat post from Specialized as a standard part in the build (Gravity Dropper pictured in some pictures), you can set the seat height and forget about it throughout the ride. On the non-drive side of the rocker, there is a sag indicator set at 25% and 33% to make pressure adjustments on the rear shock an easy process. To get to the 25% sag range, I found that I had to run higher pressures than I am used to on a RP23. At 185 lbs. riding weight, I was running 220 psi in the rear. For big mountain days, I lowered that down to 200-210 psi to get into the 33% sag range.

The outer shell of the main frame carbon is durable and holds up against rock hits, but you will want to use 3M tape or some other frame protectant on all contact points as scratches from cable rub show up pretty easily on the dull gray finish.

Climbing and Flats: The Long Haul

The Enduro is really most comfortable with long, technical ascents that are not a race to the top. With the slacker angles than you find on most 160mm frames, you end up sitting more back and upright which gives you a ton of traction at the sacrifice of climbing efficiency. I found that the super plush rear end of the Enduro really needed ProPedal engaged for smoother/rolling climbing, but if you are in rooty, rocky, technical climbing situations, the increased traction keeps the rear end planted without much pedal induced bob (uncontrollable suspension movement while pedaling). You sit low in the travel, but the bike stays controlled. Standing up and hammering isn’t really an option as weighting the rear end like that really starts to make it sink while climbing.

Your best bet, pick a little bit easier gear and get into a rhythm. You are not going to be the first rider to crest the peak, but you are going to want to be the first one headed down. The good news…while this bike is not a lightning climber, you do get the added benefit of it being pretty light so you are not pushing the bike like you would a typical 35-36 pound rig. Over the course of a long day in the saddle, that decreased weight does make a difference.

Over rolling terrain and flats, the Enduro is a little bit slower than most 160mm travel frames. With the plush suspension setup and slack layout, the Enduro is not the quickest accelerator without the aid of gravity to push you forward, so just like with climbing…just settle into a rhythm.

Downhill: Ready to open it up?

When talking with the Specialized engineers about the new Enduro, they specifically stated that they knew climbing efficiency was going to suffer some because they really wanted to open this bike up when gravity took over. When you get the Enduro pointed down, you get a chance to see exactly what those engineers had in mind.

The FSR suspension setup on the Enduro is SUPER plush. With a very linear feeling throughout the stroke, the rear end of the Enduro stays planted over big rocks and trail obstacles to the point that you feel like you can run over just about anything. The aluminum rear end mated to the carbon front is very stiff and holds a line incredibly well with the longer wheelbase and slack angles.

When navigating really tight switchbacks and turns, you do have to maneuver the bike a little bit harder than some other 160mm travel frames, but when things really open up…the bike just flat out flies. Every time I hit the brakes, you could almost feel the bike cringe and scream “No!” as it is best at high speed chop. Just let go of the brake levers and let her loose…you’ll be glad you did. It even got to the point that some of the guys riding behind me said, “I could tell when you just let go of the brakes. You were gone.”

Over bigger drops, jumps and stunts, the Enduro is very stable and more capable than most of the 160mm travel frames I have ridden. In certain cases, it actually feels like it has more travel than quoted with a bottomless feel over longer technical runs. The lightweight construction makes pickup and drop moves a lot easier if quick adjustments need to be made.

Under smooth, fast descents, the slow accelerating characteristics that you see on the flats and climbs is completely gone. Out of the saddle hammering when you have the front end pointed down is fast and responsive. I actually found myself manualing out of tight turns as the bike just wants to lung forward when the hammer is dropped. The 36T front 2×9 setup was perfect for accelerating hard out of turns and slow technical sections and I found it is probably the perfect 2×9 setup for 160mm travel rigs.

Overall Thoughts: Specialized Enduro SL Pro Carbon

The Specialized Enduro SL Pro Carbon is one of those bikes that I do not want to send back. The changes Specialized made to this bike for 2010 are dead on with my personal riding style which includes long days in the saddle where climbing is just a means to and end…the trip back down. If you are a rider that is looking for an extremely capable downhill machine that will get you to the top of the hill without a shuttle, the Specialized Enduro is a great fit. The sub 30 pound weight is going to catch the eyes of some 5.5″ travel mountain bikers, but the reality is the weight loss is just to not tire out riders whose real joy comes from not keeping up with the fast climbers…but killing it on technical terrain on the way down.

Simply put…the Specialized Enduro is just a blast to ride.

Positives: Specialized Enduro SL Pro Carbon

• Super plush, linear suspension perfect for rough, technical descents
• Long wheelbase and slack angles create a stable and capable downhiller (more than typical 160mm travel rigs)
• Lightweight construction saves energy on the climbs
• Stiff, high quality build
• An extremely capable and versatile bike for big mountain riders
• Strong component group package with single crown fork

Negatives: Specialized Enduro Pro Carbon

• Not the fastest climber out of the 160mm mountain bikes
• Lightweight can be misleading to some potential buyers that should look at the Stumpjumper FSR
• Pricey: Other models available but $5,500 may be too much for a lot of riders
• Love/Hate looks: Some love the new frame design while others don’t. Personal preference.

If you are a rider that loves long climbs to long, fast descents…head to your local Specialized dealer and check out the Enduro. It should be on your short list of options.

To bring back an old mountain bike legend like the Jekyll, Cannondale knew they couldn’t bring just another run of the mill trail bike to the trail. Instead, they brought a one of a kind pull shock (like the Scott Genius but a little bit different) and adjustable travel to the mix.

2011 Cannondale Jekyll – Adjustable Pull Shock

Cannondale wanted to bring a bike to the market that climbed like a cross country bike but downhilled like an all mountain monster. The result: a bike that is adjustable from 90mm to 150mm on the rear end with a unique pull shock that has completely separate damping, rebound and compression circuits for each travel level.

Check out this vid from BikeMag.com to find out more:

Now…Cannondale is not the first company to try a pull shock and definitely not the first to try out adjustable travel. Typically, bikes that try to do everything, end up riding some trail conditions ok, but they had to sacrifice too much to achieve the adjust-ability.

Personally, I can not see how a bike can change from 90mm to 150mm of rear wheel travel and do either really well. That is just too big of a switch. If the bike was 130mm to 160mm…maybe…but we live in a different mountain biking world today that we used to. We live in a dirt world where 100mm to 120mm is now the race preference outside of a hardtail for 26″ bikes, so why did Cannondale pick 90mm?

It will be interesting to see what comes of this unique ride over the coming months as more riders get a chance to throw a leg over this unique, carbon bike.

Turner 5.Spot Mountain Bike Frame

From TurnerBikes.com

Travel: 5.5 inches { 140 millimeters }
Class: enduro trail / adventure xc
Specifications: Shock: Fox RP23 { 7.5×2 }
Front Derailleur: 34.9mm { traditional top-pull only }
Note: Dual pull will work with modification. see tech page for details.
Stock Colors: charcoal metallic grey • sangria • raw

The all new 140mm travel trail bike harmonizes the intuitive handling and incredible versatility of the older 5 Spot to a higher level with the addition of the dw-link for 2009. Turner revolutionized the trail bike class in 2003 and now, five years later, Turner’s newest trail bike continues to be the leader with world class Turner geometry and unparalleled quality.

Now riders can experience the incredible efficiency of dw-link rear suspension combined with Turners superior chassis integrity and award winning handling. Descending with the newest 5 Spot will give you the confidence to conquer almost any terrain with active braking and a perfectly engineered linkage ratio in the 140mm trail bike class.

Related Turner Links:
Interview with Dave Turner
History of Turner Bikes

During this review period, the Turner 5.Spot frame was used as a test mule for multiple products we were reviewing on Bike198.com…specifically forks, brakes and wheels.

Turner 5.Spot Frame and Setup

Setting up a Turner 5.Spot out of the box is what you would expect out of building up a mountain bike. One thing that many riders may not be used to is having to use full length cable housing. There are no cable mounts for ferrules down the frame like you find on most conventional mountain bike frames. I actually like the full length housing as it provides for better protection of the shifting cables and more consistent shifting over time.

I actually ended up running the rear derailleur cable/housing differently than the suggested way by Turner Bikes. By wrapping that cable with my cheap chainstay protector (an old tube and electrical tape), I was able to run the RD cable under the front derailleur and completely out of the way as you can see in the picture.

I already had a dual pull derailleur in stock, so I had to make the slight modification that Turner Bikes mentions in the specs. Basically, the rear triangle can hit cable retaining arm of these style front derailleurs, so you have to cut off that arm of the FD. Not that big of a deal really as I never used that arm in the past. It just requires a slight modification to make sure there is adequate clearance during suspension movement.

The rear brake setup is moved to a post mount design on the new 5.Spot. This is where the industry has already headed for the fork market, so it is nice to see the same on the rear end of the Turner. I expect to see more frame and bike manufacturers make this switch in the near future.

All of the pivots on Turner frames are bushings, so if you are used to bearings…the maintenance process is a little bit different. Each of the pivot locations have a grease fitting for easy lubing, but the pivots are also pretty easy to get apart and maintenance if you are a “do-it-yourself” wrench.

The rear tire clearance on the Turner 5.Spot is enough to fit a 2.4 Schwalbe Big Betty with room for mud and debris. On a 5.5″ mountain bike frame, I do not see anyone running a bigger tire than that…so there is adequate room to fit just about any tire you need to in the DW-Link styled rear triangle.

Overall weight on my builds were tipping the scales at the 30 lbs range. Keep in mind…I run heavier tires and a Gravity Dropper, so my weights are typically heavier than the average. I would expect that most weights on 5.Spot builds are closer to the 27-29 pound range with typical XC/AM styled components and rubber.

Turner 5.Spot On The Trail

Having been the previous owner of a Turner with the TNT, 4 bar design and having ridden a dozen or so Turners in the past, I was really interested to get my leg over the new DW-Link 5.Spot to see if that genuine Turner feel was still there. For those that have never pedaled a Turner on the trail before, the Turner bike lineup has a unique feel to it that I do not get on other sleds.

Descending On The Turner 5.Spot

Descending on the Turner 5.Spot was two different animals. With a 160mm fork bolted up, the bike was an AM monster that was ready to soak up technical trail and steep descents with ease. The unified rear triangle and short links provided and extremely stiff rear end that tracked straight every time. The new DW-Link suspension design handled sharp, bigger hits much better than the previous TNT as I didn’t notice any real bucking action of the rear suspension. These sudden, larger hits were just soaked up as you continued to traverse rough terrain.

The suspension is plush, but not so plush that you are blowing through travel. It seems its most comfortable about mid travel without an uncontrolled wallowing effect. You are able to using the mid travel of the suspension to press into the trail and use the bikes traction and stiffness.

With a 140mm fork bolted up, the Turner 5.Spot gets a racier feel with quick turning. This is to be expected when changing the geometry with different fork lengths. The turning on the Turner 5.Spot was not twitchy but controlled. Even with the 140mm fork, your body weight is more centered on the bike which makes it easy to get your weight back in descending situations.

Medium drops and jumps were handled easily with no harsh bottom outs. The stiff rear end on the Turner keeps landings straight and smooth…even when you get your rear wheel off track and land slightly sideways. With the 160mm fork, the 5.Spot is really capable of taking larger hits…so much so…that it was actually reminding me of some of the 6″ bikes I have owned in the past.

Under hard braking at speed, the suspension did not stiffen up like you find on single pivots and other suspension designs. You are able to control your traction ans speed accurately with the DW-Link suspension, and this makes descending more controlled and faster over the long haul.

Climbing On The Turner 5.Spot

With your weight more centered over the frame on the 5.Spot, it is easy to tackle technical climbing. Front end lifts and front weight shifting is accomplished effortlessly and technical climbing is really where this bike calls home. On faster, less rough conditions, I found the 5.Spot to be a little bit slower than some of the racier 5.5″ trail bikes on the market. The increased weight and more upright climbing position leans itself more towards an AM feel than a lightweight, racer with your weight biased towards the front of the bike.

Pedal induced suspension bob was virtually unnoticeable. The suspension was active during climbing providing adequate grip for changing trail conditions, but I never felt like the suspension was robbing me of any extra energy due to unneeded motion. The plush platform with efficient suspension control allowed me to just leave the ProPedal on the Fox RP23 off unless we were on long forest service roads. When you stand up to hammer, the suspension semi-squats to allow for traction without completely sucking down and robbing energy.

The Turner 5.Spot was an efficient climber in technical riding situations, but not a race to the top bike. It really is better an general riding and super tech than being a weight-weenie 5.5″ bike.

Overall Thoughts On The Turner 5.Spot Mountain Bike

Turner Bikes stepped it up again with the new 5.Spot. The versatility of this frame is going to make it perfect for the rider that needs a 5.5″ frame but likes to take it to the technical end of riding…or wants to extend their riding ability to include that type of riding. As with all Turners, there is very little flash. You get basic stickers, a durable powder coating job and above and beyond customer service and build quality. The frame is a little bit heavier than the typical 5.5″ travel frame being released today, but…for that weight increase…you get an extremely durable and capable 5.5″ frame.

I actually enjoyed this bike so much…that I bought one. I need a 5.5″ frame that is capable in a wide range of riding conditions and I am not an XC racer. Even when I jump out and try to hang with the sprinters or endurance guys…I get on a short travel 29er like the Jet 9 from Niner. For my everyday riding, it does not get much better than the Turner 5.Spot.

What I Liked About The 5.Spot

• Very Versatile Frame For Multiple Riding Conditions
• Dependable, Durable Frame
• Stiff Rear End That Tracks Straight
• Plush Suspension That Does Not Rob Climbing Efficiency
• Excellent Customer Service
• American Made at Sapa
• Still Has The Unique Turner Feel

What I Didn’t Like About The 5.Spot

• Expensive – $2,500 for the frame brings you to the top of the boutique market
• Some Will Not Like Full Length Housing

In Comparison With Other DW-Links: It is natural to compare this bike to the other DW-Link 5.5″ suspensions on the market. Here are my thoughts. The Turner is not quite as plush as the Ibis Mojo, but it is much stiffer in technical riding. While it might not be as plush, the suspension does feel more controlled mid travel, so what you give up in the slight amount of plushness decrease you gain in suspension control and stiffness. The Pivot Mach 5 is just about (or the same) as stiff, but the suspension design has a racier feel with stiffer initial and mid stroke.

After a talk with Chris Sugai over at Niner Bikes (check out our interview with Chris here), Bike198 got one of these unique 29er’s in to review and started putting it through the paces starting in September. This unique ride was taken through everything from fast cross country to light freeride to see how it would handle a wide range of riding styles.

Specs on the Niner W.F.O. 9 Review Bike

• Full XT drivetrain, brakes and cranks (setup 2×9 w/Shadow rear derailleur)
• Marzocchi 44 TST2 (15mm TA and Tapered Steerer Tube)
• Fox RP23
• Chris King hubs on Notubes.com ZTR Flow rims (135mm spacing rear)
• Niner Flat 9 Bar
• Ergon GE1 Grips
• Panaracer Rampage Tires 29×2.35
• 32.45 lbs built w/Gravity Dropper adjustable seatpost
• The W.F.O. 9 frame retails for $1899.00 (135mm) or $2099.00 (150mm) and includes rear shock, headset and reducers.
• Available in Vana White or Milk Dud Anodized (review bike)

More from NinerBikes.com

Wide, Full Open. That’s what the name means. Let ‘er go, full throttle, don’t slow down for anything, that’s what the name implies. With 5.5” of plush CVA™ suspension technology underfoot, there’s nothing stopping those 29” wheels except the human instinct to live another day.

The W.F.O. 9 went through exhaustive testing and refining, including a first for a 29er frame: a tapered headtube for increased front end stiffness and strength. We thought about all of the ways people might take advantage of having 5.5” of travel coupled with a 29” wheel, and we designed the W.F.O. 9 to handle them all. A custom S-bend hydroformed downtube allows the use of both coil and piggyback shocks, offset bottom linkage makes room for an ISCG mount, making this frame the first 29er to be compatible with the all new SRAM Hammerschmidt system and other chain guide systems and an optional 150mm rear spacing increases rear wheel strength and stiffness. Best of all, build it how you want. Order the W.F.O. 9 with 135 or 150 rear spacing and then choose from our shock options or order without a shock.

Whatever your needs, from aggressive all mountain to big hit, the W.F.O. 9 will keep you pinned all the way down some of the gnarliest terrain you can throw at it.

The Niner W.F.O. 9 Frame

The hydroformed frame is beautiful. With nicely laid out welds and lightly bent tubes, you get a strong frame that looks great and has a host of extra features included. The first thing I noticed is that Niner really future proofed this frame to accept the trends in the AM category of mountain biking. There are ISCG tabs to install chain guides (and the new Hammerschmidt from SRAM), top tube routing for adjustable seat posts and the option of 150mm rear spacing with the Maxle rear thru axle. If you can think up of your “dream configuration”, this frame can handle whatever you throw at it.

Rear end tire clearance is almost wide open. With the 2.35 Panaracer Rampages spec’ed with the bike, there was still adequate room for mud and even a bigger tire. With the new 2.4 29er tires hitting the market this year, you will be set to mount up any rubber you want to on this frame.

Up front, the Niner W.F.O. 9 sports a tapered steerer tube to increase overall stiffness. For me, the jury is still out on the tapered steerer tube as I agree with the mechanics, but am not too fond of the “new standard” that just increases the options in the fork industry that already has high upfront engineering and tooling costs. That said…the industry is moving in that direction almost across the board, so Niner is not the only one adopting this new setup.

The ano finish is extremely durable and even after a lot of heavy rock runs…it shows very little sign of wear and tear.

Note: At this point in time, the Marzocchi 44 TST2 (140mm travel, 32mm stanchions) is pretty much the only option for suspension forks on this frame. So far, I haven’t been incredibly happy with the performance out of this fork and I don’t feel that it can keep up with this frame. Ideally, I would like to see Fox Racing Shox or RockShox come out with a 36mm (35mm for RockShox) fork for 29ers to handle this abuse. The TST2 adjustment cap even fell off on the second ride and I never could get the fork to act right. For the purposes of this review, I am going to try to keep the performance of the fork separate from the bike. We will get better options for this frame in the future.

Riding The Niner W.F.O. 9

After a few shake down rides, I got the bike all dialed in and ready to take on a wide range of trail systems. This bike covered everything from pure xc trails to light FR to even dirt jumps. The only changes I made to the stock setup was swapping out the supplied 90mm stem for a 70mm to handle larger hits better and the addition of a Gravity Dropper adjustable seatpost like you see in the picture. I initially rode the W.F.O. 9 with the supplied 90mm stem, but…at 6’2″…it felt stretched out even at 90mm. Once the 70mm was on, things felt much better for this styled frame.

Climbing on the W.F.O. 9

At 32.45 pounds as tested, I was not expecting this bike to climb up the hill like a rocket. Bikes designed in this category are not meant to get you to the top first…just the bottom. As with most 29ers, the W.F.O. 9 handled technical climbing very well. The large volume 29er tires roll over rocks and roots with ease as you pick your way up the hill. As long as you keep the momentum of those big wheels rolling, you can keep a nice pace without really noticing the heavier weight you are carrying around.

With the short stem and larger wheels, you have to get your body up and over the front wheel more than you would with a typical 26″ bike in super steep and “lift the front wheel up and over” situations. For riders used to climbing on 5.5″ and 6″ travel 26″ frames, this is an adjustment as more body english is required.

The CVA suspension and large tires provided a ton of grip while climbing by sucking up the terrain without any real noticeable pedal bob. Throughout all of the test period, the ProPedal on the Fox RP23 stayed wide open as I did not feel the need to switch it on at any point in the rides.

For best results while climbing on the W.F.O. 9, just sit back and get into a rhythm, but be ready to throw your weight forward for steep and technical climbing sections. Let the guys on the R.I.P. 9′s, Jet 9′s and other lighter 29ers race to the top…you’ll get them back for it on the way down.

Downhill on the W.F.O. 9

Where the W.F.O. 9 really shines is when you start letting gravity do the work. This 5.5″ 29er frame is incredibly stiff and can handle a lot of abuse. If I had to categorize this bike in relation to 26″ rides, I would say that it feels like it would sit between 140mm and 160mm travel 26″ frames in its current configuration. Some have said that you add an inch to 29ers, but it doesn’t quite make it there with the rear air shock.

The rear end of the W.F.O. 9 is very stiff and it keeps the bike pointed in the right direction at all times. Even in long, extended, rock downhills, the bike just eats up the terrain like it is nothing and it tracks predictably (and straight) due to the overall stiffness of the frame. The longer travel and big hoops take a lot of the edge off of hits that typically throw a 26″ bike off line in the same travel category. In high speed technical terrain with a lot of small drops, rocks and roots, the W.F.O. 9 is incredibly fast and stable.

The rear suspension was not as plush as I was expecting through the midstroke, so you do feel the trail underneath you. Mounting up a rear coil shock would really open up the rear end plushness and allow you to push this frame even harder. With that said, I never noticed any hard bottom outs even on flat landings. The slight ramping of the rear suspension allowed for consistent control under both small bump and hard hits…I’d just like the rear end to feel a little plusher for rough high speed terrain.

With all of that air volume in the 2.35 Panaracer Rampages, the W.F.O. 9 was very sensitive to air pressure adjustments on downhill runs. Too much air pressure and the bike felt like it was bouncing off of every root and rock. Too little air pressure…well…there was no such thing. I ended up running down in the 24 psi range and lower without any roll overs or loss of control. Running the lower pressures in the tires also helped bring back some of the plushness lost with running the RP23.

As mentioned before, the stiffness of this bike really pushed past the capabilities of the Marzocchi fork. There were many times I felt like the bike could handle more if the fork would catch up.

Slow Technical and High Speed FR

With the overall size of this bike, I was expecting to have trouble in slow speed, tight switchbacks. Surprisingly, I was wrong. Niner really dialed in the geometry of this bike so it turns on a dime. That…combined with the stability…made for easy slow speed maneuvers in switchbacks and slow rock tech (as seen some in the video below).

When navigating slow speed drops and technical terrain, the front end is harder to pump off the ground than the 26″ counterparts. When you go to make slow speed, pedal forced wheelie drops, it requires more effort to get the large hoops off and level. In the video below, that last 4 foot rock drop was hit heavy nose first. Luckily, the larger 29er wheels and tires cover up those kind of mistakes easier than 26″, so you get a trade-off there.

On higher speed drops and jumps, the Niner W.F.O. 9 really shows off its stability. Landings are solid and uneventful for this 5.5″ travel frame as the bike just seems to hit the ground with ease. The higher speed nature of these technical features also make maneuvering the front end easier than during the slow speed tech. For larger stunts (4 foot and higher, high speed rock gardens), the front fork really started to show its weakness, but the frame seemed to want more. After seeing the pictures of the Dorado mounted up, I can imagine that was a better match in those situations.

Overall Thoughts On The Niner W.F.O. 9

Niner spent a long time dialing in this 29er 5.5″ platform, and I believe they came to market with a great bike that needs the fork manufacturers to step up and provide a product that can keep up with the frame. It is incredibly stiff and stable on the trail, holds up great to abuse (still looks brand new even after hearing numerous rock hits…sorry Niner!) and can be ridden in a wide range of applications. The W.F.O. 9 does feel bigger than a typical 26″ 5.5 or 6 inch bike, but that is made up for in stiffness and stable riding…especially for taller riders looking for more travel.

Who is the typical rider for the W.F.O.9 from Niner? It’s a pretty narrow group really as the R.I.P. 9 is probably better suited for the typical mountain biker. If you are riding in an area with a lot of technical rock terrain and you like to hit the bigger stunts from time to time…but need one bike to do it all…the W.F.O. 9 is probably for you. If you are riding XC/AM most of the time, you are probably going to want the faster climbing and efficiency of the R.I.P. 9 for most of your riding. At 30+ pounds, the Niner W.F.O. 9 is really for the rider that likes 6″+ travel 26″ frames but wants to get into a 29er mountain bike.

Would I buy a Niner W.F.O. 9? Absolutely…I would change out the rear shock for a coil and pray for a better fork (or pay the large coin for the Dorado and hope I could still climb the bike efficiently), but this ride is really made for my riding style and height. I had a blast ripping this bike through the rocks and I can’t wait to see what the other fork manufacturers are going to bring to the table to really let bikes like this shine.

What I Liked About The W.F.O. 9

• Great additional features on the frame (ISCG Tabs, Durable Ano, Adjustable Seat Post Cable Routing).
• High quality manufacturing and ride quality.
• Incredibly stiff frame that tracks straight through fast technical terrain.
• Rolls over rocks, roots and other trail features effortlessly.
• Takes high speed landings like they are nothing.
• Turns very well in slow speed technical riding despite long wheelbase and size.

What I Didn’t Like About the W.F.O. 9

• Required more weight shift in super steep and technical climbing.
• Not quite as plush as I expected (coil shock could be the remedy).
• Bike can “feel big” to riders not used to larger wheel platform.
• Fork manufacturers haven’t quite caught up to this part of the industry (but they will eventually).
• Front end harder to lift up than 26″ counterparts for slow speed drops.

In future revisions…

I’d like to see a slightly shorter TT to give the bike more of an upright riding position for stunts and technical DH. I got the bike where I needed it with the 70mm stem, but for a large sized frame…it was a little long for even me. I’d also like to see a slightly shorter seat tube to get more adjustment on slamming the seat down for the super steep DH’s and jumps.

Niner W.F.O. 9 Video

Some small drops and slow rock tech at Raccoon Mountain in Chattanooga, TN on the Niner W.F.O. 9. Video taken while riding the Niner.

Niner Bikes Contact Info

For dealers in your area…questions…concerns…whatever else. Hit up Niner Bikes here:

Niner Bikes
13122 Saticoy St
North Hollywood, CA 91605

Phone: 877-NINER-XC (877-646-3792)
Fax: 818-579-7107

General Sales Questions:
brian (at) ninerbikes.com

Click here for more pictures of the W.F.O. 9

After spending the day with Kent, he let me demo one of his 29’er hard tail mountain bikes. Kent actually raced this bike and keeps it around for demo purposes. Built in 2009, it was the first 29’er I had ever seen up close, never mind ridden. The bike featured the following components:

Fork: Maverick DUC32 – 130mm of adjustable travel. This was the first inverted fork I had ever ridden, but I was very happy with the smooth travel and absorption. At 3.9 lbs, it was light and felt very solid on the front of the big wheeler.
Brakes: Magura Marta SL Red – Provided exceptional stopping power in fast descents down fire roads.
Shifters and Derailleurs: SRAM X.0 and X.9 Combo – Easy shifting and I needed it in the high altitudes!
Handlebars: Custom Eriksen Titanium 31.8mm – This is high quality, light weight bike bling.
Hubs : Maverick Front, Bontrager Rear – The front is a Maverick 24/7 hub which is required for the DUC32 fork.
Stem : Maverick adjustable
Bottom Bracket: Shimano XT
Cranks: Shimano XT
Tires: Bontrager Jones 2.25 X 29″

Eriksen 29er Mountain Bike

The bike weighed in at 24.2 lbs as configured. The frame was a bead blasted naked titanium finish with the Eriksen logos laid on the down tube and the chain stays. It truly is a beautiful material and requires no paint as Kent indicated in the interview. The TIG welds laid down by Chris Moore are the best I have ever seen on any product anywhere in the world, and I been a lot of place. Unfortunately, I did not get to experience the Eriksen Sweetpost. These unique and often imitated seatposts are in high demand and they were out of stock, so I used the WTB carbon seatpost in place. An Eriksen 29’er titanium crafted frame starts at $3000 and you can add a Ventana rear suspension for an additional $300. Kent knows Sherwood Gibson personally and they have a licensing agreement with Ventana, Maverick and Yeti Cycles to use their rear suspension components. Kent doesn’t see any reason to recreate rear suspensions when these companies offer great products for him to use. The man has been around bikes for a long time and seen a lot of products, so I’ll take his word for it.

Riding the Eriksen 29er

My initial thoughts when I sat on the 29’er were, damn this thing is like a 4×4 bike. I felt like an all powerful good ole boy riding high above everyone else with my dirt tires. I headed down a gravel road and hit every rock and small obstacle I could find to get a feel for the roll over ability of the 29’er, and it delivered. Rocks that would jar me on my 26” Hardtail were easily overcome by the 29’er.

The handling ability of the 29’er is what really surprised me though. I gained as much speed as possible down a 7 or 8 degree grade fire road which led into a tight circle around a grove of aspen trees and headed back up the hill. According to my iPhone GPS tracker I hit 38.7mph going down the hill. I hit the brakes hard on the first run because I was not sure how it would handle in the sharp circular turn.

The second run was a bit different. I slowed less and drifted around the circle quickly and was surprised at the handling ability of the big wheeler. It’s not really my style of riding now, but if I were a XC sort of guy this would be the ticket with the optional Ventana rear suspension. I made a few runs up and down this hill and really paid the price climbing in the 7600’ altitude. I told my Aunt, whose property I was riding on, that if I didn’t come back in 30 minutes she better come looking for me passed out on the road.

I also hit some ditches and set up some fence posts on the ground to bunny hop, which was pretty easy with the light weight. The weather was uncooperative while I was there so I didn’t get a chance to hit any of the local trails or purpose built TTFs, which was both good and bad. Bad because I really wanted to experience the trails and nature there, but good because Kent wanted to go riding together and I really would have passed out riding with him. It’s really hard to give an accurate review of a custom bike that wasn’t built for me. The dimensions are not spot on for me, and the components are totally customizable. Kent is a few inches short than me and I probably have 20lbs on him. Here are my pros and cons of the bike overall without taking into account my personal comforts or components.

Pros for the Eriksen 29er

• The weight of course
• Easy rolling commonly associated with 29” wheeled bikes
• Rigidity and response in turning

Cons for the Eriksen 29er

• Four wheel drive feel of the 29” wheel
• Price of titanium
• Increased chance of having your bike stolen

Final Thoughts On The Eriksen 29er Mountain Bike

Eriksen 29er Mountain Bike

If you love bikes and the process of designing, call up Eriksen Cycles.  Everyone there loves to talk bikes, components and racing.  If you sit down with Kent at the computer be prepared to navigate the Internet browser, as Kent is no Bill Gates when it comes to computers!  Kent really believes in the 29’er design and tried to nudge me towards it after the demo instead of my AM/FR build.  Titanium bikes will last a lifetime and I’ll probably transfer mine to my daughter in my last will and testament.  My last day there I turned in the demo bike and Chad Eskins came in to talk with me about components for my bike.  He had just returned from racing the 24 Hours of Moab where his team placed 2nd in Mens Expert class.  Unfortunately, he was recovering from a stomach virus but still came in to talk with me before I left.  We all kept him at bay, but his actions epitomize the customer support and passion for biking everyone at Eriksen Cycles possesses.

Specs on the Niner W.F.O. 9 Review Bike

• Full XT drivetrain, brakes and cranks (setup 2×9 w/Shadow rear derailleur)
• Marzocchi 44 TST2 (15mm TA and Tapered Steerer Tube)
• Fox RP23
• Chris King hubs on Notubes.com ZTR Flow rims (135mm spacing rear)
• Niner Flat 9 Bar
• Ergon GE1 Grips
• Panaracer Rampage Tires 29×2.35
• 32.45 lbs built w/Gravity Dropper adjustable seatpost
• The W.F.O. 9 frame retails for $1899.00 (135mm) or $2099.00 (150mm) and includes rear shock, headset and reducers.
• Available in Vana White or Mild Dud Anodized (review bike)

More from NinerBikes.com

Wide, Full Open. That’s what the name means. Let ‘er go, full throttle, don’t slow down for anything, that’s what the name implies. With 5.5” of plush CVA™ suspension technology underfoot, there’s nothing stopping those 29” wheels except the human instinct to live another day.

The W.F.O. 9 went through exhaustive testing and refining, including a first for a 29er frame: a tapered headtube for increased front end stiffness and strength. We thought about all of the ways people might take advantage of having 5.5” of travel coupled with a 29” wheel, and we designed the W.F.O. 9 to handle them all. A custom S-bend hydroformed downtube allows the use of both coil and piggyback shocks, offset bottom linkage makes room for an ISCG mount, making this frame the first 29er to be compatible with the all new SRAM Hammerschmidt system and other chain guide systems and an optional 150mm rear spacing increases rear wheel strength and stiffness. Best of all, build it how you want. Order the W.F.O. 9 with 135 or 150 rear spacing and then choose from our shock options or order without a shock.

Whatever your needs, from aggressive all mountain to big hit, the W.F.O. 9 will keep you pinned all the way down some of the gnarliest terrain you can throw at it.

Initial Thoughts on the Niner W.F.O. 9

This is a big bike. With all of that travel up front on the big wheels, the bar height is the same as the 5.Spot with a 160mm fork bolted up, and that is with the the Niner Flat Top 9 bar. Of course, that is actually the goal with the W.F.O. 9 as, theoretically, the 140mm worth of suspension travel should feel like 6.5″ inches with the bigger wheels. There are some nice touches throughout the frame including:

• ISCG Mounts
• Adjustable Seatpost Cable Routing (huge plus in my book!)
• Plenty of Rear Tire Clearance
• 150mm Rear Spacing Option
• Large Standover Clearance

I am still not sure how I feel about the industry moving more towards the tapered steerer tube even when I agree with the mechanical benefits of the setup, so we will just have to let time tell on that feature. The bike came shipped with Chris King hubs (finally…a review bike with a great set of wheels!) laced up by Notubes.com, so they should prove to be stiff enough for some serious thrashing. Niner supplied this review bike with a 90mm Thomson stem and a Thomson seatpost, so I ripped both of those off in favor of a 70mm stem and a Gravity Dropper adjustable seatpost. If I am going to throw this big wheeled rig around rock gardens and get it air born…I need to be able to get that seat out of the way and have the bike land correctly.

I have been in talks with Niner for quite awhile about this review, so when the W.F.O. 9 finally got in inventory, we started work right away on getting on in. Now it time to see what this thing is really capable of…so I am thinking the ContourHD is going to start getting some more use in the near future. Stay tuned as I get this unique bike out on the trail…until then…enjoy the gallery and let us know what you think!

For the discerning free-crosser, that soldiered soul who climbs to the huck-and-hold goodness of advanced mountain cycling, the Kona CoilAir Deluxe does everything good. XC one day, dirt jumps the next, shuttle-descents on Thursday to mega alpine assaults all weekend long, thanks to our Magic Link technology, the CoilAir has the instinctive ability to change geometry, suspension performance and length of rear travel depending on your type of riding and the terrain at hand.

…the Kona Coilair Supreme is going to have some big shoes to fill in its quest to be the do-it-all rig.

The Kona Coilair Supreme Build

The Kona Coilair Supreme come nicely spec’ed with some of the best from Fox Racing Shox, Shimano, Race Face and Mavic. The Supreme was Kona’s top build for 2009 and for around $5,799 retail, you get a bike that has some of the best components in the industry. This build weighs in around the mid 30′s range which puts it right in the fight for DH capable all-mountain mountain bikes.

Highlights:

• Fox Racing Shox Talas RC2 w/165mm Travel and Tapered Steerer Tube
• Fox Racing Shox RP23
• Race Face Atlas Cracks setup 2×9 (32T/22T)
• XTR Rear Derailleur with XT Components Rounding Out the Rest of the Group
• Mavic Crossmax ST Wheelset
• Race Face Bars, Stem, Post

The bright orange and white definitely gives this bike a unique, in your face look that might not be for everyone. If you are looking for a bike that will not go unnoticed…this orange will do the trick. Within the front triangle, you will see the nuts and bolts of the Magic Link suspension setup. Each Kona Coilair comes with a detailed manual on suspension setup as you have many more variable to deal with than normal. Luckily, this rig came setup for my riding weight, so all I had to do was make sure that each of the adjustments equaled the correct sag and ride quality. In total, there are 5 adjustments to the rear suspension based on your riding weight.

1. Fox RP23 air pressure
2. Secondary shock spring rate (replace per riding weight)
3. Secondary shock spring preload (turning preload collar)
4. Secondary shock elastomer stiffness (replace per riding weight)
5. Secondary shock position (based on rider weight)

With everything setup correctly on the Kona Coilair Supreme, I was ready to hit the trail to see how this bike was going to perform while climbing and in the rough stuff.

Riding The Kona Coilair Supreme

Kona’s goal with the Kona Coilair was to make a mountain bike that could be ridden in all conditions. That said…there is not a mid 30′s weight bike in the world that is going to climb like a 4″ xc rig, so this bike is really made for downhillers that need a little help getting their bike to the top of a hill. In the southeast United States, we have very limited assisted options, so something like the Kona Coilair could be a great option. Theoretically, the Kona Coilair changes travel, bottom bracket height and travel depending upon braking forces and chain tension. As the bike encounters downhill like symptoms, it changes all of these automatically through the Magic Link suspension.

Descending the Kona Coilair

Pushing a bike to its limit is what Kona has been known for doing best. Their bikes have been used as rentals in parks for years due to their competitive price, stiff platform and ability to deliver stiff, plush suspension that is a blast to ride. Unfortunately, the Kona Coilair leaves a lot to be desired in the DH realm. The suspension setup changes to 7.4 inches as advertised, but this change is done on a platform that can best be described as “not Kona stiff”. You can feel the rear wheel wandering through off camber rock gardens and in smooth berms…the rear triangle walks. When you are riding a 7.4″ travel mountain bike down your favorite section of trail, you expect that longer travel platform to stay put and with the Kona Coilair…that confidence is just not there.

The rear suspension was plush for a air sprung setup and you could carry a lot of speed through straight on rock gardens. It was when you put hard longitudinal loads against the rear triangle when the Coilair started to show signs of weakness.

Drops to flat and with transition were taken easily if you were on a straight exit. The Kona Coilair took the hits and performed without any noticeable harsh bottom outs or unpredictable behavior. When I took larger drops…I had the confidence that the bike was going to be there for the landing. During face styled, dirt jumps, the bike had a hard time with the pressure applied on the jump before take off. It almost seemed like the bike wasn’t sure which setting to be in and sometime would change midway up the face. I am suspecting that this has to do with the XC nature of smooth DJ lead ins coupled with the ram the face force of the takeoff. A similar effect was felt at the apex of smooth slalom styled berms as the suspension would squat into the secondary travel setting under pressure. I also think this is what gave the bike the “walking” feeling during smooth transitions.

Up front, the Fox RC2 with the tapered steerer tube tracked beautifully connected to the boxed tube front triangle. For riders looking to really take advantage of the 7.5″ rear inches of travel, you might want to look into a Totem solo air for increased DH ability as the Fox 36 can have its limitations under more extreme conditions. If Kona could just get this same stiff construction transferred to the rear end of the bike, they would have a completely different descender.

Climbing the Kona Coilair

Surprisingly, the Kona Coilair climbed almost as advertised. With very little pedal induced feedback, the bike seemed to just motor up the hill. It climbed a little bit slower than most 6″ travel all mountain bikes but considerably faster than any of the 7.5″ + rigs I have ridden up to this point. You are not going to win any king of the mountain contests, but the Kona Coilair will get you to the top of the hill with enough energy left to tackle the descent. The rear end provided plenty of grip for technical climbs when seated, but when you got out of the saddle…those harder forces made the suspension want to compress and in a big way. The Coilair really is a sit and spin rig to get to the top. For those that want to really increase the climbing efficiency, you can lock out the RP23 rear shock and drop the travel on the Talas. I wouldn’t go much below 120mm on the front as the 100m travel setting can give you the feeling of plowing the trail in front of you.

Overall Thoughts On The Kona Coilair

The Kona Coilair is not going to be your singletrack all mountain bike that you can play xc with and then take to the downhill course. It is going to lean more towards the downhill end of the spectrum based off of climbing performance and weight. On the flats and slight inclines, the bike has a hard time keeping pace without the aid of gravity to get you going. This is to be expected out of any bike in this rear travel range, so – basically – there is no such thing as a do-it-all bike.

The end result on the trail is a bike that is a slow climbing 6″ travel rig that does not descend as quickly as a dedicated 7.5″. Kona tried to fill a gap in between these two disciplines of mountain biking, but it is my belief after riding this bike for sometime that they are going to have better luck with their new Cadabra that changes from 105mm to 160mm. The needs of a 6″ travel bike and a 7.5″ travel bike are so drastically different that it would be difficult for any bike company to marry the two together. What you end up with is a flexy 7.4″ travel descender that has a overly complicated suspension setup…and for most riders out there…it is going to be too much to deal with when they just want to set and forget to ride.

What I liked about the Kona Coilair Supreme

• Great build list for the price
• Front end tracks well and is stiff
• Kona stuck there neck out there and tried something new
• Respectable weigh in
• Plush suspension

What I didn’t like about the Kona Coilair Supreme

• Not a stiff enough rear end for a 7.4″ travel suspension setup
• Climbs slower than most 6″ travel mountain bikes
• Suspension setup is overly complicated
• Bright orange may put off some riders
• Tapered steerer tube limits fork options
• More pivots and moving parts means more maintenance over time

While I commend Kona for trying out the Magic Link to give riders another option when it comes to park/AM/DH riding, I don’t think they are there yet. They need to make this bike “Kona stiff” before it will be able to tackle the terrain as advertised.

Video Overview of the Kona Coilair Supreme with Suspension Action
Video Shot with a V.I.O POV1.5

Kona Coilair Supreme On The Trail
Video Shot with a VholdR ContourHD

Pivot Mach 429

The Pivot Mach 429 is their 29’er in the Pivot lineup.  You can check out the technical specifics on the 429 on their website at  pivotcycles.com.   Chris and his team really set out to build a best in class 29’er that is race-ready.  The effort really shows in some of the less than standard features.  From the details provided on the Pivot website, these include:

• Use of the DW-Link rear suspension
• Front Derailleur: The Pivot Mach 429 uses a direct mount front derailleur that bolts straight to the frame in the exact location needed for perfect shifting. It’s a more rigid mount that gives you the best front shifting performance made.
• Chain-line: By direct mounting the front derailleur and precisely controlling the bottom bracket width we control the chain-line precisely. A perfect chain-line means perfect shifts and no strange cross chaining issues. It seems like a small detail, but it’s something no one else does and it makes a big difference in a race or out on the trail.
• Replaceable derailleur hanger: The replaceable hanger is made of 7075-T6 aluminum which is the strongest aluminum made. The hanger features a reinforcement rib and a design that integrates perfectly with the dropout and provides for perfect shifting every time.
• Cable routing: Our under-the-top-tube-routing is clean, smooth, and out of the way of both the elements and the rider.

In addition, there are a few things that they do not mention on the spec sheet that that are critical to the ride and overall quality of the bike.  These include the use of the Fox RP23 rear shock, the incorporation of an integrated headset, and a wider (92mm) bottom bracket shell that houses and internally contained XTR bottom bracket.

Pivot Mach 429 Setup Info

Pivot sells the Mach 429 as a frame, rear shock and BB separate for $2,195.  Most shops have been ordering the bike setup with Shimano’s XT lineup, Fox F29 fork at 100mm, and a DT Swiss Wheel set for about $4,995.  It is available in an XTR build for a price as well.  Yes, long lasting pleasure does not come cheap.  For background info, the initial ride was on a large frame with a standard XT setup briefly at a Pivot demo session in Boulder Colorado.  But the heavy miles were logged over a month long period on a lighter setup, which was custom spec’d as follows:

• Fox F29 fork, thru-axle version, set up at 120MM of travel
• Industry Nine 29’er Cross Country wheels.  Tubeless setup.
• Thomson Elite stem
• Thomson post
• SRAM XO (twist version with Blackbox rear)
• XT front derailleur
• Raceface Deus XC cranks
• XTR internally mounted BB
• WTB Rocket V saddle wit Ti rails
• Avid Elixr R disk brakes.
• Salsa ProMoto flat carbon bar
• Time ATAC pedals (std. crmo)
• Maxxis Ignitors tires
• Salsa flipoff rear skewer
• Hope QR seat clamp

The setup was put together to lighten the overall and rotating weight over the standard XT package while maintaining an eye on cost.  The intended use of the build was to build a race ready machine that was also fun to ride for everyday trail use.

The Pivot Mach 429 Frame

The frame details were discussed above, but let’s talk about how they impacted the ride quality.  Overall, it is safe to say that there is more of an emphasis on ride quality than on weight.

Geometry – When you look at the angles on the frame, they are fairly racy.  Our large frame had a 71.2 degree head tube angle.  It is setup to be very responsive.  This is nice in that it allows the rider to run a 100MM fork or more of an all mountain 120MM fork without losing too much in the handling department.  It should be noted that the headset configuration does limit the headset options available.  Sorry Chris King fans, you will have to wait another season until the king of headsts is available to fit this design.  Also, the frames do run a long effective top tube.  Normally, I run right on the edge of a Large (circa 19”) frame and an XL (circa 21.5”) frame.  Due to the long top tube, I found that the Large fit well.  For those of you that are kind of tweeners in frame size, I would recommend the smaller of the two sizes on a 429.

Tubes – The bulk of the frame is aluminum with one carbon piece in the suspension.  It is not an exotic material by any means, but the shape of the tubing is.  The front triangle is all oversized with the down tube being a very large square shaped tube.  The rear is thicker horizontally and thinner laterally.  Each tube shape is used to enhance strength and rigidity while keeping an eye on overall weight.

Welds – The welds are beefy.  This is a kind of a mixed bag.  The welds are laid very heavily and do not look as clean as a frame from Independent Fabrication or a Fat Chance.  But, weigh on the side of function over form.

Rigidity – From one look at the frame construction, one can tell that the frame is very stiff.  Like the Titus, there is a stabilizer bar welded from the top tube to the seat tube.  While adding a little weight, this design allows for a great deal of stand over height while reducing flex while riding in a seated position.  In addition, one cannot help but notice the stabilizing brace welded behind the rear suspension system.  That combined with the wider BB shell pair for maximum rigidity while pedaling seated or standing.  It should be noted that the BB shell design does limit crank selection as brands like Truvativ are not compatible with the internal mounted XTR BB.  One of the more interesting design features is the headset.  Most 29er frames are built such that the front end sits up high and the rider is forced to use a negative rise stem.  With the 429, the headset runs internal to the frame on the lower stack, effectively offsetting the height difference and allowing the rides to run a more standard angled stem.

Weight – The 429 weighs in at about 7.7 lbs for the frame and rear shock.  For a trail bike with 4” of travel and 29” wheels. This is not bad.  But it is a little heavy for the race crowd.  And for those converting from a 26” wheeled bike, it is downright beefy.  In speaking with Chris Coacalis at the demo, he felt like you could build a sub 26 lb. bike “if you shot the money gun at it.”  This is probably an area for improvement but the ride quality is spectacular.  I would suggest running a lighter wheel set on the 429 as a reduction in rotating weight is a great weigh to increase the snap of any bike.

The DW-Link – The 429 uses the dw-link.  This is an area where Chris departed from his days at Titus.  The Titus runs a Horst Link and Pivot has gone another direction.  The DW-Link is used on a number of high end brands such as Ibis and Turner.  Without getting into the physics of it or the argument over what the best suspension is, it feels great.  It is plush and gives the impression that it inches the bike forward rather than up and down.  On the bob side, you can make the bike feel like a hardtail while riding the pavement to a trailhead by locking out the Fox RP23.  When the shock is fully open, there is no perceptible bob in the large or middle rings, but there is a hint of bob while in the little ring that is only noticeable on smooth steep climbs under heavy load.

The Finish – The early models are all anodized.  For next year, a painted option will be available.  The finish is good, but the color choices limited. This year, it is only available in anodized red and silver.  The red looks a little pinkish after a while.  The silver is fairly industrial.  But they are durable.  It is what it is.

Cable routing – Pivot seems to have remembered what many builders have long forgotten – cable routing is not something many people look at when buying a bike, but it can become an annoyance if done improperly.  The cable routing is simple, well laid out, and clean.  There are no extra bends required and the cables are never an annoyance while riding.

Chain line – The chain line is perfectly set on the 429.  In addition, the front derailleur is mounted directly to the frame.  There are no brackets to mess with.  It is always where it should be.  One thing that was a real pleasure was how the longer chain line on the 429 worked with the shifting system.  It actually allows the rider to cross up the chain line without any grinding.  Translation, you get all 27 speeds on a 3×9 setup.  Now it is not recommended to ride this way often, but in a pinch it is nice to know you can without negative repercussions.

Riding the Pivot Mach 429

I have played with plenty of bikes that all have the right stuff on paper yet don’t seem to feel right on the trail.  And after a year of contemplating the switch to a 29er, I have had the pleasure of testing a number of different bikes from hardtails to the Salsa Big Mama, Gary Fisher HiFi 29, the Niner Jet9, Niner RIP, and the Intense Spider 29er.  The ride quality in comparison is both stout and plush.  It is stout in terms of minimal bob and stiffness of frame and plush in terms of having a full 4” of travel on a suspension that like to move you forward.  To compare, it feels like the Niner Jet9 with the ability to descend much more comfortably.

In my head, I still had questions about how a full suspension 29er would climb relative to my trusted 26’ bike.  After three weeks of play on the 429, my fears vanished.  It tracked well through singletrack switchcbacks and rolled effortlessly on the flats.  It was confidence inspiring on the downhills and it almost felt like I was cheating on technical sections.  It did feel more sluggish on the climbs though.  As an experiment to see what I should ride in an upcoming marathon race, I timed myself on an 8 mile ascent from home to the Mid Vail lodge at Vail ski resort on a 24 lb full suspension 26” that I have raced for years.  Then I timed the return home, a fun twisty singletrack through the trees.  All of this was done riding at a fast but comfortable speed at a constant heart rate of 150 for the climbing portion.  I repeated the same exercise on the 429 two days later in similar conditions.  The time of the climb was one minute faster on the ascent, which I would call dead even.  But the downhill was over four minutes faster.  Perhaps as important was that the combination of the suspension and the large wheels left me fresh as a daisy by ride’s end.  I would equate it to riding in a brand new Escalade.  It looks good, can handle anything you throw at it, and the ride is smooth.

Some of the concerns I had regarding bottom bracket height and bob in the small ring were also handled well.  After riding for several weeks in chunky terrain, I only tagged the pedal on the down stroke once.  And the bob in the small ring on climbs is not noticeable in normal mountain bike riding conditions.  It does not feel as catlike on the climbs, but it gets the job done.

Conclusions on the Pivot Mach 429

Overall, this is a great do anything bike.  It can be raced in longer distance settings and is a very comfortable and capable all around trail bike.  A 29er is never going to feel as zippy as a 26” bike on a short track, but for everyday riding, it is hard to beat.  It allows you to clean a lot of obstacles you may not have even attempted on a 26” and is much racier feeling than other full suspension 29ers.  Of course, all of that comes at a price.  And in this economy, not many people are going have $5,000 to throw at an XTR build.  That said, the creative MTB consumer can spec this cheaper and lighter and knock some serious dollars off the price tag.

Good Pivot Mach 429

• Geometry flexible enough to handle 120mm travel fork
• Ascends quickly
• Descends like downhiller
• Carves switchbacks well
• Suspends forward and feels active
• Laterally and horizontally stiff
• Beautiful attention to detail in the chain line and cable routing

Bad Pivot Mach 429

• Price – $2195 for frame and rear suspension.  No, it does not have pedals or wheels yet!
• Welds could be cleaner
• Weight – 7.5 lbs for a large frame means you have to spend some money to get this to a raceworthy 26 lbs.
• Limited finish options
• No carbon option available

More on the reviewer – Eric Pringle:

In his day job, Eric runs Integrated People Solutions, a full service executive search and HR Consulting firm.  But after work and on the weekends, he likes to pack in as many miles as he can on the trails of Colorado and Utah.  His passion for bikes goes way back to getting hooked on BMX racing as a kid in Michigan.  Later, he got into road biking and doing a few road crits.  In 1987, he bought his first mountain bike and has been hooked ever since.  He has spent extensive time mountain biking in Colorado, Utah, California and even a little up in British Columbia.  Older and slower, he has turned his focus towards pleasure riding and a few marathon events.  He just finished is 11th Leadville 100 in as many attempts.  He also enjoys a lot of road biking and a little bit of cyclocross.  Always a tinkerer in his garage, he has tried a lot of bikes and countless parts looking for that perfect combination of strength, quality, weight, and value.  All of this in the hopes of finding that perfect ride where it all comes together hassle free and fast with a few bucks leftover for a beer and a burrito.  One step forward, one step back.

More on the Trek Session 88 FR

You can check out the Trek Bikes website for all of the down and dirty technical aspects of the new technologies presented on the 2009 Trek Session 88 FR. For the purposes of this review, know that they were aiming for a plusher, stiffer ride that was still active under hard braking. Along with a complete revamp of the Session lineup, the Bontrager components that are bolted up to the Trek Session 88 FR are completely new for 2009 as well. The 2009 Shimano Saint group (<—click for review) rounds out the component offering to provide a high end build kit to go along with this $6,049 freeride monster.

From TrekBikes.com:

The Shore special. A gravity sled machine. Andrew Shandro’s go-to park bike. Whatever you want to call it, the Session 88 FR is engineered with one thing in mind: highly technical downhill riding. With a freeride-specific component spec like the RockShox Totem, Shimano Saint and Fox DHX 5.0, the Session 88 FR can hit the stunts that make your spine tingle, the drops that make you drool and the berms that bring a smile to your face.

If you are wondering what the real difference is between the FR and DH versions of the Trek Session 88, you are basically looking at a component group and color scheme difference…the geometry numbers and rear travel (203mm or 8 inches) match. For the complete build list and more pictures of the 2009 Trek Session 88 FR, check out this preview post on MTB198.

The 2009 Trek Session 88 FR Build Kit

The 2009 Trek Session 88 FR build comes spec’ed with what you would expect out of an ultra high end freeride mountain bike. Without getting into too much detail (don’t want this to be a review of the components and not the bike…you can check out full review of the Shimano Saint group here), the components fared very well and the RockShox Totem coil has to be one of my favorite forks of all time. This build suits my riding style better than the DH version of the Session as I am not a DH racer…I am a recreational freeride rider.

The Bontrager components, for the most part, performed flawlessly. The bars were wide enough, the stem had enough clamping force, the saddle was ok. The Bontrager Big Earl pedals stuck to my 5.10′s like glue with the multiple threaded pins. They were a little bit thicker than I would have liked, but I did not notice any excessive pedal strikes. The Big Earl wheelset provided a nice, wide rim that spread the tire patch out perfectly. The overall build of the wheel was stiff and I did not notice any extreme flexing through hard g-outs and rock gardens. The 24 point engagement left a little to be desired under sudden fast acceleration and technical, “double clutch” situations. If I had one thing to change about the whole group, it would be the engagement. A 72 point rear hub would have been fantastic on this bike.

For the money, you get a solid component group that should withstand just about any abuse you can throw at this bike. In true Trek Bikes fashion, most of the components are custom color matched to the frame in a silver and gold combo. Even the Cane Creek headset is gold…

The Trek Session 88 FR Frame

For 2009, Trek Bikes moved to a larger diameter, thinner walled, hydro-formed tubed frame to increase stiffness and keep weight down. With a final build weight at 39.5 pounds, the Session 88 FR is light by 203mm rear travel freeride bike standards. The DHX 5.0 rear coil shox by Fox Racing Shox is a custom tuned version built specifically for the Session 88. Trek performed real world, blind tests with their pro’s to get the damping and compression action just right for the Session 88. This attention to detail really pays off when you start getting this mountain bike dirty.

Cable routing and general frame maintenance is pretty straight forward with nothing about the general design that gets in the way of normal use. The EVO, ABP and Full Floater looks like a traditional four bar until you look closer and see the floating bottom pivot and rear triangle pivot centered on the rear axle. The new design makes for a cleaner look on the 2009 Trek Session 88 FR as compared to the previous Session 77.

The Session 88 FR utilizes the new tapered steerer tube design (they call it E2) that we are starting to see on a lot of mountain bikes (1.5″ bottom bearing matched with a 1-1/8″ top bearing). While I 100% completely agree with the mechanics of the idea, it does introduce a new “standard” to the mountain biking world to further confuse the options for riders. The idea is that most of your bearing load is on the bottom bearing, so by using a larger bearing and tube, you are increasing bearing life and stiffness at the same time. The top bearing sees very little wear, so you can save weight by tapering to a smaller diameter and bearing. Further more, a tapered fit is always stronger than a straight. The downside…you can not use a conventional 1.5″ steerer tube fork. You are limited to a tapered steerer tube or a 1-1/8″ with a reducer on the bottom bearing.

How does the Trek Session 88 FR Ride?

Enough talk about the technologies, frame and components, how does this new freeride mountain bike from Trek Bikes handle the rough stuff? The redesign to the suspension technologies and rear end of the Trek Session 88 FR really paid off on the trail. The rear end of the Session 88 FR is incredibly stiff with the hydro-formed tubes and 150 mm spacing. The one piece EVO link and Full Floater bottom link keep the rear triangle in line with the front during hard sideways hits and landings. As you blow through rough rock gardens, the bike tracks a straight line and just begs you to turn around and hit it faster on the next run.

One of the first things you notice on the new Session 88 FR from Trek is the extreme seat tube angle (58 degrees). At first, this seemed a little awkward in comparison with more upright ones on other fr/dh rigs, but the more saddle time I put in…the easier it was to get my weight over the rear tire when needed. When the saddle is at “get to the trailhead height”, you are really sitting over the rear tire, so straight up pedaling on flat terrain while seated is a chore.

Under braking, the suspension stays active as advertised. There was almost no noticeable suspension stiffening while preparing for turns or occasional speed scrubs. The rear suspension on the Session 88 FR was plush and soaked up small bumps while not sacrificing mid-stroke control. Under larger hits, the suspension felt almost bottomless with no harsh, slamming bottom outs. Landing the Session 88 FR is basically a non-event…it just seems to glide over transitions.

Even with 203mm of rear wheel travel, the Session was surprisingly nimble. I never felt like I was working against the travel during fast sprints or under pedaling. With some 8″ travel mountain bikes, you feel like you are pushing through the travel just to get power to the ground, but the Session 88 FR was efficient and allowed you to really put the hammer down and move the bike when you needed to.

The low bottom bracket and geometry was a blast to carve through hard berms. That low center of gravity matched with the slack seat tube angle puts the rider in the right position to really push hard in and out of berms…keeping speed throughout the transition. This same bb height did have to make you pay a little bit more attention on obstacles and rock gardens as the thicker pedals were a little bit more prone to strikes. A quick change in mental awareness got rid of most that.

Trek Session 88 FR vs. Session 77

Luckily, I have a friend that is a long time rider on a Session 77 who just happened to upgrade it to a RockShox Totem Coil and Fox Racing Shox DHX 5.0, so we also got to do a side by side comparison with last years Trek Session 77 with similar component setups. The Session 88 FR was noticeably stiffer and plusher under braking than the previous Session 77. The Session 88 also held lines easier while also feeling like a more stable bike under normal riding. The contrasting seat tube angles will take some getting used to for previous owners of the Session 77, but once you get used to it…you will come to enjoy the ability to get your weight back easier.

Conclusions on the Session 88 FR from Trek Bikes

Overall, the Trek Session 88 FR gives you a nimble, light freeride bike that handle the abuse of serious freeride mountain biking. The rear suspension is plush enough to handle small bumps easily and keep mid-travel controlled, but not so plush that it feels like a plow bike that is work to move around. I have heard some reports of the thinner walled, hydro-formed tubing denting under strong rock hits, but out of the Session 88′s that I have seen (and this test rig)…I have not seen a dent yet. If you are looking for a strong, nimble freeride mountain bike…this may be your partner for your local lift.

Good Trek Session 88 FR

• Weight – 39.50 lbs built
• Active suspension under braking
• Solid component offering
• Nimble, active suspension setup
• Super stiff rear end

Bad Trek Session 88 FR

• Price – $6,049
• Low engagement rear hub
• E2, Tapered steerer/headtube limits fork options
• Some riders might not be a fan of Bontrager components throughout

The Best Mountain Bike – The Myth and the Truth

I am going to dispel the myth right now. There is no such thing as the perfect or best mountain bike for everyone and I am sick and tired of hearing riders trying to prove others that there is one. Every rider has a different structure, style, ability and specific taste. When other riders try to justify their purchase by pushing it on others…it is bad for the sport. You can give your objective opinion on why you picked your mountain bike and why it works best for your needs…but it is not going to be for everyone…and that is a good thing!

When the mountain bike community has a wide variety of different riders, that brings a multitude of bikes, parts and trails that gives the community more options than ever. If we all had one perfect mountain bike that was the same…life as a mountain biker would be pretty boring.

While you read mountain bike reviews and editorials…

The information I am about to give you applies to Mountain Biking by 198 as much as it does to any print mag or casual rider. You HAVE TO treat every review an opinion objectively in your search for YOUR perfect mountain bike for YOUR needs. Most of the time, they only way to truly find out if a mountain bike is going to work for you is to narrow down your list and start test riding. Just because Joe Mountain Biker said his bike is the best thing on the market and you should not even consider anything else…that does not mean that it will be the correct bike for you.

On Mountain Biking by 198, we try to provide you with as much information as possible to help you in your search for your next mountain bike or component part purchase. We try to answer the questions that you will ask during the purchasing process in an attempt to spell out who is the “perfect” rider for that particular bike, part or piece of apparel. When you read our reviews and others on the net, you should try to look at them objectively to figure out if it will be perfect for you as a rider.

When you hear the self proclaimed experts that just have to give their opinion every time a mountain biking question is presented, I would discount their voice the most. Typically, the loudest rider is the one that you should listen to the least. If you really want an honest opinion, search out a skilled rider who rides with a similar style on similar trails. Talk to this mountain biker about what they like and don’t like about their current mountain bike and what bike they would like to try next. Through calm dialogue, you are able to get a truer since of how that particular bike rides and…just maybe…that rider will let you take a spin on a trail to get a feel of the bike’s ride characteristics (given that it is your size).

198 and Self Proclaimed Experts

As you can probably tell…I am holding back from completely ranting on this article a little bit. Just about every trailhead I visit lately has a self proclaimed expert that is always telling other riders to buy bikes and components. I know…a little ironic given that you are reading this article on my site that just happens to review products for mountain bikers, but I do have a point. How many times have you heard “you have to go get a 29er”, “you have to buy this bike”, “you have to switch to Shimano (or SRAM)”? The truth is…you DON’T HAVE TO DO ANYTHING other than enjoy riding your mountain bike.

So…next time you hear the self proclaimed expert that gives opinions without questions…smile, clip in and go ride. When you really want some advice, ask the skilled rider that is not getting a high off of sharing what he thinks with every rider that he comes in contact with. That information will be far more credible in the long run.