We got our first ride on Magura’s new four-piston brakes in Sedona, Arizona. The design is based on motorcycle technology, with four independent pistons and brake pads.Tweet
A press camp like Magura’s annual retreat in Sedona, Arizona, is always a treat for us werd-slingers. But being a bit older and a bit more jaded about the latest new products, I go to hang out with old industry friends and ride bikes, while watching the young crop of new bike journalists work their magic on the trail and in the various other print magazines and websites.
I recently high-tailed it down to Sedona for a few days of sampling the latest stoppers from Magura, the four-piston MT7s.Tweet
I’m not much of a mountain bike historian but I have run into Don Koski many times over the years at bicycle trade shows and such. Nice guy. I knew he was around back in the day and was currently making ski bikes.
He had called me a few times recently, asking to show me something. I’m not really the product guy, but Don’s a persistent fella. So out of respect for my elders, and with the offer of lunch, I agreed.Tweet
Like a Phoenix, the GT Xizang rises from the ashes of the 90’s, when stars like Rishi Grewal and Juli Furtado marked the history books with their global domination of cross-country racing. Times have changed and cross-country racing isn’t the center of mountain bike culture like it used to be, but there’s still a place in many hearts for a bike like this.
GT’s product people, (some of whom were around for the last Xizang in the 1990’s) asked themselves “What would this venerable machine look like decades later?” After much consideration the Xizang has been updated with 29-inch wheels, hydroformed titanium tubing, and modern standards such as a tapered headtube.Tweet
By Maurice Tierney
I’ve ridden a bunch of Ventanas over the years. I enjoy them for their simplicity, durability, and ride quality. And also because they’re the real deal—these guys make bikes and deliver them one at a time, just in time. And the lack of marketing hype is quite refreshing. Ventana makes a full line of mountain bikes—hardtails to tandems—in all three wheel sizes and with varying lengths of travel. Ventana still uses the tried and true linkage-driven, single pivot suspension design. It is a design not falling by the wayside, but in a state of resurgence with the advent of 2x drivetrains. With only two front chainrings, it is much easier to optimize the pivot location to minimize the pedal-induced motion that has been the bane of suspension designers since the beginning of time.
The Ciclón is Ventana’s 26-inch trail bike. “Trail” meaning 140mm or 150mm of travel, depending on how you flip the convenient F3P travel washer—an offset washer that adjusts the position of the upper shock mount, altering the bike’s geometry and rear suspension travel.
The Ciclón also represents a small company doing their best to keep up with the latest standards put forth by the “powers that be.” Namely, bigger diameters for bottom brackets, headsets, and even axles. Ventana now uses tapered head tubes to bolster front-end stiffness and steering precision. Another addition is the incorporation of Press-Fit 30 bottom bracket shells on their frames. Both of these larger tubes provide increased welding area, so a larger diameter downtube can be used, resulting in increased in frame strength. Other new features include gorgeous asymmetric chainstays for increased strength; a new rocker link, which provides travel adjustability and weight savings; and a 142×12 rear thru-axle option.
Internal cable routing is also new for Ventana. The Ciclón has three cable housing-sized tubes welded inside the down tube for a clean look. Clean and pretty it is, but the real benefit is that this routing eliminates cable-rub.
Like many other bikes in this category, 30.9mm is now the seatpost diameter of choice (bye bye 27.2mm), allowing riders to run any dropper seatpost they want.
Parts pick was a full SRAM XO drivetrain with Avid brakes. Good stuff. I was a’scared that the 2×10 would not provide enough gearing for the steepest climbs, but was I proven wrong every time. There are fewer gears, yes, but the selections are all good, usable gears.
I hopped on the bike, rode it, and it was good. I immediately noticed how the Ciclón strikes a balance between burliness and light- weight. Not too heavy, not too light, and just enough metal in all the right places to instill confidence. Despite all the changes, it still rides like a Ventana.
Fact of the matter is there is so little flex that you wonder how you managed on that last noodlebike you rode. The Ciclón just feels solid. The stiffness of the whole package, from the front thru-axle, tapered steerer, asymmetric chainstays, and rear thru-axle made for supreme confidence when the going got rocky and technical. This could be felt the most during slow speed muscle moves, trying to “ooof” my way over a big rock or around a tight switchback.
My Ciclón came set up in the 140mm mode. The sweet Fox TALAS RLC up front providing the same. Five and five, yea, that’s a mountain bike to me. The angles, sizing, and fit meshed with my riding style. Long cockpit for sustained climbing, slack head angle for stable descending, tall headtube for fit, short stays for climbing—it’s all there. And if the given numbers don’t suit your fancy, Ventana offers three levels of customization for all your wildest dreams.
The functionality of the linkage-driven single pivot is just fine, especially in the format of the 2×10 setup. Any detected pedal bob is quickly minimized with a throw of the ProPedal switch on the Fox RP23 rear shock. I usually ran the ProPedal on full, and then tried to remember to turn it off on the downside of the hills. I sure like the feel of the bike when it’s turned off, smooth, flowy, active, and springy through the dips and pumps, mucho fun. Yes, the suspension stiffens a bit under braking, which can lead to a little rear wheel skidding—the price of simplicity.
Nits. Well, the internal cable routing sure is pretty, and it solves cable rub issues quite well, but it can be a bit difficult to set up, as the cable lengths and positions must be spot-on where the cables go under the bottom bracket. I also feel that it can increase friction in the system.
I rode the Ciclón all over Ventana’s home territory of northern California, and it did not disappoint. The Ciclón is a capable trail bike. But there are other factors to guide one’s purchase: craftsmanship you can see, paint that will blow your mind, customizability when you need it, and a friendly voice picking up the phone. These are the things that make Ventana stand out. We’ve pointed these attributes out before but they bear repeating, as these qualities are often hard to find these days.
- Wheelbase: 46.5-inches, 1,181mm
- Head Angle: 67.8 degrees
- Seat Tube Angle: 74 degrees
- Bottom Bracket height: 13.3-inches, 338mm
- Chainstay Length: 16.7-inches, 424mm
- Weight: 28.5lbs., 12.9kg
- Sizes: 15", 17", 19", 21" (tested)
- Specs based on size tested
- Price $2,145 with 135mm QR rear, $2,295 with 142×12 rear thru-axle United States
- Made in USA
By Maurice Tierney. Photos by Maurice from 2011.
There’s something for everyone at the SF Bike Expo this weekend, November 10 and 11. If you are in the Bay Area and reading this, you need to be there.
Aside from the Dirt Rag and Bicycle Times Magazine booths, where glorious free stuff will be handed out to every new and renewing subscriber, there’s something for everyone. The diversity of cycling culture is what it’s all about.
New this year is the Ballwhackers Ball Bicycle Polo tournament, of which Bicycle Times is a sponsor. If you’ve never played polo by bike it is easy to get into and a lot of fun.
For the dirt jumping crowd there’s AT’s Showdown, where you’ll be impressed by the derring-do of world class air-getters stunting for big prize money, or jumping yourself in the new amateur competion.
What else? Ya gotta wear clothes, the Pedal Savvy fashion show will help you with that.
And the Uproar Fixed Gear comp should be interesting.
Custom frame builders, The Kids Zone, lowriders, scraper bikes. It is all good! Don’t know what a scraper bike is? Get over here! A flea market swap will serve you buying and selling needs as well.
See you there!Tweet
By Maurice Tierney,
Lucky me. I’ve been riding the new-for-2012 GT Xizang in preparation for a titanium grouptest in an upcoming Dirt Rag. Stoked I am—I always dug the GT hardtails back in the day (mid-90’s), so it’s something to write home about when one of your old favorites makes a comeback.
The Xizang was GT’s full-race machine back then, with many podium finishes by people like Rishi Grewal and Juli Furtado marking the history books. And while XC races aren’t always won on hardtails these days, the Xizang sure pays homage to the genre.
Lets take a look. Here she is in all her unpainted glory, thus showing off the finest welds a Taiwanese factory can make.
The details are enjoyable, especially around the area where the chainstays meet the seatpost, crossing over to the top tube and forming GT’s singular “Triple Triangle”. The GT-embossed cap on the end of the top tube is the badge of honor.
Updated for the ‘teens the Xizang is, with 29-inch wheels, a tapered headtube, and hydroformed seatstays and chainstays.
The replaceable derailleur hanger is nice, and of course it’s disc-only, no V-brake tabs (When was the last time I saw these anyway?)
While sold as a frame only, my demo bike is well equipped with Shimano XT 2×10 drivetrain, racy Rock Shox Sid fork, Formula hydraulic brakes, DT Swiss wheels, and skinny 2.1 Maxxis tires. Check out the details like the brake mount here…
And Syntace was kind enough to hook me up with a VRO stem and Vector Carbon Lowrider bar to help me get the cockpit a little taller. I sure like its adjustability.
Rides have been great on this bike, I have wanted to get on a Ti hardtail for a while, and this fits the bill quite well. The racy 72-degree head angle was a concern at first, as I thought the bike was going to be twitchy, but no. I got used to it and I like it this way. “The Way” Is quick through switchbacks yet not unstable at speed.
The Xizang is even good on super-slow technical rock climbing, so I give the geometry an A+. And I have to say the ride is pretty comfy in the gluteus maximus (rear end), while still being able to get into a heap of trouble without flaking out (I’m talking about that 3 foot drop I did on the Schultz Creek trail the other day, I survived, and thanked the Xizang for pulling through).
Retail is $2,220 for the frame, and it’s available in S, M, L, and XL (tested).
Watch for our full, long-term review of the Xizang in an upcoming issue of Dirt Rag, and if you subscribe now you’ll get it delivered straight to your door.Tweet
By Maurice Tierney,
Unveiled in Utah for the 2013 model year, the Beargrease is Salsa’s new lightweight racing fatbike. Those of you in southern latitudes may not know this but there’s actually lunatics out there who ride and even race bicycles on snow, and they need fat, fat tires to do so. Fatbikes, with their 3.8” and larger tires are gaining popularity for their floatation abilities over sand, snow, any any other surface for that matter.
I have demo’ed (never raced) a fatbike or two here and there, thinking they were a bit cumbersome. Salsa is addressing this, as well as the needs of actual racers, with the Beargrease. Based on Salsa’s Mukluk fatbike yet five pounds lighter I am told, a ride on the Beargrease changed my mind about the viability of fatbikes in general.
The beargrease goes on its diet with fancy shaped-aluminum frame and fork. The rims are Surly’s Holy Rolling Darryl mated to new lighter tires from 45North. Braze-ons for racks and such that you find on the Mukluk are gone. Even the sweet black annodized finish is lighter.
Like the Mukluk, the Beargrease is sold as a complete bike, ready to rock. No “Fudging around” for you, consumer. Every set-up issue from crank to chainline to front derailleur positioning has been taken care of. And like the Mukluk, the Beargrease is based on 3.8” tires on 80mm rims. Everything is compatable.
My ride on the Beargrease was a blast. Weighing in at 28.5 lbs. in size medium, all visions of slowness were erased from my mind as the bike climbed as well as my six-inch travel dually mountain bike, which weighs more than this bike. When I turned back down the hill I attacked sharp rocks and railed through the loose, ball-bearing like surface of the trails here at Snowbasin, UT. It rode like a bike, nothing weird except the super-grippy connection to the earth below me.
Later that day I got on a regular bike and it felt weird and out of control. Uh-oh. Might I become one of the converted? One of the Fatheads? This could be troublesome. Beargrease complete will sell for $2,999, $999 for a frameset.
By Maurice Tierney, wheelie photo by Matt Cacho.
With all the buzz over Surly’s new platform, I was quite excited to get a chance to ride one at Snowbasin Resort near Ogden, Utah, where it was to be unveiled. I had seen the fuzzy, grainy spy photos and had some clues as to what was going on. I knew it involved yet another new tire size. What new trend were the folks in Minnesota cooking up now?
I had thought the Krampus was going to turn out to an extension of the fat bike genre that is sweeping the nation, but no. The Krampus is a mountain bike with 3-inch-wide tires, that’s all. A fun and versatile mountain bike.
I spoke with Adam Scholtes, Surly product manager, who filled me in on everything. The core value in the design process was starting with MTB standards: A 73mm bottom bracket shell, 100/135mm front and rear axle spacing, and while the headtube has a 44mm inside diameter for use with tapered forks, headsets will be available for straight 1-1/8” forks like the one that comes with the frameset.
I wasn’t sure what this bike was about until Adam pointed out that you could put whatever mountain bike parts you like (or just have sitting around in the garage) on the 4130 steel frame. You could put any 29er rim and tire combo on there; a great starting point; but the frame is really built around a brandy-new Surly rim and tire, which are designed for each other for easy, correct bead seating. Adam went on about how you must be able to put the tire on the rim by hand, while at the same time you don’t want the tire unexpectedly coming off the rim after a blowout either.
The Rim is called the Rabbit Hole. Gotta love the names, eh? It’s 50mm wide 7000 series T-6 Alu-minimum. 699g light I am told. I did note that the rim is concave so it may attract mud under certain circumstances.
Mated to Rabbit Hole is the Knard 29×3.0 tire. Looking at the tread pattern you see a good compromise of knobbiness and low rolling resistance, which is fine since this is the first and only tire of this kind. Cornering was also a thought, so there are side knobs for this. Weight should be around 820g in a 120tpi folding tire, with a less expensive steel bead available as well. How they achieved a weight that low with such a large tire has us scratching our head…
Ahh, but the ride. I got to ride the Krampus and it was pretty rad, especially after I got the pneumatic suspension dialed in. There’s a nice bit of travel to be had when the tires have the right amount of air in them. I started out hard and let a little air out at a time until I had a nice balance of traction and kush without bottoming out. This was somewhere around 15psi.
The Krampus rides big and long for sure, I called it Cadillac style. And unlike most 29ers that are aching to handle more like a little bike, the Krampus embraces it’s size. The XL I rode was real long, and the number that stuck with me was the laid-back 69.5˚ head angle, though we should mention the bike I rode was technically a prototype and numbers may change. This bike wants to go fast, and has the stability to do it. I have been way into this sort of style as long as I have been riding; it only took me a few turns to get used to it and dig it.
Traction was tops on the loose, ball-bearing-like surface of the trails at Snowbasin. I knew these big tires were on my side when I rode a "skinny" 29×2.4 later in the day, which felt sketchy. The 1×10 Shimano SLX drivetrain that the complete bike will be shipping with was surprisingly versatile. Versatile as in there was a low enough gear for me to get up the steeper hills. While 2×10 drivetrains and triples will be doable, installation of these may involve a bit of massaging. Plus, the one-by as the advantage of its simplicity, and with the guide, the chain stays on all the time.
The Krampus will ship as a frame and fork (pricing not yet set) or as a complete bike with the 1×10 drivetrain for maybe $1,950. Surly stressed that because of the special tubeset and chainstay yoke, the frame is more expensive to produce than it would be otherwise.
Tire and rim pricing has also yet to be determined. When this new platform takes off like I suspect it will, there should be more tires and other 29 Plus! ideas coming out of the Surly brain trust.
By Maurice Tierney,
Whisky Parts Co. just unveiled the first carbon fiber, disc-brake, thru-axle road and cyclocross forks here at the Saddledrive dealer event in Ogden, Utah.
Road? Cross? Thru-axle? Why yes, it is a stellar idea. Whisky’s mantra is is to make tough and durable parts, and these parts express that emotion rather well.
Being a small brand, it’s easy for Whisky to bring new ideas to the market quickly.
Thru-axles provide consistent, solid attachment of wheels to bicycles, they are a boon for safety, speed, and ride responsiveness. Cross bikes are going to disc brakes, it only makes sense to take it to the thru-axle level for consistent race wheel changes too.
The three forks use a mini Maxle, for standard 100mm road spacing. All steerers are tapered. The cross version has mondo tire clearance, and thee road versions are available in both 43mm and 49mm offsets. They weight in at 430 grams without the axle, which 70 grams or so compared to standard QR’s.
By Maurice Tierney
The kids at Santa Cruz Bicycles went straight to carbon fiber when they came out with their first 29er, the Tallboy, in late-to-the-game 2009. I have to say that this bike made quite an impression on the scene. Good move to go with carbon first; the Tallboy quelled the fears and stoked the aspirations of many a rider with its lightweight frame and stellar performance. I reviewed the carbon version in Issue #148 and liked it enough to keep it around.
Nowadays, nearly every bike company on the planet is going full steam ahead with 29ers. Some even staking their entire line on big wheels. The 29er movement has even taken hold at Santa Cruz. And by movement, I mean the whole enchilada, because while SCB offers 15 other mountain bike models, the Tallboy is their best selling individual model.
Since we’re just working stiffs here at the ‘Rag, we get real excited when a solid bike comes in at a price point attainable by mere mortals. Enter the $2,299 aluminum Tallboy complete. While SCB normally operates with a pick-your-kit bike purchasing method (Will that be XT or X0, madam?), spec’ing a complete bike with a carefully selected assortment of parts can result in an affordable, yet functional package. It’s a beautiful thing.
There are certain advantages to aluminum. I am definitely less worried about scratches, crashing or throwing my bike around when it’s made of metal. Aside from that, there isn’t a heck of a lot different between the alloy and carbon Tallboys. Rear travel (102mm) is the same. Head and seat tube angles (71-degrees/73-degrees, respectively) are the same. Same VPP suspension, same angular contact bearings, same grease ports to lube said bearings.
The lower pivot on the alloy model is offset, making it easier to run different chainring combinations or a chainguide. Other than that, the differences between the aluminum and carbon Tallboy come down to more weight and less money: the aluminum frame weights approximately 1.25lbs. more than the carbon version, but costs $700 less. You do the math.
So that’s the frame. You can hang any parts you like on it. But the story here is of a complete bike at a down-to-earth price point. How’d SCB get there? What, if any, corners had to be cut? The drivetrain is a mix of Shimano Deore and SLX. Good functional, serviceable stuff, just not the lightest and not the “finest”. Then there’s the fork, a RockShox Recon Silver with steel stanchions, and a pair of tires with wire beads.
As for some other parts, the Easton bar, stem and seatpost are of the EA30 variety. They look more expensive than they are, and while they’re on the heavy side, they sure don’t look cheap. The Avid Elixir One brakes stop as well as Avid’s fancier models, they just lack the bells and whistles—I kinda like ‘em simple like this. All in all, solid, serviceable stuff, not too heavy or light. My XL test bike weighs near 32lbs. That’s 5lbs. more than the XT/Fox fork-equipped carbon bike I tested.
Simply put, I’d say this bugger rides 90% as well as its pricey carbon sibling, and may do some things better. On a recent ride I was able to swap the aluminum Tallboy for the previously tested carbon model. Sure the carbon model is quicker to accelerate, snappier to handle, and offers a stiffer chassis, but these small differences in performance did not affect the joy of the ride at all. Another thought that came into my brain was the heavier bike fit my heavier fitness level. I’m a rider who is happy bringing up the rear on group rides. Do the extra pounds make any difference to my enjoyment of the ride? No, but the extra cash in my wallet does. Something to think about, is it not?
The other story is in the wheelbase. My last test ride (Breezer Cloud 9, issue #158) had a wheelbase 50mm shorter than the Tallboy’s 113.5cm, which resulted in a style change moving to the Tallboy. Not picking lines so much, but plowing over anything in my way. While switchbacks felt a bit tighter, rock gardens were rolled over with authority. On steep drops the long wheelbase and chainstays gave me some confidence that I would not endo. And on steep, sustained climbs the large cockpit gave me room to breathe, sitting or standing.
Limitations? I was pretty darn satisfied with the way everything worked. While I lamented the lack of a thru-axle on the Recon fork, I did come to believe that the steel upper tubes were adding some stiffness to the front end. This made me less likely to call for an early fork upgrade. I say ride the Recon now and upgrade later. With fewer adjustments to make, the RP2 shock seemed to have limitations as well. I deciphered a bit more pedal-induced motion from the suspension in certain less-efficient gear combinations than with the RP23 I rode on the carbon Tallboy, but generally, it was good as VPP gets.
I really liked the carbon Tallboy. It typifies everything Santa Cruz has to offer. But I have to say I enjoyed the value of the aluminum version even more than I enjoyed a fancy $4,900 carbon wonderbike. At $1,850 for the frame and $2,299 for the complete bike, this bike is a steal. Black or clear are two fine color selections, hope you like one of them.
- Age: 53
- Height: 6’4”
- Weight: 230lbs.
- Inseam: 34”
- Wheelbase: 44.7”, 113.5cm
- Head Angle: 71-degrees
- Seat Tube Angle: 73-degrees
- Bottom Bracket: 12.8”, 325mm
- Chainstay Length: 17.5", 445mm
- Weight: 31.5lbs., 14.29kg
- Sizes: M, L, XL (tested)
- Price: $1,850 (frame), $2,299 (as tested)
- Made in Taiwan
Editor’s note: I dragged out this post from our old forums about our founder and publisher’s legendary singlespeed, the Stutterin’ Prick. Note, this was written a decade ago, in 2002. The bike remains virtually unchanged to this day.
By Maurice Tierney
The real story of my one speed, named after a Joe Peshi line in what movie?
Here’s the deal: The story from 24 hours of Canaan this year (2002) is the story of a ten-year-old bike that has not passed its prime: Stutterin’ Prick.
Stutterin’ Prick is a 1989 Team Stumpjumper, Specialized’s top of the line steel bike for that year. Just like Ned and Lisa rode. Came with Tange Prestige tubing, full XT group, Biopace rings. The works. And fortunately, most bike companies, like Specialized, had by 1989 given up on the under-the-chainstay U-brake.
My second mountain bike, it was. Served me well. But over the years, it fell by the wayside. For purposes of spiritual revival and megatrend research, I had some track dropouts installed by Ted Wojcik for a one-speed conversion. Ted was then asked to paint it whatever color he had laying around. Make it ugly, I said. Maroon it was. What a maroon.
The full XT group is long gone, replaced by a minimum of parts, namely Paul Hubs, brakes and levers, Salsa 1″ quill stem, WTB Ti bar in 24″ width, an old Ground Control Umma Gumma 2.5″ tire for the pneumatic suspension up front, a skinnier, knobby Geax tire in back for traction, WTB Powerbeam rims (Laced three cross by Scotty at Dirty Harry’s), stainless steel King cages, and Bullseye 190mm cranks. The Bullseyes are a key feature of this bike as the 190mm length allows me to put down a load of torque when I need to. I ordered the Bullseyes with a 34-tooth chainring, and put a 20 on the back. This choice may be slow for flat sections, but it’s great on hills.
Screw the trendiness. Ten years later, and this machine has raised my consciousness, my self-esteem, and the level of my riding skill. We just got back from 24 hours of Canaan, where Stutterin’ and me rode 2 laps with an open team from NYC that I found in the lodge looking for a rider. My 1:37 day lap was comparable to what I’m usually capable of on a geared bike, suspended or not. It’s amazing what you can do if you put your mind to it. Prick was able to ride probably 90 percent of the course, especially the long grind up the road. A couple of really steep uphills were conquered on foot. This offered relief for my back and legs. Downhills were handled amazingly well, the precision of the rigid fork offered total control. And the rigid-fork beating was not that bad.
I don’t know why, but this baby rides like a dream. Uphill or down. Could be that the geometry chosen in 1989 is still valid today. 71/71 angles, 16.9″ chainstays, 11.6″ bottom bracket, 23.75″ top tube and 1.65″ fork rake.
Maintenance? Well the low-end model Ritchey 1″ headset did come loose a little, but that was easily cured once I was able to find a pair of 32mm headset wrenches. That wasn’t easy. The only other requirement was chain lube.
By Maurice Tierney
My first impression? This Periwinke blue is really striking. Powdercoat, yep. Environ-Mentally better than spray paint, too. I have gotten a number of positive comments from passersbys.
Second impression? This is a lot of bike for $2,299. Yowza! This strikes me as an incredible value. Sure, Santa Cruz’s D-XC-29 kit parts are a mix of Shimano Deore and SLX, and the fork is a steel-stanchioned Rock Shox Recon, and it does weigh near 32 lbs. in XL size, but that price point!
Riding impressions? I have always rode 24” top tubes, but wanted to try a longer one this time so I ordered up the XL with 25” top tube. I can make the fit about the same with stem and bar choice. The bike rides a bit more stable on high speed descents but with the longer wheelbase it does not handle the switchbacks quite as well as a shorter wheelbased bike. And it’s heavier. Lesson? Choose your sizing carefully.
My third impression? This thing works 90% as well as bikes costing twice as much. And that’s probably good enough for 90% of riders. OK, I am making this up, but yea! Sure there will be upgrades down the road, like to the fork and maybe the drivetrain for starters but hey, a frame and Fox RP2 shock can be had for a mere $1,850. Nice job, SCB.
Learn more at www.SantaCruzMTB.com.
Correction: We were so shocked at the low price of this complete bike, we didn’t belive it, and thus we had an incorrect price listed.
By Maurice Tierney
Just a word on where we came from…
I (Me, Maurice Tierney, publisher of Dirt Rag magazine and it’s resulting compulsory website) graduated from The University of Dayton in 1980 with a degree in photography and that fine art degree was pretty useless for business purposes so I spent most of the 80’s in the school of hard knocks, shooting weddings and chasing ambulances and anything to make a buck. Thankfully I had a partner or should I say wife actually (Elaine) who was gainfully employed as a copywriter at a downtown Pittsburgh ad agency. By 1987 I had built enough freelance business to have a bit of cash flow and with the help of a full page ad on the back cover of Mountain Bike For The Adventure magazine I purchased my first mountain bike ever via mail order, a $500 Supergo Access which paid me back in spades every time I tried to make friends at the local bike shop, yes I was hooked.
The next part of the story involves the purchase of an Apple Macintosh SE30 for the purpose of creating databases for my thousands of (preferably Kodachrome) slides. Little did I know but my editor at In Pittsburgh Newsweekly where I fancied myself as the Annie Liebovitz-style star cover shot shooter had loaded up said SE30 with a bunch of software including an application called Aldus Pagemaker.
As someone who had ZERO interest in computers at this time and a shit-ton of interest in riding bikes in the woods and being someone who wanted to be on the “inside” of the whole MTB thing and not just a consumer of goods there was a lightbulb-above-the-head moment somewhere along 1988 and the rest is history.
Why am I telling you this story? This is certainly not about me, and not about “Think Different” and not about “1984” and certainly not about all the glamorous consumerism that is today’s Apple Store, no, not today, October 5, 2011. I’m writing this, and am inspired to write this, ‘cause I am thinking about a certain guy who, well, if it wasn’t for him I don’t think Dirt Rag would exist really.
By Maurice Tierney
Felt Bicycles held their 2012 model year press outing in their parking lot in Irvine, CA the other day. I flew down to see what was up. Good to meet the principle people behind the brand, and get a handle on what the company is all about. One thing is for sure, the Felt line is growing. There really is something for everyone, a broad range of bikes at a broad range of pricing. Let’s get started.
Lucky me, I was getting ready to bring some time trials and triathlons into my life. Felt is a key player in this game, with many, many accomplishments in this field ever since Jim Felt welded his first Tri bike 20 years ago. This is the $4,999 DA 3. If you want a really nice bike you’ll need the $12,999 DA 1.
But this is a mountain bike story, no? Ooops! Let’s talk MTB. Felt showed us their new Edict LTD race bike. Acronym here is F.A.S.T., or Felt Active Stay Technology, where the seatstay/chainstay unit is molded to work as a spring, a spring that keeps the suspension biased toward the optimum sagged position, much like a platform valve on a fancy air shock. It will be cool to ride this some time. Light weight, simple 26-inch race bikes. $5,500 Pro, $10,000 LTD. Here’s the pro:
Yes, a simple but effective suspension.
For the longer travel crowd we have the Virtue line. Retaining the Equilink suspension design, these bikes are adjustable between 120 and 130mm for your larger needs. The Virtue line is also more adjustable in it’s price points this year with models being available from $2,300 to $10,000.
But the welcomest news is Felt’s increased line of 29ers, the Nine Series. Here at Dirt Rag we’ve been preaching the benefits of the big wheels for some time now and it’s awesome to see them finally taking off in Europe as well as the U.S. Now companies like Felt are offering a full line of 29ers for every budget.
Again it’s about racing. The philosophy for Felt has been steep 72˚ head angles for quick steering, short stays, and short fork travel. The claimed-21lb. Nine Team will run you $5,999. But I really dug the orange Elite model at $2,799. Check it out:
All told there are seven, count ‘em, seven 29ers to choose from, all the way down to the $599 Flow model. Yea, something for everyone!
On the tech side, if you’re reading this far, I’ll continue. Carbon fiber. Many of Felt’s bikes use this material, and it’s fascinating to see how it’s put together. The way I understand it is like this. Each individual piece in each frame size has it’s own mold, and as the carbon is laid into the mold, the air bags you see in the picture below are inflated to press the material toward the outside of the mold. This can leave it a little messy inside the frame, maybe leaving a little too much material and bringing the weight up. With the goal of keeping the inside of the frame nice and clean with just enough material, Felt uses additional molds like you see in the top of this photo (yellow) to leave us with a nice clean frame. Sweet.
So there you have it. I’m sure we’ll be able to ride some of these bikes at a later date, but until then this is all I can tell you. Felt does have a well-rounded line of bikes, I’ll be blogging at Bicycle Times shortly with the scoop on Felt’s everyday transportation bikes, their swell cruisers, and even a fixed gear to go with the time trial bike.