The RFX has been out of the Turner lineup since 2007 but returns with a vengeance as a fully modern carbon fiber all-mountain bike.
The Turner website is already loaded up with prices and build kits, with complete bikes starting at $4,573 for SRAM GX, up to $8,718 with XTR and Enve wheels. Frames are $2,995, and an “upgrade kit” consisting of frame, headset and Pike RCT3 Solo fork is an even $3,400. The bike I rode was a mash-up of parts Turner had lying around, but was a solid mix, including Enve M60 rims, Pike fork and Monarch Plus rear shock, KS dropper and Thomson bar and stem.
Look closely at the pictures above. Do you notice anything (other than the prototype DVO suspension bits)? All cable routing is external. Take note, rest of the bike industry. The routing is clean, adaptable, and simple. No holes in the frame, no rubber cable adapters that fall out every ride, no service frustrations. And the frame has well hidden front derailleur mounts rather than the more typical direct mount. The PF30 bottom bracket shell is another story. I guess we can’t have it all.
The new frame uses the proven dw-link suspension to control the 160 mm of rear travel. Geometry numbers are in the middle ground for bikes like this today, with a not too slack or steep 66-degree head angle, not too long 24.4 top tube in the large, 17.2-inch chainstays, and 13.4-inch bottom bracket height.
David Turner is a bike guy, through and through, and from the first look in person at the new RFX, it looks like a serious and well thought out bike. Even with less-than-ideal tires, and narrower than I wanted handlebars, I had a great ride on the RFX.
Seated climbing is completely neutral, but getting out of the saddle can still create bob, something only partially mitigated with the platform lever on the rear shock. I’d like to spend some time trying to tune the rear shock a bit better to combat this, but really, other than climbing up steep sections of gravel road, I never thought about it.
On rolling sections of trail, the RFX feels quite neutral for such a bike bike. Not as playful and poppy as a Santa Cruz Nomad, but not overly stable or staid, either. In other words, it went about its business with a predicatble attitude and responded well to smooth or more spastic rider inputs.
I didn’t have time to shuttle up to the downhill course at Bootleg Canyon, so I didn’t really get a chance to open it up, but I don’t expect to see this being anything less than a ripper as speeds increase even as the riding position felt all-day comfortable to me. The dw-link disappears on the trail, with no mid-stroke wallow, and effective anti-squat to control bob, although that same aggressive anti-squat could cause the rear tire to scramble for traction more often than I expected.
The FSA headset Turner uses can be swapped to a offset model, for head angles of 65 or 67 degrees if the stock 66 degrees is too slack or steep for your riding style/skills and riding area. No aluminum frame version is planned at this time.
As one of many 160 mm bikes released for 2016, this bike stacks up well against the best offerings on the market. We look forward to more saddle time on this newest Turner.Tweet Print
In a world of “me too” carbon bikes from overseas, the Turner King Khan is an American-made, full-throttle “F-you.” With a frame that’s welded up from good-ol’ metal in the U.S. of A., it’s a flag-waving, big-block, red-meat monster ready to crush anything in its path. There’s no denying that you better be an outgoing person to ride a Khan, because everyone on the trail is going to want to talk about it.
While the fat tires obviously have an advantage in the winter, I didn’t ride the Khan in snow, for two reasons: one, there simply wasn’t any snow in the Cascades this year (glad I’m not a skier), and two, if you’re going to sink this kind of coin into a mountain bike, you better damn well be able to enjoy it all year. It might be unfair to compare a bike like the Khan to “regular” mountain bikes, but for the sake of this review I’ll try to relate it to a more traditional riding experience.
All of Turner’s aluminum bike frames are made in the U.S. and are now available consumer-direct through the brand’s website if you don’t live close to a dealer. It is available as a frame only, a frame and fork or with Turner’s fat-bike build kit in any of 10 colors. The front triangle has a 100 mm threaded bottom bracket, and the rear axle is a 177 mm thru axle. The King Khan will fit a 4.8 tire on an 80 mm rim, but the stock setup is a 4.0 tire on smaller and lighter 65 mm rims. Like many new bikes, the Khan has no accommodation for a front derailleur.
The Turner build kit is spot on, with everything pretty much as I would like to spec a bike: a RockShox Bluto fork, which is really your only mass-market choice; a SRAM XX1 1×11 drivetrain that performed flawlessly and didn’t even think about dropping a chain throughout my test; and Shimano SLX brakes, which are by far the best bang for your buck in the stopping department. What’s not included is a dropper post, but I can’t recommend one enough if you want to wrestle the most from a bike like this.
Out back, the dw-link design performs as well as advertised, with excellent composure while pedaling while still remaining active over technical climbs. I easily cleaned technical features that I struggle with on a normal ride. The Fox shocks found on all Turner bikes are custom tuned for the dw-link, and the design is so efficient that there’s no need to even think about your shock lockout or platform settings. I did end up using more rebound damping than normal to counteract the bounce inherent in the big tires, and Turner specs the bike with a shock from the Burner, as it has a bit more built-in damping. I also continued to lower the air pressure as much as I felt comfortable, eventually settling around 10 to 12 psi.
While the shock comes from the Burner, the suspension kinematics of the Khan are based on the Sultan 29er trail bike, and the geometry of the two is remarkably similar, except for one key aspect: The Sultan has a 68-degree head-tube angle, while the Khan clocks in at 69.5 degrees, the steepest of any Turner bike. However, Turner says the next batch of frames will be built with an oversized headset that will allow for up to 1.5 degrees of adjustment. The big tires and packaging constraints of the dw-link design also dictate a longer chainstay, with the Khan stretching out to 18.2 inches.
With a reach of 17.1 inches on this size-XL test bike, the Khan has a more traditional fit than the latest crop of stretched-out trail bikes, and combined with the steeper head-tube angle results in a much smaller front center (the distance from the bottom bracket to the front axle). This aids in low-speed maneuverability, but when unleashed at full speed—something the big tires encourage—I couldn’t help but wish for a slacker geometry for even more all-mountain capability.
Switching from a “normal” bike to something like the King Khan takes some adjustment. The big wheels are always going to be far heavier than a typical mountain bike wheel, so making small line adjustments on the trail requires a bit more premonition. If you’ve ever made the direct leap from 26-inch to 29ers, you know the kind of advantage in rollover ability the big wheels have. You don’t have to be as careful with your line choice, as the fat tire straddles many of the gaps that you would normally put your wheel through. That said, you don’t always have the luxury of line choice, as maneuvering the heavy wheels at speed is more difficult. When it comes to fast, technical terrain, buckle up and hold on, because Khan is taking the direct route.
Once you’re up to speed, hitting trail obstacles is unlike any other bike I’ve ridden. It’s not a hooligan-type bike, but it does instill an incredible amount of confidence. The big tires take the edge off vibrations, impacts and landings; casing jumps has never been more fun. The traction and stability are reassuring, and I wouldn’t hesitate to encourage a mountain bike rookie to try a fat bike first. It is also unmatched when it comes to loose, rocky terrain. I rode the Khan up on the shoulder of Mount St. Helens, where the trail mostly consists of fist-sized igneous rock, and it floated through like a magic carpet.
Traction from the 4.0 Schwalbe Jumbo Jim tires is incredible, especially in straight-line braking and climbing. Grabbing a handful of the excellent Shimano SLX brakes can pull some serious negative g-forces, and you don’t need to be nearly as careful about your weight transfer on slippery climbs. That said, I’ve noticed on several fat bikes that side-to-side traction can be tricky, with a tendency to slide the rear wheel in sharp turns—perhaps because the contact area is spread out over a larger surface rather than digging in on a cornering knob. Just a theory.
The King Khan is one of the first full-suspension fat bikes on the market, though time will tell how long the segment lasts in light of the tidal wave of “plus” bikes coming in the mid-fat market. Since my crystal ball is in the shop, I won’t pretend to know what the future of the big-tire market holds, but I asked David Turner and he says he believes the full- fat design will always have an appeal for certain terrain.
“The riders that groove on the amazing traction and float like a Storm- trooper speeding through the forest of Endor will never be satisfied with the little 3-inch-plus-sized tires on a 40 mm wide rim, so fat ain’t going away,” he says.
The Khan’s greatest strengths are also its weaknesses, in that its ability to carry speed in a straight line over rough terrain is mitigated by its geometry, which emphasizes fast and agile cornering.
So who is this bike for? Clearly if you are one of the lucky few who have access to groomed snow trails in the winter, then a bike like the Khan will appeal to you. Likewise, if you are a mostly cross-country rider who appreciates the feel of the big tires, get after it. However, once you get into high-speed technical terrain, you’re likely to reach the limits of a fat bike like the Khan. The inevitable weight penalty—overall, but especially in unsprung mass—means you must make tradeoffs in traction versus maneuverability.
Turner says he knows it might be an acquired taste: “That is why we offer different models, because not everyone wants to experience mountain biking the same way.”
- Price: frame and shock, $2,695; complete, $5,999
- Sizes: S, M, L, XL (tested)
- Wheelbase: 46.5 inches
- Top Tube: 24.9inches
- Head Angle: 69.5 degrees
- Seat-Tube Angle: 73 degrees
- Bottom Bracket: 13.3 inches
- Rear Center: 18.2 inches
- Weight: 34.7 lbs. w/o pedals
- specs based on size tested
There’s no doubt this is the year of the 27plus bonanza, and Turner is one of the first brands out of the gate with a revised Sultan built around the new wheel size. With an overall diameter roughly equal to that of a 29er, modifying the design was simply a matter of making things a bit wider, naturally aided by the new wider 148 mm hubs and 110 mm forks. Don’t think of it as a fat bike, Turner says it is built to be a full-bore enduro machine with traction to spare.
The Burner is the keystone of the Turner lineup, and we were enamored when we tested it a few years back. For 2015 it get subtle tweaks like a new tubeset, stealth dropper post routing and a shorter seat tube to make room for longer dropper posts. The aluminum frames are still 100 percent made in America.
It’s well known that David Turner has been a huge cyclocross fan for years, so it’s only natural that he bring his latest passion to his mountain bike brand in the form of the new Cyclosys. The versatile cyclocross/gravel bike is equally at home inside the tape or out on the open road, with plenty of clearance for 43c tires.
I have to admit, when fat bikes first came around, I didn’t like them either. They looked cumbersome and slow. Not my idea of a good time. But once I started riding a few, I started to see the light. Are they a niche product that could only be someone’s “other” bike? Or are they a viable, year-round alternative to those “skinny” tire mountain bikes?
The folks at Turner clearly see the market moving towards the latter. The new King Khan is one of the first production full-suspension fat bikes and is at the cutting edge of where the bikes—and the customers—will go. With the same dw-link suspension and American-made aluminum construction, the King Khan strikes a familiar profile to fans of Turner’s bikes. The kinematics are adapted from the Sultan 29er model and shares the same 125 mm of travel, but it obvious to see that the frame had to make several accommodations for the massive tires. The suspension moves through a custom tuned Fox Float CTD shock, with the Kashima version available for an upcharge. The frame is paired with a RockShox Bluto fork moving through 120 mm of travel.
That said, the measurements are modest by fat bike standards. The rear end spacing is 177 mm with a thru axle, and the Schwalbe Jumbo Jim 26×4.0 tires are mounted to Surly Large Marge 65 mm rims. The Khan was designed to take advantage of the big tires without the even larger weight penalty of using the largest possible components. The King Khan is sold as a frame only ($2,695) or built with Turner’s fat bike kit ($5,999) featuring a SRAM 1×11 drivetrain, as there is no provision for a front derailleur.
As if it were possible to stay subtle on the trail, the King Khan is available in 10 different finish options, including raw with a clear coat. Designed for all-purpose trail riding, the King Khan has a 69.5 degree head tube angle, 73 degree seat tube angle, 13.3 inch bottom bracket height and 18.2 inch chainstays. The complete bike, as you see it here with pedals and the dropper post, tips the scales at 34.72 pounds. Not light by any means, but reasonable considering its size.
A note about the bike pictured here: It was originally set up for someone shorter than me, so when I raised the saddle and handlebars, it left the cables a little short. It still works fine, but should you purchase your own Turner don’t expect to see cables held on with zip-ties. All of Turner’s bikes use metal cable guide to keep them in place and looking fast.
On my first ride with the King Khan I set out to take it easy but still smashed all my Strava records at my favorite local trail network that largely consists of road climbs and singletrack descents. Riding with such massive wheels does take a bit getting used it. I liken it to the first time on a 29er, where things feel a bit odd until you get the hang of it. In this case not only does the additional diameter of the wheel roll over terrain well, the width means you don’t need to be as precise about your line choices. That said, you don’t always have a choice, as the weight of the wheels makes those small, nanosecond adjustments much more difficult than with a super light smaller wheel.
The King Khan certainly gets noticed, so I better be prepared to explain what it is to curious onlookers as I ride it through the summer for an upcoming full-length review in Dirt Rag. Want to make sure you don’t miss it? Order a subscription today.
Turner goes direct
The other big news from Turner this week is that the company has announced it will be offering its bikes direct to consumers. Riders will still be able to work with their local Turner dealer, but if they don’t have one nearby they can go straight to the source. You can configure your bike and buy it straight from the Turner website, along with extra parts, accessories or merchandise.
The Burner name was first given to the original Turner, a full-suspension cross-country bike released in the mid-‘90s when the “NORBA standard” hardtail dominated the market. Over the years, the Burner evolved and took some hiatuses from production. This latest version is fast becoming the standard mountain bike of the 20-teens, the 27.5 trail bike.
Just like the rest of the Turner Bikes lineup, the Burner uses Dave Weagle’s well-regarded dw-link to offer 140mm of efficient travel. The dw-link system is designed to resist suspension movement from both the drivetrain and rider weight transfer when accelerating. Across the board, everyone here at Dirt Rag is a fan of this system.Tweet Print