Mountain Biking

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APRIL 2009
YETIS BIG SURPRISE!
YOUR TIRED BIKE CAN RIDE LIKE NEW
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MOUNTAIN BIK ACTION O BIKE
2009 TREK BICYCLE CORPORATION
FSR
THIS MONTH You know you want to upgrade your fork. We show you what is out there and give you tips on how to get the most out of them. Page 60.
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Photo by John Ker
BIKE TESTS
MBA SPECIAL SECTION
FEATURES
40 The Specialized S-Works Stumpjumper FSR Carbon

The Ferrari F430 of trailbikes.
60 MBAs 2009 Forktionary

Your guide for speaking in forked tongue
90 Riders Who Inspire

Brian Bushway, leading the blind.
56 Salsa El Kaboing
Spice of Life
64 TURES Tricks And Fork Tips, Secrets

Get all the performance you paid for.
92 The Nine Most Underrated Components

...and one great bike get their long-awaited recognition.
80 The Yeti 303 R-DH

Ride the Rail
108 The Cannondale F5

Cannondales best-selling mountain bike.
68 2009 Fork Buyers Guide

Front-end upgrades. TECHNICAL
116 Who The Heck Is Aaron Gwinn?

Meet the USAs top World Cup threat. TRAINING & FITNESS
46 Bring New Life To That Old Bike

When upgrading makes a lot of $ense.
96 The Lazy Mans Guide To Gaining Speed

Become a better bike handler right now. COMPETITION
76 Worlds Best Bolt-Ons

Five simple, cheap products that will make you faster.
124 Focus On Winning

Elite gravity athletes specialize in one discipline. DEPARTMENTS
86 Inside The Pros Bikes

Melissa Buhls KHS world dominator. Fine tune: There are plenty of tricks when mounting your bikes stem. The Garage Files show you the ups and downs. Page 114. 6
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102 How To Fix A Flat Tire

You think you already know, dont cha?
12 Happy Trails
Twenty years of innovation.
112 The Garage Files

Stem research.
14 Mac Attack
Left out in the cold.
Photo by John Ker
contents
108
16 Hard Tales
Wild saddles, demo rides and Goldfinger
Photo by John Ker
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VOLUME 24, NUMBER 4 APRIL 2009
ON THE COVER Three great bikes for three very different reasons. The Specialized S-Works Stumpjumper FSR Carbon, the Cannondale F5, and the Yeti 303 R-DH. All shot through the lens of John Wish I got a cash bonus for every cover shot Ker.
36 Inside Line
Are custom-made bikes worth it?
19 Trailgrams
The Santa Cruz debate continues.
98 How To Subscribe
Entertaining, educational, sometimes controversialand cheap, too.
24 Trail Mix
Life found on Mars.
136 Quick Releases

Heads, you win.
30 Thrash Tests
A lifesaving bag and more. Group ride: Let your youngun come along for the ride and get a workout at the same time. Page 30.
138 Down The Trail

An insane stunt that looked awesome.
MOUNTAIN BIKE ACTION Magazine (ISSN 0895-8467 Canada GST 12500#9266RT: CPC INTL. PUB MAIL 40024492) APRIL 2009, volume #24, issue #4, is published monthly by Daisy/Hi-Torque Publishing Company, Inc., with editorial offices at 25233 Anza Dr., Valencia, CA 91355. Subscriptions $19.98 for 12 issues (one year). Canada add $12 additional postage for one year, $24 for two years. Foreign add $15 additional postage for one year, $30 for two years. Foreign subscriptions are shipped by surface mail and may take up to 15 weeks to receive. Copyright 2009 by Daisy/Hi-Torque Publishing Company, Inc. All rights reserved. Nothing in this magazine may be reprinted in whole or in part, by any means, without the express permission of the publisher. Contributors: Photographs should be submitted in digital form on CD or DVD. Images should be 4 megapixels or higher. High-quality, low-compression JPEG images are preferred. Please limit submissions to no more than 20 photos at one time. Transparencies and prints will no longer be accepted for consideration; such images should be scanned and submitted as high-resolution digital files. Captions should accompany all submissions. Make sure the photographers name, address, phone number and e-mail address are clearly labeled on each CD or DVD. Submissions will not be returned. Written articles should be submitted on CD (unless other arrangements have been made with the editors), saved as text files, and accompanied by a printed version. Written submissions, both on paper and CD, will not be returned. The publisher does not assume responsibility for unsolicited material. PERIODICALS: Postage paid at Santa Clarita, CA 91383, and at additional mailing offices. POSTMASTER: Send address changes to Mountain Bike Action Magazine, P.O. Box 958, Valencia, CA 91380-9058. Printed in U.S.A. For Canadian returns mail to: Bleuchip International, P.O. Box 25542 London, ON N6C 6B2.
WARNING: Much of the action depicted in this magazine is potentially dangerous. Virtually all of the riders seen in our photos are experienced experts or professionals. Do not attempt to duplicate any stunts that are beyond your own capabilities. Always use discretion and wear the appropriate safety gear.
April 2009 / MOUNTAIN BIKE ACTION
Photo by Craig Grant
MBA STAFF
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EDITORIAL DEPARTMENT
JIM McILVAIN EDITOR RICHARD CUNNINGHAM EDITOR-AT-LARGE JODY WEISEL FEATURE EDITORS ZAPATA ESPINOZA SEAN McCOY MANAGING EDITOR JOHN KER ASSISTANT EDITORS RYAN CLEEK KATHARINE McCOY ED ARNET CONTRIBUTING EDITOR JEFF SPENCER TRAINING CONSULTANT JOHN TOMAC CONSULTANTS MIKE BELL JOHN PERRY BRAD ROE ONLINE EDITORS BradR@hi-torque.com TOM HINZ TomH@hi-torque.com
ART DEPARTMENT
ANTJE SCHROEDER-ERNST DESIGNER ALMA MARTNEZ de DICS ASSISTANT DESIGNER JACKIE CLEVELAND JIM ALGAR COPY EDITOR KAY DEICKEN PRODUCTION COORDINATOR PAT CARRIGAN PHOTO ARTIST RYAN DERRICO WILLIAM C. HAWLEY IV PRELIM COORDINATORS
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WHEEL GIANT INCORPORATED P.O. Box 80, Changhua, Taiwan R.O.C. Tel (047) 352555, 350500 Telex: 58312 WGI Fax: 886-47-357860
Pictured: 2009 Anthem X0.
2008 Giant Bicycle Inc. All rights reserved.
Putting the X in XC, the all-new Giant Anthem X cranks up the travel while shedding the weight. World Cup-proven geometry, four plush inches of Maestro travel and the lightest aluminum fullsuspender Giant has ever produced. Available now at your local authorized Giant retailer.
giantbicycle.com
HAPPY TRAILS
By Richard J. Cunningham
was assembling an affordable hardtail when I had one of those ah-ha! moments that made me realize exactly how far mountain bikes have progressed. A dear friend had (reluctantly) returned a vintage steel-framed mountain bike that I had built in the mid 1980s. It was outfitted with the best components from its era and probably would have retailed for a then-exorbitant sum of $1800. The modern mountain bike that I had just pulled from the box was a Haro Escape S. It retails for $490-which in 1985 dollars was probably $150. To put it mildly, the low-level Haro represented a technological leap. Its most insignificant features would have left both the press and the racing community of the 1980s openmouthed. Awestruck might be a more appropriate word.
Index shifting was still around the corner, and trigger shifting? Well, that was somewhere in outer space. Mountain bikers of that period shifted gears manually with friction thumb levers. Sealed components were premium priced items in the early days. The Haros no-name bottom bracket, name hubs and headset had sealed cartridge bearings. Cartridge-bearing hubs and bottom brackets were only available in mountain bike widths from Phil Wood back then, and Chris King made the only cartridge-bearing headset. Lowfriction, Teflon-lined cable housings the stuff that comes on every bicycle made todaywere patented, cuttingedge technology. The topper for anyone who squealed through mud or moisture, however, would be the Haros Bengal disc brakes. The Taiwan knockoff of Hayes mechanical disc brakes would most certainly have been depicted in action on point-ofpurchase videos near bike-shop cash registers throughout the world. Mountain bikers who flocked to bike shops to squeeze the mighty Bengal brake levers would be blown away by the radical lines of the Haros tapered, rectangular-tube aluminum frame.
fork with adjustable preload. A reliable suspension fork in the mid 80sone that actually worked? Come on! Four years later, when the first generation of suspension forks did arrive, they gushed like pedal-powered oil wells. It boggles the mind that the lowest common denomenator in Haro's mountain bike lineupa $500 hardtailreflects such an astounding amount of innovation and (dare I say it?) performance. Of course, the value of the Escape S is mirrored by other bike brands, and this further underscores the fact that mountain bike makers, through hard work and imagination, have placed a busload of technology under the saddles of bicycles that almost anyone can afford. The last components to come out of the Haro box were pedalsone-sided, toe-clip style pedalsthe items which first inspired me to glance over to the vintage Mantis across the room, because it too was equipped with toeclip pedals (and straps). It seemed quite comical to me that the only components on the Haro left unaltered after 20 years of innovation were the ones I despised the most. I love my
The Haro had an eight-speed cassette, while the vintage Mantis had six cogsbut the term cassette was not introduced until 1989. Period mountain bikes had screw-on freewheels that tightened with each power stroke until the hub and freewheel were pressure-welded together. They required a Herculean effort to removeand quite often were destroyed in the process. The novelty of an eight-speed hub alone would have knocked the socks off of mountain bike enthusiasts in the eighties, when the largest cog a derailleur could shift numbered 28 teeth. They would have killed for the Escape's 34-tooth low gear and the SRAM 3.0 long-cage rear derailleur. So imagine their shock at SRAM's SX.4 under-the-handlebar trigger shifting. 12
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Most would have never seen a welded aluminum bicycle frame of any kind in personand manipulated tubes simply didnt exist. But the wonder of all wonders would be the Escapes unprecedented innovation: the SR Suntour 3.9inch-travel, spring-action suspension
Shimano SPD pedals. I remembered fussing with cages and straps while negotiating technical trails, and I realized that I could live without almost every modern mountain bike invention, but I never wanted to flip a toe-clip pedal again. Of course, in 1985, nobody would have noticed that. J
THE MAC ATTACK
Cold Weather Riding
iving on the northern edge of Southern California doesnt present a lot of opportunities for true cold-weather riding. So when a cold snap blows through the Heritage Valley, like it did recently, Im stoked. But Im not just stoked, Im prepared.
I wanted to share what may have been the last cold day of the season and I had made a number of calls to invite friends to join me for this ride. No luck. The sun was starting to climb into the gray sky, so I knew I couldnt waste any more time trying to nd a partner. I wanted to be on the trail while it was still crunchy. I started to suited up. It takes 30 seconds to get ready for most rides, but not when it is frigid outside. You have to plan carefully. The operative word is layering. I start slipping into a thermal top and then thermal tights. I slide a set of regular riding tights with over-the-shoulder holders on top of the thermals and a baggy short over those. Next come the socks. Then I realize Ive blown it. The long socks should have gone between the thermals and tights for a better system seal. The shorts and tights come off and I pull on the long socks. Then I put all the other stuff back on. A recycled plastic bag goes over each sock, and I put another pair of socks on to hold the bags in place. My toes are toasty, even if there is the faint smell of peanut butter and jelly (the plastic bags were used for last weeks lunch). I blow the dust off the awesome Gaerne Polar cycling shoes in the back of my closet. The shoes, that look more like boots, are ve years old and still appear to be brand new. Thats because I only get to wear them about three times a year. Once I get these guys laced up and zipped, I slide a set of booties over them. I dont like numb toes. I look at the clock. It has been twenty minutes since I started dressing. I try to focus. A long-sleeve jersey. A jacket shell. A vest. It will be snowing, so I put another shell over all those layers. Uuuuugh, did it again. My gloves! I wanted them under the jersey. Off with the shells, vest and jersey. On with the gloves (the thin ones). Jersey, shell, vest and shell two go back on. I slide another 14
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mitt over the gloves. Dang it, Ive got to snap my helmet. The mitts come off. A Buff head gasket gets slipped over my head so it covers my ears. I should have put that on before the jersey, but it is going to be July before I leave for this ride, so I compromise and tuck it in best I can. The helmet goes on, glasses in place, mitts back on. I slip on the CamelBak and the straps are digging into my shoulders. Have to let them out to accommodate all those extra layers. Im ready to go. Total dress time: 27 minutes! I dont know if it is the anticipation of the adventure ahead or over-hydration, but I take two steps towards the garage and nature calls. Actually, it yells. I have to go through the drill of stripping layers away, but I am getting good at doing each step in its proper order. I only waste another ten minutes. I open the garage door. Flat tire! I keep my spirits high. It could be a slow leak. I get to pumping and it is hard to hear through the Buff. I pull the Buff down to uncover one ear. The tube is leaking faster than a New Orleans levee. Im not giving up. I strip halfway down, change the tube, pump up the tire and slip the wheel back into the bike. My feet are sweating by now and one of my two chamois is soaked. I follow the drill to get all my gloves, layers, helmet, Buff and glasses back on. Im nally ready for my nine oclock ride. It is 10:22. The phone rings! I dont take anything off as I press the receiver against my Buff-covered ear. Speak up, I yell into the phone. It is Sanders. Hes returning my call about going for a ride and just wants me to know he thinks Im nuts. I thank him for calling back and wasting another two minutes of my ride. I head back into the garage and grab my bike.
The trailhead is just up the road. I roll down the driveway, make a left and am surprised by a sheet of ice. The front wheel shoots to the right like somebody attached one end of a rope to the right slider and the other end to the bumper of a garbage truck. I go down so fast that I dont even get my hands out to soften the blow. Luckily, all that layering takes the brunt of the impact. I have to rock back and forth a few times to build enough momentum to get to my feet. The front brake lever is snapped and the stem is pointing at a 45-degree angle. I roll the bike back into the garage and I walk inside my warm house. I strip down to the thermals and turn on the computer. The Weather Channel predicts a high of 67 degrees by tomorrow and the TV listing shows an episode of Law And Order is just starting. Ill have to try that cold weather ride next year. Dont be left out in the cold. Write to me at Jamesmac@hi-torque.com.
w w w knucklebox c o m
HARD TALES
Gear
Troy Lee Speaks Italian

Troy Lee Designs is best known for its riding gear, casual wear, helmets and custom helmet painting. Hard to believe that Troy Lee and his zany crew of designers and painters find time to take on more projects, but they do. Recently, the TLD group got paid the ultimate compliment when the 112-year-old Italian saddle company, Selle Italia, asked for some graphic input. Italian companies are renowned for their design expertise, so tapping the Corona, California, company for design input was flattering to say the least. Compliments aside, Troy and the gang dipped into their bag of tricks and came up with saddles that look so cool, youll want to pedal out of the saddle for the first month after you get one. The limited-edition TLD Selle Italia saddles are available from your local bike shop. You can get more information from Selle Italias importer, ProNet, at (800) 279-3793.
Look fast (clockwise from bottom left): The $170 Vertebrae Yutaak, the $99 Shiver Paint Can, the $210 SLR T1 25 Years of Troy Lee Designs, the $210 Flight Eyeballs and the $188 SLR XP Spider Web.
Hard tail: Not part of the TLD Selle Italia saddle line but equally eye-catching is this threeounce, all-carbon CX Zero saddle. Only the most hard-core weight weenie will be attracted to this expensive (around $500) saddle that needs to be carefully cared for.
Where are the rails?: The monocoque carbon CX Zero saddle has integrated rails. Our advice is to invest in a great torque wrench if you are willing to plunk down half a grand for this saddle. You dont want to crimp these rails.
Cross Training
Ivan Basso
Photo by Roberto Bettini
Shreds Snow
What do top roadies do to get in shape for the road season? They ride mountain bikes! Elite professional road racer Ivan Basso was spotted riding a carbon fiber Cannondale Moto at the Team Liquigas training camp held in Italys Dolomite mountain range. The focus of Ivans training is to knock off Lance at the Giro dItalia this coming May.
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Demo
Wanna Ride
Pivot Cycles is on the road again with their demo fleet of Mach 4s, Mach 5s, Mach 429s and Firebirds. This is your chance to throw a leg over these impressive bikes without committing to a purchase. (Warning; after your ride it may be tough not to commit.) The fleet will appear at the Sea Otter Classic in Monterey, California, before heading to Colorado and New Mexico in May. They havent figured out where the highway will lead them after May, so you can check their website or call (480) 467-2920 to track the demo fleets progress
A Pivot?
Fact
28,724
Mountain bikes in use by police departments across America.
Pivot Demo Tour

April 16-19, Sea Otter Classic, Monterey, California May 2, Wheatridge Cyclery, Wheatridge, Colorado May 3, Golden Bike Shop, Golden, Colorado May 9, Old Town Bikes, Colorado Springs, Colorado
May 14-21, Ride the Rockies, Rocky Mountains, Colorado May 16, Sports Garage, Boulder, Colorado rts, May 23, Santa Fe Mountain Spo Santa Fe, New Mexico May 30, Fat Tire Cycles, Albuquerque, New Mexico
Truck Stop
You Too Can Own A
Former Downhill Champ!

In 2001, former MBA photo rider Todd LeDuc won the NORBA National Series downhill championship. LeDuc left mountain bike racing to join his father Curt and brother Kyle (also a former MBA photo rider) to race trophy trucks. The LeDuc name rings in the off-road truck world like the name Andretti in openwheel racing. Thanks to Todds truck racing success, you can now buy a replica Stick up: The Todd LeDuc graphic kit for decal kit of his Rock Star ride for your RC truck. your R/C truck.
Winning w 2001 Azo ays: Todd LeDuc in nic advert isement. a
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HARD TALES
Winners
GT Wants To Make
You A Star
The GT Golden Bike Series is like a reality TV show made just for crosscountry racers. And unlike TVs secretly scripted reality shows, there are no fixes or behind-the-scenes manipulations going on at the GT Golden Bike Series. It works like this: GT has chosen seven races that make up their Golden Bike Series. The amateur cross-country racer (over 18 years old) to turn the fastest time becomes the GT Golden Bike Winner. This rider doesnt have to be racing a GT bike to be eligible, but theres a catch. The Golden Bike winner must defend the bikes ownership by racing it at the next event in the series or forfeit the prize package worth more than $10,000 to the second-place finisher. The only way to get the Golden Bike is to crush the competition, explained Jenni Cathcart, Director of Marketing for GT Bicycles. Theres no silver or bronze in this competition. It is all about the gold. GT doesnt expect the Golden Bike winner to fund the bikes defense alone. Thats why GT will cover an all-expense-paid trip for two to the next race in the Golden Bike Series, bestow the use of a commemorative GT Golden Bike, supply a $250 Sugoi gift certificate and top it off with a swag bag of cycling gear. It gets better. A professional bike mechanic, and a personal cheerleading squad known as The Gold Diggers, will support the Golden Bike winner. Of course, if another rider throws down the fastest time at the next event, all these rewards are taken from the last events winner and transferred to the new winner. Since professional riders do not qualify for the Golden Bike Series, we predict a few of last years back-marker pros will not renew their pro license so they can go after the Golden Bike. After all, the Golden Bike winner will get treated way better than most pro winners. J
Moral support: The Golden Bike winner gets an unfair advantage at the next racethe encouragement of The GT Gold Diggers.
The Golden Bike Series

April 19,Sea Otter Classic, Monterey, California May 2, GHORBA Big Ring Challenge, Coldspring, Texas May 17, Spring Thaw Mountain Bike Festival, Ashland, Oregon June 7, Massanutten HOO-HA!, Harrisonburg, Virginia July 4, Firecracker 50, Breckenridge, Colorado August 9, Ore to Shore, Marquette, Michigan September 13, Landmine Classic, Hingham, Massachusetts
Golden opportunity: The series leader gets to choose a GT Zaskar or GT Marathon (shown here). Both will feature a golden monocoque carbonfiber frame and Shimano XTR components.
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TRAILGRAMS
THANKS FROM TONY Thanks again for the story on my Forward Motion Foundation (MBA, December 2008). We have already received interest in helping out as well as donations to the Re-cyclery. One of the contacts was from a guy who works with the Metro Transit System here in San Diego. He is helping us set up the routes so folks without cars can get to our events. This is really cool, as we are working with many folks who do not have drivers licenses. Tony DiLorenzo Forward Motion Foundation www.forwardmotionfoundation.org THE LAST PROFLEX LETTER I bought my ProFlex 956 in 1996. I still ride it. Not much of the original bike remains, but it is still essentially a short-travel, stiff-backed, dual-suspension, cross-country bikeabsolutely perfect for the type of riding I do. Curiosity has led me to test a few modern bikes, but I just don't seem to gel with them. Although they float along the trails, they seem too heavy, bouncy and detached compared to the ProFlex, which tells me absolutely everything thats going on underneath its skinny wheels. Mark Lovatt Newtown, Wales MORE COLD TIPS I ride all winter in Salt Lake City, Utah, and when the trails are too snowy, I climb the steep roads in the foothills near the state capital to keep my muscles ready for slickrock in the spring. The trick is to layer with wicking materials and wear a big CamelBak pack. I begin the ride with an amount of clothing that makes me feel a bit cool to start the climb and usually includes a polypro underlayer, longsleeve jersey, wind vest, windproof jacket and appropriate leg covering. As I ride up, I stop briefly to shed a layer as needed before heat builds and causes profuse sweating. At the top of the climb, I start pulling layers out of my pack and putting them back on (fleece jacket, windproof jacket, head band with ear muffs, a fleece-lined face protector, thick gloves, knee/shin guards to break the wind). Then I bomb down to the bottom secure in my clothing capsule. What a blast, and what a way to turn heads! Brooks Carter Salt Lake City, Utah
January, 2009
BE AN INSPIRATION After reading about Tony DiLorenzo in the January Riders Who Inspire, I thought of a friend who is worthy of being featured in a future story. She would never think about promoting herself, so what is the best way for me to submit her for consideration? Bill Hess Chicago, Illinois Many riders who deserve to be featured in Riders Who Inspire would never recommend themselves, and thats why friends like you are so important. Drop us an email (mbaction@hi-torque.com), and it will speed things up if you type Riders Who Inspire in the subject line. Tell us about the person who deserves a little recognition and how we can contact them. As you may already be aware, we have a broad definition of who a rider who inspires is. It can be someone who has done things to benefit the entire mountain biking community, a rider who helped you out of a tough situation, or a rider who is fighting against great odds.
MBA,
SLOW YOUR SPIN MBA encourages riders to spin at 80 rpm (New Years Riding Resolution, January 2008). This works for smooth trails, but when the going gets rough (extended rock gardens, and extended rooty sections), I find I get better results in a bigger gear. Use more muscle and, voila, you make it through the rough stuff. I understand the dynamics of the pedal stroke, but the advice of pedaling at high rpm does not always have its place. Push the gear and learn the burn! Tom Lefty Lowrie Dalton, Pennsylvania Theyre your knees, Lefty.
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TRAILGRAMS
CRAIG FAN Thanks for the profile on Adam Craig (Americas Best Mountain Biker, MBA, January 2009). I have been a fan of Adam based on his results, and now Im more of a fan based on his attitude. If there were more well-rounded riders like Adam racing today, I believe cross-country racing in the United States would be a lot more interesting. Chris Lewis Boise, Idaho
RE-TREAD MBA recommends putting a Kenda Small Block Eight tire on the rear of the bike to lessen weight and improve momentum. Nowhere do I see a disclaimer stating not to follow this advice if you live in the Northeast. The Small Block Eight tire might do what you say, but at a cost of lost time due to lack of traction with all the mud we have here. Peter Inserra Oriskany, New York MBA Disclaimer: Riders who ride on frozen lakes, in deep snow, mud bogs or quicksand shouldnt use a Kenda Small Block Eight tire on the rear either. THE SANTA CRUZ DEBATE GOES ON I have to side with Santa Cruz. They are not attacking consumers with a "loophole, but rather sticking to their guns. Why should they release a new bike when nothing has changed? Should they offer a new color next season, hop the price, and tell riders it is the all-new Blur LT? They have, in fact, differentiated their modelsnot by year, but by characteristics, design, and technology: Blur, then Blur LT and Blur XC (these were different bikes and different from the Blur); and now the new BLT2, or Blur LT2 with VP2. A shop that does not know how to explain this to customers isn't committed to the lines they carry, and that consumer should find a shop they can rely on. Josh Dennis Salt Lake City, Utah 20
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SLIDE GUIDE I tried Paul Thomasbergs cable tricks (Garage Files, January 2009) on my Santa Cruz Blur LT that uses Shimano XT components and could not believe the results. The rear derailleur shifting is noticeably crisper with less pressure needed at the shifter. The added benefit of keeping dirt out of the housings is just a bonus to the modification. Please keep these kinds of tips coming. Joe McAdams San Diego, California
FUNNY AND INFORMATIVE I realize it is only your January issue, but the photo of Dan Gaudenzi using a glove and tire tube to dress his head wound has my vote for the funniest photo of the year. It was funny and at the same time informative. I wonder if I would have been so resourceful if I found myself in the same situation as Dan? Eric Rhodes Calgary, Alberta, Canada J
i-torque.com or Write us at mbaction@h Trailgrams, 25233 hard copy us at MBA 91355. Include Anza Drive, Valencia, Ca. you live. the town and state where month: Dont fill up Trailgrams tip of the to the top. Measure your hydration bladder ll need for the the amount of water you t. to carry the extra weigh ride. No need
BATTLE PROVEN.
The HollowGram SI Crankset. The lightest, stiffest crankset on the planet. Standard on the Cannondale Factory Racing Team Scalpel.
The good fight. cannondale.com
TRAIL MIX
A FOXY LADY Riding during my vacation to the Alps. Elayna Caldwell Fox Racing Shox
IDAHO EPIC In mid November people in our area are thinking about skiing and snowboarding on some of the best snow on earth, at Jackson Hole, Wyomings Grand Teton Village. But we were not done riding. We needed to go on one last ride. It was the first time my wife and I had ridden on snow and ice. Your bike tires make a different kind of sound going over snow. The bikes handle differently, and even though you know the six-mile trail, it has changed. The bumps, climbs, drops and rock gardens all make the trail different. As we continued down the trail, the snow turned to mud and we got dirty in a very good way. It was an epic ride that I would recommend to anyone. Cody Saxton Sheryl Saxton Danny Kelly Jackson Hole, Wyoming 24 www.mbaction.com
TRAIL MIX
LIFE FOUND ON MARS This is me riding the Fin on Thunder Mountain Trail near Bryce Canyon, Utah. Shannon Lynch Wheat Ridge, Colorado HAPPY BIRTHDAY Celebrating my 54th birthday at Plattekill, Roxbury, New York. If you ride, you understand. Tony Suppa Stamford, Connecticut
TAKE A PICTURE This is my wife and I riding just north of Quebec City, Canada, in the Jacques Cartier National Park. Biking is time we take to spend together, enjoy life and have a blast. As for the most part we are running with too many things to do and too little time to do them. On this ride, we managed to figure out how to run the timer on the camera to get a picture of both of us to remind us how much fun we have biking together. Michelle LeBlanc and Rheal Jaillet Moncton, New Brunswick, Canada
WATCH YOUR STEP Mark Dimond (left) and me sitting on the edge of a cliff next to the Slick Rock Trail in Moab. The black line on the middle right is a road, and you can see a car down there. Probably wasnt the smartest thing to do, but we got some pretty cool pictures with our cell phones! Bryson Chamberlain Oak City, Utah
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RIDE
BELIEVE
With 150mm (6) of fully active travel, the 2009 Compulsion utilizes our award-winning patented Equilink technology to achieve true pedaling e ciency. No longer must you pepper your pedal stroke to o set rear-end travel. Experience a plush, fully-active suspension operation that is completely isolated from drive train inuence. Aggressive, agile and lightweight, the Compulsions trail design is capable of tackling all-day, all-mountain riding, no matter the conditions. One ride will make you a believer. Felts 2009 Compulsion family of bikes includes the One (shown), Two and Three.
RIDEFast. Hard. Forever.
TRAIL MIX
FAMILY RIDE This day out with Dad comes to you from Phoenix, Arizona. Got to love Phoenix in the winter months, and having two boys, Dylan and Luke, who love to mountain bike with their Dad! Vince Kaderabek. Phoenix, Arizona TAKING IT ALL IN Cris, Dave, and Bill taking time to check out the view of Castle Peak from the Hole in the Ground Trail at Donner Summit near Lake Tahoe, California. The place has awesome singletrack, slickrock and views. You would never know you are so close to Interstate 80. Cris McReynolds La Honda, California
A REAL CAMEL BACK My wife Jill and I on a 35-mile epic ride in Judea Desert, Israel. The photo was taken in a dry riverbed called gmalim that means camels in Hebrew. Dry riverbeds in the Judea Desert are the only places where youll find vegetation for food and shade, so a lot of local Bedouins bring their camels to this place for rest and grazing. Samuel Bachar Richmond, Virginia
NEW FRIENDS Friends I made on a bike trip through the Congo. Tracy Price Phoenix, Arizona
LITTLE JUMPER Cameron Ory at the Snowmass Colorado State Championships. At 11 years old he finished second in the mountaincross and smoked the field in the downhill. Junior racing and development is the future of the sport. Mo Ory Denver, Colorado J
FACE IT We want your face in MBA. Heres how: 1) Image file size needs to be 600 KB or larger. 2) Tell us what is going on in your photo (include names). 3) Include your name and the city and state where you live. 4) E-mail it to Trail Mix (mbaction@hi-torque.com). Trail Mix rider of the month: Ryan Trebon.
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THRASH TESTS
IBERT SAFE-T-SEAT ###$$

Giving Junior a front row seat on your next ride
Thrash test rating: ##### Perfection ####$ Delivers above average value and performance ###$$ Recommended for intended application ##$$$ Shows potential but has drawbacks #$$$$ Save your hard-earned bucks
Many riders have a youngster who is too young to pedal along on a ride, so iBert Inc. has come up with the safe-Tseat, a $94.95 child seat that attaches to the steerer tube of your mountain bike. Tech features: The Safe-T-Seat is designed for children age four and under. The minimum age is 12 months, because the child needs to be able to sit up and have the strength to hold the weight of a helmet. The maximum height of the child that can use the Safe-T-Seat is 42 inches. Kids much taller than that will be uncomfortable. The recommended max weight is 38 pounds. You can reach iBert at (801) 440-4024. After the thrashing: The Safe-T-Seat slides onto a patented stinger mounting system. The stinger clamps to the bikes steerer tube below the bikes handlebar stem and above the headset (so you need at least 3/4 inch of steerer tube from the headset to the stem). We mounted the Safe-T-Seat on our Managing Editor Sean McCoys tandem mountain bike, which now let him include his youngest child on rides. The installation of the stinger clamp was a simple task and the directions were easy to follow. The Safe-T-Seat slides on and off the stinger clamp easily. We found tolerance between the Safe-TSeat and stinger to be loose, and this resulted in a bit of play. The loose fit makes the seat slightly sway from side to side, which takes some time to get used to. The drill for getting your child in the Safe-T-Seat works like this: straddle the bike, lift and place your little critter in the Safe-T-Seat. Slip the harness buckle over his or her head, then close the pivot lap bar and you are ready to go. On the trail, we found that the Safe-T-Seat was positioned perfectly to allow the rider total access to the handlebar for normal steering, and pedaling was not hindered at all. The weight distribution of the child is also far better for bike handling than a seat that positions the child behind the saddle. A few things to remember: your little riding partner is doing a great job of sheltering you from the wind, so remember to dress your child warmly. Also, pick your trail wisely. Leave the technical loops and fast sections for rides youll do solo.
The stinger
CYCRAGUARD TWINPACK #####

Deflect your tires spray Commutes or dirt road exploration on rainy days become a drag fast with a constant spray of water and mud coming off the tires and into your face. This Cycraguard Twinpack contains universal front and rear fenders that are designed for quick installation and removal. Cycra suggests a retail price of $44.99. Tech features: Cycra includes all of the hardware necessary to mount front and rear fenders to almost any frame and seatpost. Both the 15-inch-long front and 20-inch-rear fender measure four inches wide. They are injection molded from an unbreakable composite plastic. Two quick-hook rubber bands attach the front fender beneath the bike frames downtube. A bracket with a quickrelease clamp holds the rear fender off the seatpost. The fenders are available in black, white, or titanium colors. Cycra Bike can be contacted at (800) 770-2259. After the thrashing: The complete Cycra fender assembly weighs 11 ounces. The fenders mount to the bike in an instant. Spacers are included that will adapt the front fender to bikes that run the gear cables beneath the down tube. Tuneable position and angle features make it easy to adjust the rear fender to the lines of the bike. The fenders do an amazing job of eliminating the splash that tires throw up while riding in the wet. Besides keeping mud from splashing up on your glasses, the Cycra fenders keep the rider from getting soaked by tire spray. You stay drier, warmer and more comfortable in inclement conditions. This is one of the best mods that a rider can make to his bike for wet-weather riding. 30 www.mbaction.com
THRASH TESTS
ADVENTURE MEDICAL KITS EMERGENCY BIVVY ###$$

Something right for the times when things go wrong There may come a time when a mechanical failure, poor map-reading skills or lousy planning leaves you stranded on a trail overnight. If that ever happens, you better hope you were smart enough to pack a $16 Adventure Medical Kit Emergency Bivvy in your hydration pack. Tech features: The Adventure Medical Kits Emergency Bivvy, when stowed in its pouch, is small enough to fit in the palm of your hand and weighs 3.5 ounces. Once unfolded, it measures eight feet long by three feet wide. The ultra-thin Heatsheet material used to construct the bevvy has a burnt orange outer color and a reflective metallic interior. This vacuum-metalized polyethylene material is claimed to reflect up to 90 percent of your radiated body heat back to you. The material, while thin, is stretchable so it resists rips. You can reach Adventure Medical Kits at (800) 324-3517. After the thrashing: Remove wet layers of clothing, leave on anything that is reasonably dry, unfold the bivvy and crawl inside. It feels too thin to be effective, but you will sense your body heat being reflected almost immediately. The bivvy has zero padding, so youll need to find a soft place on leaves or grass before calling it a night. We spent a fitful night under the stars in the bivvy as temperatures dipped into the 40s. The bivvy reflected enough heat to allow us to sleep for around five hours, and no moisture came through the bag. While not the most comfortable night weve ever spent in the great outdoors, it felt like a five-star hotel compared to sleeping on the ground in cycling gear. In addition to warmth, the bivvy sack makes a great windbreaker too. One more benefit of this bivvy: turning it inside out would make a large reflective target for anyone looking for you from the sky or neighboring mountaintop. We were even able to
fold it up tight enough to fit it back in its pouch. Amazing. Hopefully you will never need to use the Emergency Bivvy, but since it only weighs ounces, fits into a small pocket of any hydration pack and costs a measly $16, we cant think of an argument not to carry one. It could end up being a real lifesaver.
MUC-OFF BIKE CLEANER ###$$

Keeps that bike looking new You want to keep your pride and joy looking as clean as the day you bought it. Yes, thats impossible, but there are products that can help you keep it looking, if not new, at least presentable. Muc-Off is a non-aerosol spray-on bike wash in a bottle. A one-quart, hand pump-bottle of Muc-Off retails for $11.99. Tech features: Muc-Off touts nano technology. What that means is that it contains cleaning and protective components that at the very finest molecular level have been custom restructured to elevate effectiveness. Whatever. Thats their pitch, not ours. Muc-Off is claimed to contain no harsh ingredients, is safe to use on all surfaces, and is friendly to the environment. Give Muc-Off a call at (562) 945-9944. After the thrashing: Muc-Off does not magically blast caked mud off your stays, downtube or bottom bracket area. It also does not degunk an over-lubricated drivetrain. It is a detailing spray. Get the offending stuff loosened up using a sponge and brush before rinsing with water (no power sprayers!). Now spray Muc-Off on the bike. Its nano-tech 32
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chemicals work immediately to lift dirt stains and surface grease, which after two minutes easily wash away during a second rinse. Muc-Offs protective coating reduces water spotting and gives the surfaces of the components and chassis a smooth look. It also contains non-oily ingredients, which means that it is safe on discs and pads. Your bike is only going to get dirty again, but Muc-Off will make it look sweet until then.
Beijing 2008
Julien Absalon (Orbea TeaM ) &
GOLD MEDAL
D stribute Distributed i U.S.A. by: Qualit Bicycle, Security Bicycle, Sinc air Imports BTI Distriibuted in U.S.A. by: Quallity Biicyclle,, Security Bicycle,, Sinclair Imports,, BTI s t SA Qua ity cy e ecur t B cycle incl mport TI t cycle nclai p t WWW.FULCRUMWHEELS.COM
FULCRUM RED CARBON OLYMPIC
THRASH TESTS
#$$$$
LOUIS GARNEAU DURANGO SHORT
A short made from earthy materials that comes up short The $109 Durango shorts from Louis Garneau take a holistic approach to cycling apparel. Can you feel the difference? Tech features: The Durango short is made from Bamtex, an eco-friendly fabric made with bamboo. Bamtex is abrasion-resistant, moisture-wicking, and has antiodor qualities. The Durango comes with a mesh inner short featuring Garneaus new HD chamois. There are LT-Stretch inserts on the hips, at the back and at the crotch area. This fabric has four-way-stretch and is designed to ensure breathability and fit in motion. You can reach Louis Garneau at (800) 448-1984. After the thrashing: The Durango short fits snugly at the waist and hangs low, crossing the leg just below the kneecap. The Bamtex material is breathable, yet it stood up to scraping along trail shrubbery without ripping or snagging. The pockets directly above the knee do not seem to serve a purpose other than being a convenient place to briefly drop your car keys while youre unloading your bike at the trailhead. If you store anything in those pockets while you ride, say a multi-tool, energy bar or car keys, it will flop from side-to-side as you pedal. There are tension straps with buckles on the front of the short at the waistline. We never needed these straps to achieve a secure fit; however, they interfere with the waist belt of a hydration pack, digging the buckles into your mid-section. After a couple rides in the Durango shorts, we cut the buckles off the front of the shorts for a more comfortable fit. The stretch-like material in the crotch area is comfortable before or after a ride, but on more than one occasion this material snagged on the saddle when we stood up to pedal or dismount. The Durango shorts have a lot of features that may look good on paper, but on the trail it becomes clear that theyre better suited for lounging around the house.
SERFAS ST-SL SLIMLINE CHROME MINI TOOL
####$
You dont have to break the bank for a reliable multi-tool A new entry into the multi-tool game, the Serfas Slimline offers 11 tools in one and carries a suggested retail of $20. Tech features: The Slimline measures three inches by two inches, is 5/16 of an inch thick and weighs four ounces. It includes a chain tool, Phillips screwdriver, flat-head screwdriver, T25 Torx driver, a 3.23-millimeter and 3.45-millimeter combo spoke wrench, and 2-, 2.5-, 3-, 4-, 5and 6-millimeter Allen keys. The Slimline is produced by Serfas, which can be reached at (800) 424-0047. After the thrashing: The Slimline is a simple, effective and easy-to-use mini multi-tool that is a steal at its $20 price. It has no detachable parts (so you wont lose them) and is bulletproof. The Slimline is much easier to use than a pocket knife-style multitool, which likes to tangle its individual wrenches. With the Slimline, the tools fold out together on one end; it is 34
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easy to select the wrench needed and to fold the unneeded ones back into the body. All of the tools have sufficient extension and can reach into the tightest spots. On the opposite end of the body is the chain breaker, which is the most useful one that we have seen on a multi-tool. A two-inch-long handle on the driver supplies more than enough torque to extract a chain pin. Additionally, swinging the handle out to the side provides effective torque for the Allens and screwdrivers. Finally, included on the end of the foldout handle is the combo spoke wrench. The two wrench sizes are the same as the most common black and red shop spoke wrench sizes and will service both cross-country and downhill rims. The handle extension makes it easy to reach
the wrench into the wheel, and the four-sided socket design gets a good bite on the spoke nipple. The ST-SL Slimline actually has 12 tools and gives you more than claimed. It doesnt come with useless features like bottle openers. It only offers the tools needed to service a modern mountain bike, including brake lever reach. The only drawback is the lack of an eight-millimeter Allen key, but the price is right. J
INSIDE LINE A SAGGING QUESTION

Many of your tests recommend setting suspension sag. I understand how to measure and set sag, but can you explain why suspension needs sag? Doesnt setting sag (lets say 20 percent sag) rob you of 20 percent of your travel? Howard Kinunen Orlando, Florida Jose Gonzelez, who worked on motocross suspension at Team Green and designed mountain bike suspension components for Manitou before establishing Trek Bicycles West Coast test facility, explains why sag is so important to your mountain bike. Suspension sag is critical for proper performance for numerous reasons: 1. Suspension sag is a key factor in maintaining traction. Due to sag, the suspension is constantly in traction mode, driving the tire into the ground and maintaining contact as the surface undulates. This is especially the case when weight transfer is taken into account under braking, in off-camber turns, climbing and descending. 2. One of the biggest myths about suspension is that sag robs you of travel. This is not true, especially in off-road situations. There are as many bumps that are cavities in the surface as there are protruding from the surface. Suspension sag allows the suspension to track the bumps shape and respond to bumps and holes that are below the surface. Without suspension sag, your bike would not be able to track the bump and it would drop into the bumpjust like what happens when you ride a hardtail. Sag is what gives that floating feeling when traveling at speed over uneven terrain. 3. Sag also serves to allow the suspension to achieve a settling point for chassis stability. The sag point is basically a stabilizing point that reflects the proper spring force required to carry a given load (rider weight plus bike weight). But all it takes is a small
CUSTOM RIDE
Is there a big advantage to buying a custom-made frame over an off-the-rack production frame? James Kehoe Brattleboro, Vermont Sherwood Gibson, a prolific fabricator and the man behind Ventana Bicycles (a company that offers both custom-made and production bikes) explains: There are advantages to both. With production frames you get the opportunity to participate in lower pricing and market-driven design trends that are supported by their sheer volume of sales. For example, a big bike company can be both trend-setting, with swoopy-tubed frame designs, and also offer affordable pricing because they sell a whole lot of them. But in order to meet volume requirements, production frames are generally offered in five or fewer sizes per model, and geometry is determined by the manufacturer with very few customization options available, if any. So, if you are looking for value, your body proportions fit stock sizing jumps, and the stock geometry is to your liking for your riding style, then a production frame is your best bet. On the other hand, a custom-made frame has the advantage for all those riders who lie outside of the normal production sizing and geometry envelope. All people are not built in equal sizing increments. Really tall or short folks with long or short legs and long or short arms, riders with physical ailments restricting their movement or body positioning, and riders who just want something different are all candidates who should consider getting a custom bike. Ventana offers three levels of customization ranging from a simple lengthening of a top tube to a full-custom build with tube diameters, wall thicknesses, and frame geometry tailored to the riders intended use and needs. To top things off, we also offer custom powder coat colors and additional bolt-on upgrades to further customize your ride. So the big advantage to going custom is that you can get a bike built specifically to fit you, to your exact specifications, and with a more individualized look. 36
Do you know the way to sag, Jose?: It doesnt take up travel and it makes your bike ride better. Treks Jose Gonzalez talks about the importance of setting suspension sag.
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spike in load, such as hitting a small bump, to destabilize that balance and force the suspension to move and absorb the impact. On the subject of sag, one interesting note to put sag into perspective: off-road racing trucks have 36 inches (yes, thats correct!) of travel. They set sag pretty much at 50 percent, or 18 inches up and 18 inches down. It is amazing to drive along at 100 miles per hour over terrain thats infested with five-foot bumps and not feel a thing. Thats because the wheels are tracking the shape of the bump and floating along. Ive been fortunate enough to have experienced this, and it is truly amazing!
TIRED TIRES
I ride on trails that have ideal conditions (soft, loamy singletrack). I can ride a tire for a month and those little moldrelease hairs are still intact! A year later, my tires knobs still look new. Is there another way to determine if a tire needs to be replaced other than looking at knob wear? Randy Burgling Seattle, Washington We contacted Maxxis International USAs Bicycle Product Manager, Christopher Warrick, who not only answers your question, but gives you some great tips for making your tires last longer. Looking beyond the knobs: Tire This is a great question and one that a wear cannot always be judged lot of riders wonder about. There are other by measuring the knobs. Maxxis tires Christopher factors that affect your tires performance Warrick talks about inspecting than just tread wear. Im in a similar spot tires and gives a few tips to in that I can put a lot of miles on a mounmake them last longer. tain bike tire without it showing much wear on the tread. Im pretty light, and I try to avoid locking the wheels up to avoid unnecessary damage to the trails I love. Other factors to look at are the internal casing, the sidewall, and the rubber itself. Its possible for the outer tread to still be in great shape but for the internal casing to be suffering from wear and tear. Look inside the tire to make sure you dont see any places where the casing is becoming visible, and make sure the bead isnt showing wear from rubbing on the rim. If you are starting to see an increase in flatting, then it is very possible the casing is starting to lose its shape. On the sidewalls, you want to look for abrasions and any other sign that the outer rubber is worn and the casing is left vulnerable. For the actual rubber itself, just give it a good look to make sure that it isnt starting to crack or harden. Its possible that it isnt worn down, but the elements can still have an adverse affect on the outer rubber and change the performance of your tire. Feel the rubber with your fingernail and see if it is as soft as it was when you purchased it. If it is harder and more brittle, it is ready to be replaced soon. How you care for your tires goes a long way in determining how long your tires will last. Always riding at the proper pressure for the current conditions is the first step. If your bike stays in the garage, try and keep it up off the floor. Cement garage floors attract moisture and cold, so over time they will decrease the life of a tire. Inspect your tires before and after each ride. Make sure you look for any debris that may have stuck to the tire that can eventually work its way inside. Just like your car, bike tires benefit from regular rotation as well. Unless you are running a front and rear specific tread, rotate them to increase the life of the set. The rear tire takes a lot more abuse since your weight is right there. Enjoy the ride!
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INSIDE LINE
LOOSE HELMET
I race downhill and purchased a used full-face Troy Lee Designs D2 helmet. When I go through fast sections that are rough, the helmet gets jiggled around and I have to push it up. Have you had the same experience with this product? Andy Lewis Fort Collins, Colorado We have a lot of hours with our heads inside TLD D2s and have not experienced the problem you describe. We spoke to Mike Redding, TLDs Bicycle Product Manager. It sounds like you have a sizing issue there, Andy. Our D2 helmets come in two shell sizes to assure a proper fit to a wide range of riders. You may have purchased a D2 with the large shell and, in that case, you are out of luck, because it is not a good idea to wear a helmet that is too large. It will move around on you while riding. But all is not lost. Every D2 comes with a shim kit to fine-tune the fit. It could be a few shims will get your helmet fitting perfectly. The shims, available from any shop that sells Troy Lee Design products, are very easy to install. You pull out the inside liner and put shims where needed on the EPS inner shell. Id try that, because the shims should help the fit and keep the helmet from moving up and down so much on your head. Finally, Andy, there are plenty of places to try to save money, but buying a used helmet is not one of them. Youve run into the first problem, a proper fit, but the helmets EPS inner shell can be compressed from an impact, and that damage may be tough to spot. The outer shell can look fine, but the inner shell has done its job and is finished. Id recommend trying to trim your budget in another area (like buying your tires used from a sponsored rider) and buy your helmet new. J
Got a question for the Inside Line? E-mail it to us at Inside@hi-torque.com and well have one of the sports most qualified experts answer it for you.
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Royal Argyle Jersey: Sweat wicking polyester, with breathable fade resistant graphics. Royal F-Tech Short: 4-way stretch, water shedding fabric, with pop-snap waist closure. Royal Elite Glove: 4-way stretch, sweat wicking spandura, and vented Clarino palm.
visit us at ROYALRACING.COM or call 661 257 2756 in Canada call 604 542 5661
Fast track: The SW Stumpy has lots of travel without the negatives associated with long-travel trailbikes (lackluster acceleration, slow handling and additional weight). Think fast.
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MBA
est
The Ferrari F430 Of Trailbikes

T
here is no other trailbike like the Specialized S-Works Stumpjumper FSR Carbon. No other company has the nerve, the wherewithal, or the energy to commit as much energy or has gone to such great lengths to deliver their vision of the perfect trailbike. Compromise or making do were not permitted with this project. If a component didnt exist to get a specific job done, no problem. Specialized just made it themselves. NO COMPROMISE AND THE SPECIAL PARTS The S-Works Stumpjumper FSR Carbon (SW Stumpy for short) uses a dual-diameter head tube matched to a Specialized Future Shock fork that uses a dual-diameter carbon fiber steerer tube molded in one piece with the fork crown. The Specialized forks air spring, cartridge damper and inertia-valve anti-bob hardware are all housed in the right leg, leaving the left leg empty. The frame tubes are molded separately, bonded together and reinforced with hand-applied layers of carbon at each junction. This process, while time-consuming, is the lightest way to build complex tubular carbon frames. The SW Stumpy uses a rocker-link suspension. The magnesium-alloy link moves on full-cartridge bearing pivots and drives a Specialized AFR Brain shock with a remote inertiavalve-equipped compensator chamber. An external clicker on top of the swingarm-mounted reservoir tunes the antibob function to rider preference. Specialized retains the Horst-Link rear dropout linkage, and the seatstays are carbon fiber, while the swingarm is welded aluminum.
The Specialized S-Works Stumpjumper FSR Carbon

While weve touched on the major features, further inspection reveals even more Specialized touches. The tires, rims, hubs, grips, handlebar, seatpost and saddle are all Specialized. Even the Avid Ultimate SL Mag brakes were modified just for the SW Stumpy INVEST IN THE FUTURE (SHOCK) The SW Stumpy is a precision instrument, not a bike you jump on and ride off into the sunset. We found that getting close doesnt cut it for setting the SW Stumpys suspension. You have to nail itall of it (air pressure, inertia-valve adjustment and rebound). You will be disappointed if you dont take the time to set the suspension properly. If you take the time, you will be amazedand you only need to do it once. After that, minor changes can be made for particular trail conditions, but the bike will be ready to rock. The new SW Stumpy owner needs to visit the Specialized website and watch the video on their suspension setup page. UNLEASHING THE FERRARI Getting up to speed: The SW Stumpy feels crazy light because it positions its minimal weight low. The Specialized Roval wheelset and Captain tires give the SW Stumpy crosscountry-race-bike-like acceleration. The Specialized AFR Brain shock is amazing. Go ahead, mash a big gear or get out of the saddle. The rear suspension doesnt fall into its travel unless the tire hits something in the trail. This bike feels like a hardtail that turns into a dual-suspension bike when you need it.
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S-Works
Cornering: The SW Stumpys slack head tube angle, tallfeeling head tube, and the resulting handlebar position make the bike feel like a trailbike up front, but its seat tube angle, bottom bracket height and high-riding rear suspension give it a racer-like sensation in the rear. Like the suspension, the Captain tires will not deliver if not set properly. The wrecking crew felt that five-psi could be the difference between sticking and skidding. Climbing: When 2x10 drivetrains are unleashed (a tencog cassette mated to a two-chainring crank), the Specialized probably will offer it as an option. Why? We seldom needed the granny and found ourselves powering up climbs in the middle chainring. Best results were found in a seated position, moving forward on the saddle as necessary to keep the front wheel in contact with the ground on steep climbs. In the rough: This is where proper suspension setup is a necessity. Wrecking crewers who came back disappointed with suspension performance were sent back to the workshop for a suspension setup review. Changes as small as ten psi in air spring pressure or a few clicks of rebound adjustment (adjustments that would be undetectable on many suspension components) make a big difference. Once set correctly, the travel feels like a long-travel cross-country race bike. It stays light and responsive, even in the rough stuff. Downhilling and braking: The seven-inch rear brake rotor looks way too big, as does the eight-inch front rotor. These massive discs only come on the large and X-large SW
Long days: Twenty-five pounds was a respectable weight for a cross-country race bike just a few years ago. If you have the bucks, you can have the best of both worldslong travel and light weightfor those epic-length rides or lunchtime hammer loops.
Stumpys, and neither felt like overkill in the real world. The front rotor would occasionally scrape a brake pad during climbing and make a very annoying noise. No amount of adjustment cured the problem. Removing the brake caliper and mounting hardware revealed post mounts with a thick, uneven layer of paint. Sandpapering the post mounts smooth and reinstalling the hardware and caliper finally cured the problem. Your Specialized dealer should do this for you. Pointed downhill this bike feels like a five-inch-travel trailbike that responds like a short-travel trailbike, and thats not a dig. Think precision riding. Use the bikes great handling and unique suspension to slice and dice the downhills, not plow through them. One final note; the SW Stumpy rider never has to reach for a lever during a ride. If the suspension has been set properly, the suspensions Brain adapts to the situation at hand. That means it is firm during sprinting and climbing and absorbent when downhilling and hitting the rough stuff. ARE YOU A FERRARI RIDER? The SW Stumpy is very much like a Ferrari. If you want a car to commute to work and take the kids to the movies in, a Ferrari is not it. If you want a five-inch trailbike that you can ride hard, put away wet, and neglect, the SW Stumpy is not it either. Both a Ferrari and this bike require a commitment from its driver (rider). And, as with the Ferrari, a sizable financial commitment is required to enjoy the technology Specialized delivers here. The rider willing to take the time to set up and understand the suspension and who wants a lot of cross-country racer blood in his trailbike will love the Stumpjumper SWorks Carbon.
Crowded house: The right fork leg houses the air spring, cartridge damper and inertia-valve anti-bob hardware. The giant front disc brake rotor is only found on large and extra-large Stumpjumpers.
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Special parts: (clockwise from top left): Dual-diameter head tube, remote inertiavalve-equipped compensator chamber, AFR Brain shock, Ned Overend signature The Captain tire and Thick lockon grip.
Using their clout: Specialized had Avid modify the Ultimate SL Mag brakes for the SW Stumpy. They use the Ultimate lever (the lightest Avid makes) with a magnesium Elixir caliper. Brake pads are alloy-backed pads and all hardware is titanium. J
Price $7700 Country of origin Taiwan Weight 25 pounds Hotline (408) 779-6229 Frame tested 19" (Large) Bottom bracket height 13.2" Chainstay length 16.5" Top tube length 24.5" Head tube angle 68.5 Seat tube angle 74.5 Standover height 29" Wheelbase 45.5" Suspension travel (front) 4.7" Suspension travel (rear) 4.7" Frame material Carbon fiber Fork Specialized Future Shock S120 Shock Specialized AFR Brain Rims Roval Controle SL Tires The Captain (2.0"/2.2" front) Hub Roval Controle SL XC Brakes Avid Ultimate SL Mag (modified) Brake levers Avid Ultimate SL Mag Crankset Shimano XTR Shifters SRAM X.0 trigger Front derailleur Shimano XTR Rear derailleur SRAM X.0 Chainrings Shimano XTR (44/32/22) Cassette Shimano XTR (11-34) Pedals None (weighed with Shimano XTR)
S-WORKS STUMPJUMPER
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Atlas FR, the new standard in freeride and DH race cranks. 50 grams lighter than its closest competitor, while maintaining Race Faces legendary strength and stiffness. Machined in Canada from US made OPTIM-AL aluminum, a material 20% stronger than 7050 alloy, so no need for pedal inserts. If youre tired of hollow promises, look to Atlas FR. Your prayers have been answered.
Available in Tippie inspired colours: Bad Ass Black, Rum Red, Blue Steel, Nurple Purple and Agent Orange
raceface.com/atlasFR
MBA TECH
Well worth it: Be straight with yourself about a bike makeover. If your bike still rides like a dream with only a few rough edges, you are ready to proceed.
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Bring New Life To That
Old Bike
When upgrading makes a lot of $ense
ou dont have to pony up the big bucks for a new mountain bike to enjoy a jump in performance and an improved overall mountain biking experience. There are lots of smart ways to breathe new life into your old bike.
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WORTH THE EFFORT If your bike is getting you down the trail without major complaints, it is a great candidate for an upgrade or two. However, if the frame creaks or shows signs of rust, the rear tire rubs the chainstays during hard efforts, or if every bearing and bushing has a loose fit and feel, your mountain bikes days are numbered. Sell that old bike to the busboy who needs cheap transportation and think about replacing it rather than turning it into a money pit. TRADE IN If you have determined that your bike is not upgradeable, it doesnt mean you have to buy a new bike. Grab our March 2009 issue and read Ultimate Recycling. This story gives you our best tips for finding and buying a new used mountain bike. ROUND THEM UP One of our most costly upgrade suggestions is also the most effective. Slapping on a new set of wheels gives any old bike a new lease on life. Strolling down the aisles at Cambria Bicycle Outfitter reveals some amazingly great wheelsets that would benefit any used mountain bike. The $350 American Classic Terrain Disc wheelset, the $320 DT Swiss Onyx 4.1D wheelset, the $250 Azonic Outlaw wheelset or the $125 wheelset made with Shimano LX hubs and Bontrager Mustang rims would all freshen up any old mountain bike. Make sure that if your bike uses rim brakes the new wheels are engineered for your brakes. Many new wheelsets are disc-brake specific. Since we are naming names, Bobs Bicycles is a great place to find highend wheelsets at not-so-high-end prices. They specialize in offering wheelsets at around a 30 percent discount off suggested retail. RUBBER SIDE DOWN If you dont want to go the newwheel route, the next best thing is wrapping your rims with new tires. Our top ten tire recommendations based on our 2008 tire shootout (MBA, September 2008) are: 1. Kenda Nevegal DTC 2.1 2. Specialized S-Works Eskar 2.3 3. Kenda Telonix DTC 4. Maxxis Advantage 2.25 5. Syncross Flt 2.35 6. Hutchinson Enduro Toro 2.35 7. Kenda Excavator DTC 2.1 8. Kenda Nevegal DTC 2.35 9. Kenda Nevegal L3R Pro 1.95 10. Specialized S-Works Roll X 48
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Old Bike
Check the hands: Bar ends clamp to the ends of your handlebar to give you more hand positions (and many riders believe more power).
Found in the barn: Not all bikes are worth upgrading and not everyone can afford a new bike. Dont rule out a search for a great previously owned mountain bike as a viable alternative to spending big bucks.
Sabrina Jonnier
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Old Bike
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Connected with a chain: A drivetrain makeover is best approached as all or nothing. All includes nine cogs (1), a chain (2), the big ring (3), the middle ring (4) and the granny gear (5).
3 2
THE END OF THE BAR Bar ends have fallen out of favor due to the widespread use of riser bars, but this may be more of a fashion statement than true obsolescence. Bar ends give you more hand positions and a feeling of increased power when cranking along the flats or climbing. The best thing about bar ends is that they are a very inexpensive upgrade. A quick search of Price Points website revealed Sette XE Curved Alloy Bar Ends for $12, Titec bar ends for $15 and the very cool Cane Creek Ergo Control 2 Bar Ends for $35. THE BAR ITSELF Handlebars dont really wear out, but they can be weakened due to abuse. You may also find that the handlebar that came on your bike was relatively narrow. Many riders feel better with a slightly wider handlebar
Roll call: If you ride hard, jump high and make mistakes, your wheels are not round anymore. Wheels like the Azonic Outlaw are great for aggressive riding and wont break the bank.
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Old Bike
because it slows the bikes steering slightly and opens up the chest for more comfortable breathing. Wheel World (a shop with two locations in Los Angeles and an online store) had a selection of Easton Monkey Bars for a ridiculously low $15 each (these bars sometimes sell for $50). You cant really lose at that price. HEART OF THE DRIVETRAIN Well talk about a new chain, cogs and chainrings, but if you have smacked your cranks on a few hundred rocks and submerged your bottom bracket during numerous stream crossings, a fresh crankset and bottom bracket will deliver new power to your drivetrain. We found a killer deal on the proven Race Face Deus-XC Triple Crankset and bottom bracket from Bike Bling in San Diego. They were selling them for $200 (or $99 less than suggested retail). They also had cranksets from FSA for under $200. THE DRIVETRAIN This is an all-or-nothing deal. It is not a great idea to throw a new chain on a tired drivetrain, because the worn
Bar code: Slapping on a new handlebar and grips gives the most tired mountain bike that new-car smell. Dont worry about saving weight. Go for a wider bar than your stocker so you can experiment with your riding position and the bikes handling.
Trust the lights that Tinker trusts. TriNewt LED

First to market and STILL best in class
FEATURES 3 Retina searing LEDs High, low and ash modes Optional wireless fob for remote light operation 3 to 7 hours of run time Battery status indicator Quick release handlebar mount
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Tinker Juarez 2007 Solo 24-Hour World Champion and Mountain Bike Hall of Fame Inductee
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Old Bike
cassette cogs and chainring teeth just wont play well with the new part. If you are on a tight budget, you need to at least replace the cogs that you use most often when you replace the chain. These are usually the cogs from the middle to the top of your cassette. CONTACT POINTS Dont overlook your riding gear when it comes to upgrading. A new pair of shoes can make a giant difference. Cycling shoes come with special soles that stink for walking but are great for pedaling. Over time, these soles wear out and you lose power. Even if you dont use clipless pedals, take a look at your shoes. Shorts are your next contact point to review. You better be riding in shorts with a chamois (and without underwear). If not, you will need to budget between $30 and $50 to get yourself a good cycling short. The baggy and Lycra shorts have pros and cons. If you can get past the fit that reveals everything, go for a Lycra short. J
Wear it well: Dont limit your upgrades to the bike. New gloves give the handlebar and controls a different feel. New shoes can produce more power. A short with a high-quality chamois might make an old saddle feel new.
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WHY CHANGE SOMETHING SO GOOD?

(WE DONT REST ON OUR LAURELS, NO MATTER HOW MANY WE EARN)
TECHNOLOGY >> The new R.I.P. 9 combines 4.5 of efcient CVA suspension with new hydroformed top and down tubes, tapered steerer technology and 10 new forged or extruded parts. The result? Drastically increased stiffness with no weight penalty and the high quality CVA ride you expect from Niner. Learn more: www.ninerbikes.com/cva TESTING >> The R.I.P. 9 has undergone a painstaking process of FEA, mechanical stress tests and real world testing to be as strong, efcient and fun as possible. TESTIMONIALS >> The Niner R.I.P. 9 has garnered applause from all major US mountain bike magazines and online publications such as MTBr.com, including a Best 29er of 2007 and a Consumer Choice Award. Read them all on our website, and know that the new R.I.P. 9 is even better.
WWW.NINERBIKES.COM
Hang on: The wrecking crew loved how the El Kaboing responded to hard efforts. Its light feel, twist-free chassis and stable suspension turned the Salsa into a very quick and responsive all-mountain ride.
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Spice Of Life
The Salsa El Kaboing
MBA
est
ack in the day, Salsa founder Ross Shafer came to work with a bag of chips and a jar of picante salsa. While pounding those salty carbs, he began experimenting with lugless frame construction. He first filletbrazed his frame joints, and then began TIG welding them. Ross was one of the men who pioneered the move away from design-restricting roadie lugs, which ultimately resulted in the radical dual-suspension frames of today. Salsa likes to build with scandium, because adding the scarce element into 7000-series base alloy nets a highstrength aluminum that can be used to construct frames with smaller tubes, less material and in wilder shapes. It also has an improved fatigue life, which makes scandium alloy the perfect aluminum material to use for pivotless construction. FIVE-INCH FLEX STAYS? The El Kaboing uses a single-pivot suspension. Only one main pivot is used at the bottom bracket; there are no pivots at the dropout. Instead, Salsa shaped the scandium seat stays to flex just above the dropout. This might seem like reverse evolution, yet Salsa claims their design increases lateral stability and elevates suspension damping. The El Kaboing frame uses seven forgings made out of the scandium material. Especially nice are the windowed bottom bracket housing, svelte main pivot yoke and post-mount rear disc caliper bracket. Although equally light and trim-looking, the rocker link is forged from aluminum. Both the left dropout and right dropout/derailleur hanger assembly are
replaceable using standard chainring bolt hardware. Salsa sells the frame and shock by themselves for $1522. SCANDIUM IS ELEMENT #21 The scandium frame weighs 6.9 pounds, which is respectable for a five-inch-travel trailbike. Take into account its heavy-duty wheelset with brass nipples and seven-inch front disc rotor, and its the frugal weight of the frame that keeps the bikes final reading down to 30.6 pounds. Add the smooth-rolling Kenda Nevegal DTC tires and you have an all-mountain bike that snaps to attention. Making the bike look more polished is that the Race Face crank matches the Race Face Deus XC seat post and Deus XC stem. Finishing off the hardware package is a Salsa ProMoto riser bar and a chromoly-rail WTB Rocket V saddle with a cool embroidered Salsa chili pepper. FLEXING ITS STRENGTH When the rider is hammering along in or out of the saddle, the El Kaboings suspension feels as responsive as many multi-pivot designs. Take it up to speed and the El Kaboing responds with the feel of a five-inch-travel trailbike when hitting square-edged bumps and landing off jumps. The flex-stay rear suspension shows its unique personality at slower speeds and during less-than-aggressive riding. The suspension just doesnt sag. Running the shocks air pressure on the lower end of the recommended range or turning off the shocks ProPedal platform has little effect on the suspension. There is an ultra-strong pedaling platform
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built into the El Kaboings suspension, and it is set in stone. Use the gears to keep up a good spin and you will motor ascents aboard the El Kaboing. The Fox RP2 shocks strong pedaling platform is actually overkill in this application. The El Kaboings rear suspension is firm enough to keep the chassis level, the steering responsive and the handling spoton when climbing or railing corners. The big surprise was how well this firm-pedaling, pivotless rear suspension absorbed terrain chatter. We were expecting a harsher ride and wheel spin. Didnt happen. The El Kaboings suspension is tuned to address small changes in the trail surface. Aboard the Salsa El Kaboing, you need to take on tough singletrack with a sense of urgency. We again have to point to the Kenda Nevegal DTC tires. These hot-rod-traction tires are powered through a responsive five-inch chassis that slingshots turns like a much lighter and tighter trailbike. The Salsa rider wants to stay on the gas and hammer hard between sections. TALL IN THE SADDLE So what is the drawback to the El Kaboings rear suspension? If the trails you ride require frequent dismounts, you will find them to be more challenging aboard the Salsa than other five-inch-travel bikes. Thats because, as explained above, this bike sits high in its travel. Many of the wrecking crew opted for a slightly-lower-than-optimum saddle height when riding the El Kaboing on technical trails. FLEX IS HERE TO STAY It is easy to understand why this bike has such a loyal following. Salsa backs it with a five-year limited warranty, relieving concern about the durability of those flexing seatstays. Its single-pivot design keeps things simple. It delivers sporty performance and doesnt punish its rider, but at the
Push the pace: The El Kaboing needs to take on tough singletrack with a sense of urgency. The rider who stays on the gas and hammers hard between sections will reap the most rewards.
same time, encourages him to push the pace. Finally, it is an alternative to big-name-brand mountain bikes. The Salsa El Kaboing is a bike that pays tribute to its deep roots while delivering modern-day performance. And once you are done with your ride, that bag of chips and a jar of picante salsa are going to taste great. J Price $3990 Country of origin Taiwan Weight 30.6 pounds Hotline (952) 941-9391 Size tested 18" Bottom bracket height 14.1" Chainstay length 16.9" Top tube length 23.5" Head angle 69 Seat angle 73 Standover height 30" Wheelbase 43.7" Suspension travel (front) 5.5" Suspension travel (rear) 4.9" Frame material Scandium Fork Fox Float RL Shock Fox RP2 Rims Salsa Semi Disc Tires Kenda Nevegal DTC 2.35 Hub Shimano XT Brakes Shimano XT Brake levers Shimano XT Crankset Race Face Deus Shifters Shimano XT Front derailleur Shimano XT Rear derailleur Shimano XT Chainrings Shimano XT (44/32/22) Cassette Shimano XT (11-34) Pedals None (weighed with Shimano M520)
Nice bends: Rather than use a pivot, the thin-walled scandium seat tube bends as the suspension compresses. When the suspension begins to move, there are five inches of very sweet travel.
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SALSA EL KABOING
MBA Fork Special
MBAs Forktionary
Your ultimate reference for understanding and talking forks
he MBA wrecking crew is proud of the suspension settings we recommend after testing a bike. But all our tinkering, experimenting and perfecting wont help you if you dont understand the terminology. To help you better understand our recommendations, we bring you the MBA Forktionary.
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Air spring
A compressed-air chamber that replaces a conventional coil spring.
Anti-dive: Any device, usually a form of low-speed hydraulic compression damping, that is used to prevent the fork from compressing under braking forces. Bleed circuit (free bleed): A channel inside a hydraulic damper that allows some suspension fluid to bypass the rebound or compression valves. Bleed circuits are too small to pass significant volumes of fluid and thus are used to control low-speed damping. Almost all external rebound and compression adjustments control bleed circuits. Blow-off valve: A spring-loaded valve in the compression side of a hydraulic fork that protects the fork from destruction by releasing fluid when internal pressure exceeds safe levels. Blow-off valves are employed most often in forks with a lockout feature. Bobbing: An aggravating condition that occurs when the fork repeatedly compresses with each pedal stroke. Bottom-out: When a fork is compressed to the point of reaching the end of its travel. Bottoming compression: The internal valving or an external adjustment that controls the forks resistance to bottoming out. Bottoming compression is used to prevent bottoming after a hard impact without causing the fork to ride harshly through the majority of its stroke. Bushing: A simple, tubular-shaped, metal or plastic bearing. Most forks use bushings where there are sliding surfaces like fork lowers or damping pistons. Cartridge damper: A self-contained damping system, similar to a slender shock, that is inserted into a fork. Cartridge dampers can be manufactured under strict controls to increase reliability, are easier to service, and are lighter weight than damping systems which are assembled directly into the fork sliders (see Open-bath damper). Clicker: Any adjustment knob or lever that has an indexing detent. Typically, the low-speed rebound and compression dials. Coil spring: Any spiral-wound spring, usually steel or titanium.
Compression: The action of the suspension (using either a coil spring, air spring, elastomer, damper or combination of all of these) in which the wheel travels up, or closer to the bicycle frame. Compression damping: Friction, usually hydraulic fluid forced through various valves, used to control the forks rate of compression. The primary reason for compression damping is to slow the damper near the end of its stroke to prevent harsh bottoming and to maintain a certain ride height for better cornering and braking (low-speed compression). Crown: The piece of the fork that joins the two fork legs to the steering tube. Most mountain bikes use a single crown, although bikes designed for gravity use will use dual crowns. Damper: A device, usually hydraulic, that opposes (slows) the suspension as it compresses or rebounds after a bump to keep the suspension from bouncing out of control. Damping: The action caused by the damper.
A fork that uses an upper and crown for additi onal strength. a lower Generally found on long-travel bi kes.
Dual-crown fork
Damping clickers: An external dial used to adjust the damping force.
Forktionary
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MBA Fork Special

Dust boots: Corrugated (like an accordion) rubber tubes fitted externally to forks to shield their moving parts from dirt and grime. Improvements in dust wipers and fork seals have made dust boots nearly obsolete. May be added to the fork as an accessory by riders in areas of extreme weather and trail conditions. Fork leg: The assembled combination of a fork slider and stanchion tube.
Dust wiper
Fork travel (stroke)
The maximum distance that the fork can be compressed.
An external plastic seal that forms the first line of defense to keep crud from attacking the seals inside a fork. The dust wiper is usually visible where the fork stanchion enters the slider. The forks dust wiper can be removed for cleaning and lubricating.
3.9 in
Front fork: A redundant term used incorrectly to describe a bicycle fork. Free-bleed: A tube or port that allows suspension fluid to bypass the main damping circuit in a hydraulic fork. Freebleed circuits are typically fitted with adjustable valves for fine-tuning low-speed damping. Elastomer stack (MCU): A wide range of plastic springs used as main springs in many forks and top- or bottom-out cushions. Harsh bottom-out: Same as bottom out, but the fork transmits a metal-to-metal clank that a rider will often feel through the handlebars. Inertia valve (mass valve): Used by Specialized on its Future Shock fork and, until recently, by Fox inside its Xforks, the inertia valve is basically a weighted valve which closes off the flow of suspension fluid in compression. When a bump moves the bike upwards, the weight unlocks the suspension. A properly operating mass-valve is the ultimate anti-bob weapon. Lefty: A Cannondale-developed fork that uses a single fork leg connected to the bike with a proprietary dual-crown and axle. The Lefty requires a dedicated front hub. Linear spring: See spring rate. Lockout: Any device that temporarily prevents a fork from operating in compression. MCU: See elastomer stack. Main spring: The spring that supports the rider and bicycles weight. Can be a coil spring, air spring, elastomer or a combination of all of these. Negative spring: Used primarily for air-sprung forks because air springs have a large amount of static pressure at the beginning of the travel. A negative spring acts against the main spring at full extension to soften the initial spring 62
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Fork arch
Curved reinforcement that connects the lower fork tubes over the front tire. Designs vary so the fork arch can pass in front, behind or on both sides of the fork tubes.
rate. The stronger (higher pressure) the negative spring, the softer the suspension will ride in the first 20 percent of its travel. Negative springs can be pneumatic, coil or even closed-cell plastic foam. Coil-sprung forks dont require negative springs, because a coil spring has no stored energy when it reaches full extension. Open-bath damper: Damping that operates completely immersed in a reservoir of fluid. There is a continual exchange of fluid during operation that keeps the system cool and lubricated. Pack up: When a forks rebound valving is too slow to allow the suspension to fully extend between bumps. This causes the suspension to remain fully or partially compressed. Pogo: A severe lack of rebound control that causes the suspension to bounce off bumps instead of follow the terrain. Preload: The amount of energy stored in a fork spring when the suspension is completely extended. Often externally adjustable, more preload requires more force to move the fork into its travel. Less preload allows the fork to move into its travel faster. Progressive rate: When the suspensions spring rate increases during compression. Example: a 300-pound linear spring will deliver 600 pounds of resistance if it is compressed two inches. A 300-pound progressive-rate spring might deliver 700 pounds of resistance if it is compressed two inches. Rebound: The action of the fork while the wheel returns to its original position. When the suspension rebounds, it is extending its length.
the fork assembly The lower part of e front axle and th that attaches to wn on the stanchion up and do sion slides s) as the suspen tubes (upper tube operates.
Sliders
Speed-sensitive valving: A hydraulic damper that provides a different damping rate at low or high shaft speeds (the velocity at which the fork or shock moves). Spring rate: The ratio used to measure how resistant a spring is to being compressed (or expanded) during the springs movement, usually measured in pounds per inch. Example: a 300-pound linear spring will store 600 pounds of energy if it is compressed two inches. Sprung weight: The weight suspended by the fork (you and your bike). Stanchions: The upper part of a telescopic fork that is clamped to the crown. These tubes remain stationary during the operation of the suspension. Stiction: Initial friction when the fork tries to move from rest into its travel. Fork seals, bushings or poor design may cause stiction. Stiction may occur at either end of the fork stroke. Less stiction is better. Straight rate: When the spring remains proportionate to the suspension travel. Fork travel: The distance the wheel travels in the same plane as the suspension. Top-out: When a fork returns abruptly to its full extension, causing a clicking noise or even the feel of metal-tometal contact. This is a sign that the fork lacks proper rebound damping. Triple clamp: See dual-crown fork. Thru-axle: An oversized axle (usually 15 or 20 millimeters in diameter) that requires a special wheel hub and can be clamped to the fork sliders with a variety of different designs. Unsprung weight: The mass not suspended by the bicycle suspension. That is, your wheels (tire, rim, spokes, axle and hub) and fork sliders. Valve stack: One or more thin, flexible steel washers that block the flow of suspension fluid in a hydraulic fork. Fluid must bend the washers to pass. The stiffness of the washer stack determines the amount of damping, and the configuration of the washer stack changes the damping rate at various shock speeds.
Rebound damping
Some form of friction (see compression damping) that opposes the mainspring as it returns the suspension to its extended position.
Rising rate: See progressive rate. Sag: The measurement of how far the fork is allowed to settle under the riders weight when the bike is at rest.
Wheel travel: The maximum distance the wheel travels on the vertical plane. J
Forktionary
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MBA Fork Special
Fork Tips,
Get all the performance you paid for
Tricks & Secrets
here is good news and bad news about the modern mountain bike fork. The good news is that todays forks boast hundreds of features, have tons of adjustments, and can be better dialed-in for your type of riding and your riding style. Whats the bad news? Understanding all those features and adjustments! The MBA wrecking crew put their collective helmets together and came up with a bunch of tips, tricks, suggestions and secrets to get the most out of your fork.
Tip 1
YOU WONT FEEL IT
Your fork will function even if neglected, and thats what fools riders. Loss of performance and damage from lack of proper maintenance are gradual (although they could end up leading to a catastrophic failure at some point). Forks may function for years without service, but you are losing performance that you paid for. Use a calendar to determine when to have your fork serviced, not feel. 64
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Tip 2
BREAKDOWN
The oil circulating in your forks damping system has two functions. One is to absorb energy, and the other is to lubricate moving parts. When oil molecules start breaking down, the film that once offered a protective barrier disappears. If you dont treat your forks to periodic oil changes, the damping quality suffers and youre going to be wearing down and tearing up components.
Tip 4
ROUTINE MAINTENANCE
Your bikes fork is a mechanical device that is subjected to a lot of abuse. Just like your car needs an oil change every 3000 miles, your fork needs maintenance. There is no such thing as a maintenance-free fork design.
Tip 5
PLAN AHEAD
Dont buy a bike thinking youll upgrade the stock fork later. While there are some upgrades that make sense, most upgrades are not cost-effective. You are far better off choosing a bike with a good fork that already has the travel, axle size and adjustability you want.
Tip 6
REPLACE IT
You have a great frame, drivetrain, wheels and a clapped-out fork. Do you rebuild the fork with updated features or bite the bullet and throw on a new fork? Bite the bullet. If you dont believe us, price out the total cost of upgrading the forks (if that is even possible) and compare it to the price for a new fork. The price difference may not be as wide as the performance gain you are going to feel.
Tip 7
LOWER RIDER
If you add an inch of travel to your fork and cant get used to the taller position, try removing a few spacers from under your stem. That will get you back into a more familiar position.
Tip 3
DONT BE ILLITERATE
Your fork came with an owners manual that explains how and how often to service your forks. If you have a fork with a cartridge-damping unit, congratulations, your service is going to be a snap. If youre riding an oil bath system, budget more time (and shop rags), but dont freak. Unless you are mechanically inept, youll do just fine.
Tip 8
WORDS OF WISDOM
A good fork will make a bad bike good.
Fork Tips
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Tip 9
EASY EXPERIMENT
Many riders have never taken the time to properly set up the forks damping. It is not that hard. Find a short loop that has varied terrain. Ride the loop with your fork at its current settings. Now change the settings to full open and ride the loop again. Come back, change the settings to full closed and do another lap. This exercise will give you an understanding of what the settings do. Our preference is to run our fork a little more on the fast side (lively) than on the slow side (sluggish).
Tip 10
SPRING THING
Your fork was delivered with springs for a 150-170 pound sport/expert-level rider (unless you have air forks). If you are lighter, you need a lighter spring. If you are heavier, you need a heavier spring. Your bike shop should have replacement springs to experiment with. Make sure you have the manufacturers recommended sag when youre done. Proper sag may be the most important adjustment you make to your fork.
Tip 11
TAKE ADVANTAGE
Fork companies race support areas at major events are not there solely for professional and sponsored riders. They are there for all the racers who use their products. The guys who work the support areas can set you up perfectly. Take advantage of this killer service.
Soft touch: Not getting full travel out of your fork? The fix may be as simple as a tap on the Schrader valve pin, as expensive as replacing a coil spring, or as technical as reducing compression damping.
Tip 12
DONT BE BIASED
Modern full-suspension bikes are much more efficient and lightweight than the beasts of the past. Changing fork suspension settings can alter the feeling and action of the rear suspension as well. It is important to have the proper balance of front and rear suspension to get the most out of your ride. In general, if you make the fork stiffer or softer, adjust your shock in the same direction. Signs of improper balance are laziness in the steering or handling (rear suspension is too soft relative to the front) or stink bugging, the feeling that the bike is trying to send you over the bars (the front is softer than the rear). When riding on flat ground, bounce up and down in your normal riding position and see if the suspension is moving in a balanced manner. Use spring preload or air pressure changes to make your machine a balanced unit. 66
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Tip 13
ADDING TRAVEL
Adding an inch of travel to your fork will not significantly alter the handling of your bike. Some of the extra travel will be used when setting the fork sag anyway. Adding an inch of travel will lift the front end 3/4 of an inch. You will slacken your head angle approximately one degree for every inch you raise the head tube. Slacker steering geometry steers slower, but more precisely, and more fork travel makes your bike easier to handle in technical sections. Word of warning: adding a longertravel fork to your bike may void the warranty.
Tip 14
BOOTIES
If you ride in extreme conditions and your fork doesnt have fork boots, try a product like the $13.99 Lizard Skins Fork Boots. They will pay for themselves in the first month of operation. The trick is not to leave them on indefinitely. Only slap them on when conditions are bad. Todays quality fork seals do not require booties under normal riding conditions.
Tip 16
TROUBLE SHOOTING RECOMMENDATIONS
Problem: Your fork is not using all its travel or the travel feels harsh. These are signs of overly stiff spring or compression damping settings. Solutions: Lower air pressure or use softer coil springs. You should also try a reduced compression damping setting. Problem: Your fork bottoms out too easily or too often. This is a sure sign of a spring rate that is too low throughout travel. It may also be that you have set your compression damping too light. Solutions: Add air pressure or use stiffer coil springs. You may also need to increase compression damping. Problem: The fork feels great on small bumps but gets overly harsh when impacting larger bumps. Solutions: The forks compression damping is set too high. Reduce the forks compression damping. Problem: You feel every small bump as you cruise along, but the fork still uses its full travel when you hit something larger. This is a sign that the initial spring rate or preload is too high. You may have also dialed in too much compression damping. Solutions: Try lowering your forks air pressure or installing softer springs. Reduce compression damping or reduce spring preload. Problem: The fork reacts great to the first in a series of bumps, but feels like it firms up and loses performance when you hit bumps in quick succession. Solutions: Youve dialed in too much rebound damping. Reduce rebound damping if that feature is adjustable on your fork. If it is not, you may have to use lower-viscosity fork oil. Problem: The fork springs back too quickly after bumps, sometimes making a clicking noise. Solutions: Your fork does not have enough rebound damping. If the fork has an external rebound setting, increase the rebound damping. If it is not externally adjustable, take the fork to a technician for servicing. J
Tip 15
ZIPPY IDEA
Secure a zip tie to the fork stanchion between the fork slider and the fork crown. Slide it down to the top of the fork slider. Go ride a loop that mimics your normal ride and make sure there are some big hits included in the loop. After the ride, measure the distance between the zip tie and the top of the fork slider. If you are not getting the full travel of your fork, you have too much air pressure, too stiff of a coil spring or too much compression damping.
No service schedule: If you put excessive demands on your fork, it will need more attention than a fork used by a rider who sticks to mellow singletrack.
Fork Tips
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Big Slider
Buyers Guide
Front-end upgrades
ountain bike suspension has advanced in the past five years more than any other component in the sport. Forks today are more tunable, userfriendly, lighter, and stiffer than ever before. Weve broken down our fork buyers guide into sections related to the appropriate type of bike and riding the forks are designed for.
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RY SS-COUNT CRO FORKS rs

rks in untry fo l cross-co in trave The n range s sectio .9 inches and thi to 3 from 3.1 ed to be lightesign are d for nd tuned weight a racing. e enduranc
Short-trav
el slide
Fork: RockShox SID World Cup Travel: 3.1 or 3.9 inches Claimed Weight: 3.2 pounds Damping: Black Box Motion control Adjustments: External rebound, low speed compression, Lock with external Floodgate Spring: Dual air Outers: Magnesium, carbon fiber Power Bulge Steerer: 1-1/8-inch aluminum Colors: Black, white, SID blue Brake Mount: Post-mount disc Dropouts: Standard Price: $1020
Fork: DT Swiss XRC 100 Air RLREM Travel: 3.9 inches Claimed Weight: 3 pounds Damping: Open oil Adjustments: Air pressure, rebound, lockout, blow-off Spring: Air, negative spring Outers: Hollow carbon arch, carbon tubes, magnesium dropouts Steerer: 1-1/8-inch aluminum Colors: Carbon Brake Mount: Post-mount disc Dropouts: Standard Price: $1351
Fork: Manitou R7 MRD TPC Travel: 3.1 or 3.9 inches Claimed Weight: 3 pounds Damping: Cartridge TPC Adjustments: External rebound, compression Spring: Noble air Outers: Reverse arch magnesium Steerer: 1-1/8-inch aluminum Colors: Candy red Brake Mount: Post-mount disc Dropouts: Standard Price: $649
Fork: Marzocchi Corsa Cento Travel: 3.9 inches Claimed Weight: 3.6 pounds Damping: Oil Adjustments: TST Micro, lock-out, compression, rebound, Spring: Air, negative spring Outers: Magnesium Steerer: 1-1/8-inch alloy Colors: White Brake Mount: Post-mount disc Dropouts: Standard Price: $649
Fork: Magura Durin SL Travel: 3.1 or 3.9 inches Claimed Weight: 3 pounds Damping: Oil with fix compression damping Adjustments: Air pressure and rebound Spring: Air Outers: Magnesium Double Arch Design Steerer: 1-1/8-inch aluminum Colors: White, black, custom available Brake Mount: Post-mount disc Dropouts: Standard Price: $869
Fork: X-Fusion Velvet Travel: 3.1, 3.9 and 5.1 inches Claimed Weight: 3.8 pounds Damping: Sealed cartridge Adjustments: Rebound, air pressure, Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Post-mount disc Dropouts: Standard Price: $300
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MBA Fork Special
Designed for all-day ORKS explorations

The difference be tween cross-country an d trailbike forks can be a li ttle fuzzy at times. Trailb ike forks most often range in travel from 3.9 inches to over five inches and are eq uipped with a type of thru-a xle. Forks in this category ge nerally fill the gap between cross-country racing forks and burlier allmountain models.
TRAILBIKE F
Fork: RST First Platinum RL Travel: 3.1 or 3.9 inches Claimed Weight: 3.3 pounds Damping: Oil Adjustments: Air pressure, rebound, remote lockout, compression Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black or white Brake Mount: Post-mount disc, V-brake Dropouts: Standard Price: $299
Fork: Spinner Aeris Pro Travel: 3.1 inches Claimed Weight: 2.5 pounds (without steerer tube) Damping: Open oil Adjustments: Air pressure, rebound, compression Spring: Air Outers: Magnesium Steerer: 1-1/8-inch scandium Colors: Black Brake Mount: Flange mount disc Dropouts: Standard Price: $999
Fork: Fox Racing Shox 32 Float Travel: 5.5 inches Claimed Weight: 4 pounds Damping: Open bath Adjustments: Air pressure, low-speed compression, lockout force adjust, lockout, rebound Spring: Air Outers: Magnesium Steerer: 1-1/8-inch or 1.5-inch taper Colors: White Brake Mount: Post-mount disc Dropouts: 15QR Price: $750
Fork: Fox Racing Shox 32 F RLC Travel: 3.1, 3.9 or 4.7 inches Claimed Weight: 3.3 to 3.5 pounds (with standard axle) Damping: Open bath Adjustments: Air pressure, low-speed compression, lockout force adjust, lockout, rebound Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: White Brake Mount: Post-mount disc Dropouts: Standard and 15QR available Price: $700
Fork: RockShox Reba Team Travel: 3.1, 3.9, or 4.7 inches fixed travel, U-Turn travel adjust available between 3.5 and 4.7 inches Claimed Weight: 3.6 to 4 pounds depending on options Damping: BlackBox Motion Control Adjustments: External rebound, low-speed compression, external Floodgate Spring: Air Outers: Magnesium Steerer: 1-1/8-inch Colors: Black, white silver Brake Mount: Post-mount disc Dropouts: Standard or 20-millimeter Maxle Lite Price: $741
Fork: Magura Thor Travel: Adjustable between 3.9 and 5.5 inches Claimed Weight: 3.9 pounds Damping: Albert Select Intelligent oil Adjustments: External rebound, travel adjust, remote lockout Spring: Air Outers: Magnesium Double Arch Design Steerer: 1-1/8-inch aluminum Colors: Black, white, custom available Brake Mount: Post-mount disc Dropouts: 20-millimeter Maxle Price: $899
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Fork: Manitou Minute Elite TPC Travel: 3.9, 4.7, or 5.5 inches Claimed Weight: 3.5 to 3.5 pounds Damping: TPC Adjustments: Air pressure, rebound, compression Spring: Mars air Outers: Magnesium Reverse Arch Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Post-mount disc Dropouts: Standard or 20-millimeter Hex axle Price: $529 (std axle), $589 (Hex Axle)
Fork: DT Swiss XMC 130 Travel: 5.1 inches Claimed Weight: 3.5 pounds Damping: Open oil bath Adjustments: Air-pressure, compression, threshold launch control system Spring: Air, negative air Outers: Hollow carbon arch, carbon tubes, magnesium dropouts Steerer: 1-1/8-inch alloy Colors: Carbon Brake Mount: Post-mount disc Dropouts: Standard, DT Swiss thru-bolt Price: $1351
Fork: Marzocchi 44 ATA Micro Travel: Adjustable between 3.9 and 5.5 inches Claimed Weight: 3.8 pounds (std. axle), 4 pounds (QR15 axle) Damping: Oil Adjustments: Air pressure, lockout, compression, rebound, Terrain Selection Technology, ATA travel adjust Spring: Air, negative air Outers: Magnesium Steerer: 1-1/8-inch alloy Colors: White Brake Mount: Post-mount disc Dropouts: Standard or QR15 axle Price: $759 (std axle), $799 (QR15 axle)
Fork: RST Titan Air Travel: 3.1, 3.9, 4.7, or 5.1inches Claimed Weight: 3.7 pounds Damping: Oil Adjustments: Air-pressure, compression, rebound, lockout Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Post-mount disc Dropouts: Standard axle Price: $399
MANUFACTURERS GUIDE MAKE CONTACT

Avalanche (860) 537-4306 Bontrager (920) 478-2191 BOS bos-engineering.com DT Swiss (970) 242-9232 Foes (626) 683-8368 Fox Racing Shox (800) 369-7469 Magura USA (800) 448-3876 Manitou (800) 747-1681 Marzocchi (661)-257-6630 Maverick (303) 415-0370 RockShox (312) 664-8800 RST (310) 895-7776 Spinner (800) 666-5000 Surly (877) 743-3191 Vicious Cycles (845) 883-4303 White Brothers (800) 999-8277
Fork: Maverick SC32 Travel: 4.7 inches Claimed Weight: 3.8 pounds Damping: Oil Adjustments: Rebound, air pressure, oil volume and viscosity Spring: Air Outers: Aluminum Steerer: 1-1/8-inch Colors: Blue anodized Brake Mount: Post-mount disc Dropouts: Maverick 24/7 (24mm) Price: $575
Fork Buyers Guide

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MBA Fork Special
DOWNHILL FORKS
Dual-crown forks designed for downhill riding and racing
Downhill forks average about eight inches of travel, and the stanchions vary in width from 35 to 40 millimeters. These forks are at home at bike parks with a chairlift.
Fork: Marzocchi 888 RC3 World Cup Travel: 7.9 inches Claimed Weight: 8 pounds Damping: Oil Adjustments: Rebound, high-and-lowspeed compression, volume adjust Spring: Titanium coil Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Silver Brake Mount: Post-mount disc Dropouts: 20mm thru-axle Price: $1659
Fork: Manitou Dorado Travel: 8 inches Claimed Weight: 6.4 pounds Damping: TPC+, open bath Adjustments: Rebound. High-speed compression damping, TPC compression damping, air preload Spring: Air Outers: Carbon Steerer: 1-1/8-inch aluminum Colors: Black, carbon, red Brake Mount: Post and IS-mount brackets Dropouts: 20-millimeter Hex axle Price: $2775
Fork: Foes F1-XTD Travel: 8.5 inches Claimed Weight: 8 pounds Damping: Oil Adjustments: Rebound, compression, bottom out, air pressure Spring: Coil (titanium and steel available) Outers: Aluminum Steerer: 1-1/8-inch aluminum Colors: Foes team colors Brake Mount: Post-mount disc Dropouts: Foes 25mm thru-axle Price: $1999 (steel spring)
Fork: RockShox Boxxer World Cup Travel: 7.9 inches Claimed Weight: 5.9 pounds Damping: Motion Control DH Adjustments: External beginning stroke rebound, ending stroke rebound, highspeed compression, low-speed compression Spring: Solo Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Boxxer red, black, white Brake Mount: Post-mount disc Dropouts: Maxle Lite DH Price: $1602
Fork: Fox Racing Shox 40 RC2 Travel: 8 inches Claimed Weight: 6.8 pounds Damping: FIT cartridge Adjustments: Low-speed compression, high-speed compression, coil spring preload, rebound Spring: Titanium coil Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: White or black Brake Mount: Post-mount disc Dropouts: 20mm thru-axle Price: $1600
Fork: RockShox Boxxer Team Travel: 7.9 inches Claimed Weight: 6.6 pounds Damping: Motion Control DH Adjustments: External beginning stroke rebound, ending stroke rebound, highspeed compression, low-speed compression Spring: Coil Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Boxxer red, black, white Brake Mount: Post-mount disc Dropouts: Maxle Lite DH Price: $947 72
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Fork: BOS Idylle Pro Travel: 7.9 inches Claimed Weight: 7.2 pounds Damping: Oil cartridge and piggyback reservoir Adjustments: High-and-low-speed compression damping, rebound spring preload, air bleed screw spring Spring: Coil Outers: Aluminum Steerer: 1-1/8-inch aluminum Colors: black Brake Mount: Post-mount disc Dropouts: 20mm thru-axle Price: $1700
Fork: Avalanche DHF-7 MT Travel: 7.5 inches Claimed Weight: 8.7 pounds (includes triple-clamps, steerer tube and axle) Damping: Oil bath cartridge Adjustments: Compression, rebound, air bleed screw Spring: Coil Outers: Aluminum Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Post-mount disc Dropouts: 20mm thru-axle Price: $995
Fork: Marzocchi 55 ATA Micro Travel: Adjustable between 4.9 and 6.5 inches Claimed Weight: 5.2 pounds Damping: TST closed cartridge Adjustments: Lock out, compression, rebound, Terrain Selection Technology, air pressure Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: White Brake Mount: Post-mount disc Dropouts: 20mm QR Torque Axle Price: $949
For aggressive all-m ountain and bike park riding

These single-cro wn sliders are found on bike s with an average six inch es of rear wheel travel and are at home on technical desc ents or going big at the bike park.
LONG-TRAVEL FORKS
Fork: Magura Wotan Travel: 6.3 inches Claimed Weight: 5.5 pounds Damping: Oil, adjustable Albert Select platform Adjustments: Albert Select, rebound, preload via air valve, Flight Control Remote Spring: Air Outers: Magnesium Double Arch Design Steerer: 1-1/8-inch aluminum Colors: Black, custom available Brake Mount: Post-mount disc Dropouts: Maxle Price: $999
Fork: Fox Racing Shox 36 Van RC2 Travel: 6.3 inches Claimed Weight: 5.2 pounds Damping: FIT cartridge Adjustments: High-and-low-speed compression, coil spring preload, rebound Spring: Coil Outers: Magnesium Steerer: 1-1/8-inch aluminum or 1.5-inch option Colors: Black Brake Mount: Post-mount disc Dropouts: 20QR thru-axle Price: $930
Fork: White Brothers Fluid 140 Travel: 5.5 inches Claimed Weight: 4.6 pounds Damping: Open oil bath Adjustments: Air pressure, compression, rebound Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Flange disc Dropouts: 20mm thru-axle Price: $879 Fork: Spinner Cargo Travel: 5.9 inches Claimed Weight: 4.5 pounds Damping: T-Spul valve system Adjustments: Air pressure, compression, rebound Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: High flange mount Dropouts: 20mm thru-axle Price: $500
Fork: RockShox Totem Solo Air Travel: 7 inches Claimed Weight: 5.9 pounds Damping: Mission Control Adjustments: Rebound, high-speed compression, low-speed compression, Floodgate Spring: Solo Air Outers: Magnesium Steerer: Aluminum 1.5-inch or 1-1/8-inch tapered Colors: Galvanized, black, white Brake Mount: Post-mount disc Dropouts: Maxle 360 Price: $1096
Fork Buyers Guide

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MBA Fork Special
Fork: Maverick DUC32 Travel: 6 inches Claimed Weight: 3.9 pounds Damping: Cartridge Adjustments: Rebound, air pressure, Climbing Mode travel adjuster Spring: Air Outers: Aluminum (inverted fork) Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Flange disc Dropouts: Maverick 24/7 axle (hub not included) Price: $970
Fork: RockShox Argyle 409 Travel: 3.1 or 3.9 inches Claimed Weight: 5.2 pounds Damping: Motion Control Adjustments: Air pressure, rebound, low-speed compression, lockout with Floodgate Spring: Solo Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black, Purpletrator Brake Mount: Post-mount disc Dropouts: 20mm Maxle 360 Price: $570
DIRT JUMP FORKS Designed for

dirt jumps and skate parks
Forks designed fo r dirt jumping and street riding usually range in travel from 3. 1 to 3.9 inches of travel, have a th are more robust th ru-axle, and an trailbike forks with simila r dimensions. Occasionally, thes e forks are used for 4-Cross or dual slalom, because some ride rs use the same bike for jumping and gated racing.
Fork: Marzocchi 4X World Cup Travel: 3.9 inches Claimed Weight: 5.7 pounds Damping: RC3 cartridges Adjustments: Rebound, high-speed compression, low-speed compression, air preload Spring: Coil, air assist Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: White Brake Mount: Post-mount disc Dropouts: 20mm thru-axle Price: $599
Fork: Marzocchi Dirt Jumper 1 Travel: 3.9 inches Claimed Weight: 5.7 pounds Damping: Cartridge pre-set by Marzocchi Adjustments: Rebound, air preload Spring: Coil Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Grey Brake Mount: Post-mount disc Dropouts: 20mm thru-axle Price: $429
Fork: RST Space Jump Travel: 3.1 or 3.9 inches Claimed Weight: 5 pounds Damping: Oil bath Adjustments: Air pressure, rebound Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Flange-mount disc Dropouts: 20mm thru-axle Price: $299
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on-free forks Old-school, suspensi
RIGID FORKS
29ER FORKS
Big-wheel sliders
Twenty-niner bikes may sti ll be a niche segment within cross-country bikes, but , more frame and fork manufactu rers are making 29er-specific designs than ever before .
to a niche Rigid forks appeal de rigid ri o bunch of riders wh e are a few untain bikes. Ther l make mo stil manufacturers who to riders , and they appeal them ep it real or who who want to ke a novel rigid just want to add rage. bike to their ga
Fork: Surly Instigator Travel: None Claimed Weight: 3.1 pounds Outers: Chromoly steel Steerer: 1-1/8-inch steel Colors: Black Brake Mount: Flange-mount disc Dropouts: Standard axle Price: $79
Fork: RockShox Reba Team 29er Travel: 3.1, 3.9 or 4.7 inches Claimed Weight: 3.5 pounds Damping: BlackBox Motion Control Adjustments: Air pressure, rebound, low-speed compression, lockout, Floodgate Spring: Dual air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Post-mount disc Dropouts: Standard or Maxle Lite Price: $701
Fork: Bontrager Race X Lite Switchblade Travel: None Claimed Weight: 2 pounds Outers: Carbon fiber Steerer: 1-1/8-inch aluminum Colors: Black Brake Mount: Flange-mount disc Dropouts: Aluminum, standard axle Price: $299
Fork: Manitou Minute 29er Travel: 3.1, 3.9 or 4.7 inches Claimed Weight: 3.7 pounds Damping: Absolute Platform Damper Adjustments: Rebound, platform Spring: Mars air Outers: Magnesium Reverse Arch Steerer: 1-1/8-inch aluminum Colors: White Brake Mount: Post-mount disc Dropouts: Standard or Hex Lock thruaxle Price: $569 (std. axle), $629 (Hex axle)
Fork: Vicious Mountain Travel: None Claimed Weight: 2.6 pounds Outers: Steel Steerer: 1-1/8-inch steel Colors: Black Brake Mount: Flange-mount disc, rim Dropouts: Standard axle Price: $275
Fork: Fox Racing Shox 32 F29 RLC Travel: 3.1, 3.9 or 4.7 inches Claimed Weight: 3.8 pounds Damping: Open oil bath Adjustments: Low-speed compression, lockout force, lockout, air pressure, rebound. Spring: Air Outers: Magnesium Steerer: 1-1/8-inch aluminum Colors: White Brake Mount: Post-mount disc Dropouts: Standard axle Price: $740 J
Fork Buyers Guide

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MBA TECH
Worlds Best
Bolt-Ons
Five simple, cheap products that will make you faster
bolt-on is a simple product that comes in a small package. Its easy to put on the bike and gives the promise of more speed, better handling, and incredible riding happiness. After years of testing, the MBA wrecking crew can recommend the five best under-$100 bolt-on products in the world.
1.
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MOUNT UP KENDA NEVEGAL TIRES

This two-time MBA shootout winner is the overall best accelerating, climbing, descending and cornering tire made. Its a $47.99-times-two investment that is one of the ultimate bolt-on upgrades any rider can make to a mountain bike. Odds are they will last a full season even if you live where the season is year round.
or t f Choice f The Tire o
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Cycles da/Seven
Team
pion pian l XC Cham 008 Olym S Nationa 2 5 2003 U pion 2007 200 hampion TXC Cham 2008 tinental C ational S 07 US N rican Con 20 Pan Ame 006 2008 2005-2 Olympian 2004
SIZE 26 x 2.20 26 x 2.10 26 x 2.10 26 x 2.0 0 26 x 1.95 26 x 1.95 29 x 2.20 29 x 1.90
BE A D FOLDS FOLDS FOLDS FOLDS FOLDS FOLDS FOLDS FOLDS
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www.kendausa.com 1-866-KENDAUSA
Photo: Chris Milliman
RMA K917 K A
ND COMPOU DTC UST UST/DTC DTC UST UST/DTC L 3R R R O L3R PRO
Bolt-Ons
MBA TECH
3.
CONVERT TO NOTUBES
No other modification offers as much bang for the buck as going tubeless. Purchase the $59.95 NoTubes Tubeless System. Watch the how-to videos on Stans NoTubes.com. Spend the hour it takes to convert your current wheels to tubeless. Run between 25 and 30 psi of tire pressure. Your old tires will grip and turn better than they did new, and the bike will take bumps like it has a good inch more of suspension travel. Best yet is that the tires will hold air better and become self healing after a puncture.
2.
GO BOLT-ON LIZARD SKINS LO IPS LOCK-ON GR trol of the bike.
con For $27.50, these grips give better surface is unparalleled. Locked to The Logos tacky rubber interface between rider the bar, the Logo gives an instant and machine.
4. 5.
than giving th ill ever make. minum ball-and-so e bike a factory look, Nokons alu cket housing resu lts in quicker and accurate shifting every time. more
NOKON GEAR One of the best $8 CABLES AND HOUSIN 0.99 investments G Other you w
WTB ROCKET V PRO SADDLE

At $90 and at a reasonable weight of 9.4 ounces, this WTB saddle is the everymans version of the elite titanium-rail saddle. It has the perfect shape for mountain biking. The profile keeps the rider seated in the sweet spot. Even when wheelying or riding without hands, it wont take extra arm strength to hold your body position. J
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Royal Argyle Jersey: Sweat wicking polyester, with breathable fade resistant graphics. Royal F-Tech Short: 4-way stretch, water shedding fabric, with pop-snap waist closure. Royal Elite Glove: 4-way stretch, sweat wicking spandura, and vented Clarino palm.
visit us at ROYALRACING.COM or call 661 257 2756 in Canada call 604 542 5661
MBA
est
Ride The Rail

Yetis new 303 R-DH
f theres a brand thats been synonymous with racing throughout its history, its Yeti Cycles. Names like Tomac, Furtado, Voreis and Giove paved the way in the 1990s for this decades World Class gravity riders, like Nathan Rennie, Tara Llanes, Jared Graves, Sam Blenkinsopp, Justin Leov, Aaron Gwin and Rich Houseman. In 2006, Yeti debuted their 303 DH downhill bike featuring the Linear Rail system: two gliding pivots (one horizontal and one vertical) that work together to provide an efficient suspension system with a wheel path that transfers impacts directly to the suspension with nominal effect on a riders momentum. Although proven on the World Cup circuit, and ideal for ultraintense and steep courses, the 303 DH frame is pricey at $3870 and not offered as a complete bike. Yeti set out to create a more agile, budget-friendly, complete downhill package. The finished product is the Yeti 303 R-DH.
tile for a wider range of downhill trails. Yeti says the 303 RDH frame weighs 10.5 pounds, about two pounds lighter than the other 303. The letter R in the new model name refers to rate, meaning the only rail on the new frame controls the spring rate on the single-pivot design. The R has an eccentric shock mount for adjusting the head angle between 64 and 65 degrees. TEST BIKE BUILD Our 303 R-DH test bike features the Yeti factory team build. Although its possible to buy the new 303 R-DH frame and build up a team bike, Yeti is not selling this build as a complete bike. Our team bike features a 2009 Fox Shox 40 RC2 with the new FIT damping cartridge, a full Shimano Saint drivetrain and hydraulic disc brakes, DT Swiss 5.10 EX wheels, Sunline handlebar, Chris King headset, and Yeti lock-on grips. YETI SPOTTED IN SOUTHERN CALIFORNIA The original 303 took riders to multiple World Cup podiums. Can the 303 R-DH fill those big Yeti shoes? Ergonomics: Those familiar with Yetis previous 303 will instantly notice the new single-pivot versions lower top tube, tighter cockpit, and significantly shorter wheelbase.
WHATS THE DIFFERENCE? The new model is more than simply adding an R to the previous 303 model name. As opposed to the original 303 DH (still available as a frameset) which was designed for World Cup level courses, the new 303 R-DH is built to be quicker, more nimble, a better jumping bike, and more versa-
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Forty-millimeters to freedom: Foxs 2009 40 RC2 fork features the FIT RC2 damping cartridge, a titanium spring and robust 40millimeter stanchions.
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303 R-DH
The 29-inch-wide Sunline handlebar is spot on for a versatile and competitive downhill bike build. Pedaling: The single-pivot R frame uses a Fox DHX 5.0 coil shock, featuring bottom-out adjustment and the ProPedal platform. The Yeti sprints with the best of them, and no energy is wasted transferring the power to the pedals. The benefit of such an efficient-pedaling downhill bike is that we ran just a couple of clicks of the ProPedal adjustment, opting for maximum small bump absorption. The reliable precision of the Shimano Saint rear derailleur and shifter gives you confidence to sprint while popping through the gears out of a corner. With the Saint component group, you get an excellent mix of efficiency, power and durability. Technical descents: Use the sag with the sag-meter stamped onto the frame to make sure you have the correct spring rate, and point the new 303 R down hill. This bike screams over rough, rocky terrain. The R maintains momentum over rock sections and out of corners better than any downhill bike weve raced over the past year-and-half. On practice runs when we were just scoping out the course and different lines, intentionally not pinning it, we found ourselves riding near race speed. Yeti and Fox Shox work closely on frame and suspension development, and that was evident on this bike. The supple rear end tracked well over choppy terrain, and the new Fox 40 RC2 featuring the FIT damper is a completely different animal. In the past, we found the 40 to be very stiff and durable, but at times brutal on your hands and wrists. The new damping cartridge improved tuneablility to the extent that we were able to run less low-speed compression to achieve supple beginning stroke travel so the fork maintained traction at speed. We increased the high-speed compression for race-speed drops and impacts. The Yeti (ODI) lock-on grips are worth mentioning. They have an aggressive Yeti pattern as the design, and your hands stick to them like glue on rough terrain.
Jump start: Need to sprint into a double jump? No problem aboard this Yeti. It is one of the most nimble downhill bikes we have tested.
Cornering: We cant say enough about how well the Fox 40 and the Yeti rear-end with the Fox DHX 5.0 shock worked together. Whether charging through gnarly terrain or cornering at speed, the front and rear end worked in harmony, allowing you to get the most out of your effort. The 29-inch-wide Sunline handlebar is ideal for turning a big bike with eight inches of travel. The wide handlebar slows down steering and takes away twitchiness in the front end. Braking: With single-pivot frames, brake jack or stiffening of the rear suspension is often a problem. On the Yeti, it wasnt an issue. When riding a downhill bike you want to brake before gnarly sections and let the suspension do its job. Weve ridden the Shimano Saint brakes a ton over the past year. The levers are easily adjusted to your desired reach, and the power is impressive. It had been a few months since wed ridden Saint brakes, and it does take a few runs to get re-acquainted with their power, especially the front brakes effect on traction. MINOR CHANGES It was difficult to find one thing wed tweak on the new 303 R-DH. The most obvious one is that its name is almost the same as Yetis other downhill bike, the 303 DH, which could cause some confusion. The shocks rebound adjuster is almost impossible to reach without removing the shock. Were fans of directmount stems. Not only are they stiffer than traditional stems, but they dont get twisted in a crash. Now that the mountain bike industry has settled on a direct-mount stem standard, well use the Yeti and the new Fox 40 to test some down the road.
YETI 303 R-DH BUILD KITS COMPLETE DOWNHILL BIKES NOW AVAILABLE
The new 303 R-DH is the first complete 303 downhill bike offered by Yeti. The complete race-ready bike will sell for $4700, and the frame and shock for $2570. The complete bike features a Fox 40 RC2 fork, Fox DHX 5.0 coil shock, Mavic DeeTrax wheelset, Truvativ Hussefelt cranks, Avid Elixir brakes, Maxxis High Roller tires and a SRAM X.9 rear derailleur. 82
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Rail slide (clockwise from top left): The Shimano gravity-oriented Saint rear derailleur, the Fox 40 RC2 fork offers highand-low-speed compression, rebound and preload adjustment, the single-pivot suspension design uses a swing link to drive the shock and the rail controls the shocks spring rate.
Fast times: It may sound silly, but the Yeti 303 R-DH carries momentum so well youll find yourself nearing full-speed when it feels like you are just cruising. The powerful Saint brakes with eight-inch-rotors easily bring in the reins.
VERDICT It had been too long since we reviewed a Yeti. And what a pleasant surprise the 303 R-DH was. The new simpler suspension design, shorter chainstays, and lighter frame make this an agile descender that absolutely rips on technical terrain. Although our test bike featured the team build, which is only available if you buy the frame and build it up yourself, the new complete bike will offer a competitive package at a real-world price. J
Price $6915 (frame and shock $2570) Country of origin Taiwan Weight 41 pounds Hotline (303) 278-6909 Frame tested Medium Bottom bracket height 13.75" Chainstay length 17.25" Top tube length 21.5" Head tube angle 65/64 Seat tube angle 58 Standover height 30" Wheelbase 45.25" Suspension travel (front) 8" Suspension travel (rear) 8.25" Frame material Aluminum Fork Fox Shox 40 RC2 Shock Fox Shox DHX 5.0 coil Rims DT Swiss 5.10 EX Tires Maxxis Minion Hubs Shimano Saint Brakes Shimano Saint Brake levers Shimano Saint Crankset Shimano Saint Shifters Shimano Saint Rear derailleur Shimano Saint Chainrings Shimano Saint Cassette Shimano XT 11-34 Pedals Weighed with Shimano M647
YETI 303 R-DH
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Inside The Pros Bikes

Melissa Buhls KHS world dominator
elissa Buhl, 27, had a dream year in 2008. She won the 4Cross title at the World Championships, and U.S. national championships in 4-Cross, dual slalom, and downhill. She even won the Jeep 48Straight dual slalom series. Born in Colorado on January 25, 1982, Melissa took up cross-country racing at 14, but she would soon concentrate on gravity events. Buhl joined the Devo team in 1998, racing junior expert downhill and pro dual slalom that year. I spent most of the time on my head, says Melissa of her rookie pro experiences, but she won Americas junior downhill title that year. Buhl won her first pro title in 2002, in mountaincross. Her first pro downhill title came in 2005. In 2006, she took a first place in the National Mountain Bike Series and a fourth at the World Championships in 4-cross. In 2007, she was the national dual slalom champion, NMBS downhill champion, and the USA Cycling Gravity Racer of the Year. Now, with her performance in 2008, Buhl is clearly the top female gravity rider in America. Off the dirt, Melissa is completing her pre-med degree in kinesiology at Arizona State University and planning to go to medical school. Here is the bike that Melissa uses when shes racing dual slalom and mountaincross.
Weight: 26 pounds Price as equipped: $2950
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I put a little more air pressure in it for mountaincross racing. If its slalom, I let a little out of it. 3. Thomson Elite X4 stem, 50-millimeter reach, zero rise. Thomson makes a good gravity stem because its shorter, which makes for a little quicker handling and better cornering. 4. Kenda Nevegal tires, 26x2.1-inch front, 26x1.95-inch rear. Nevegal is my favorite all-around tire. I can take it anywhere in Europe, and it can fit a lot of the conditions. Even when its muddy, its pretty good, and its got a good life span. 5. Sun Ringle Charger wheelset, with Sun Dirt Flea hubs and Wheelsmith spokes. Theyre lightweight and good for acceleration. Theyre strong too, so I
16
dont have to worry about them breaking off big jumps. 6. Shimano M647 SPD pedals. I like the Shimano pedals because they never break. I like the limited range of float. I can always tell when Im clipped in. I can pull up really hard with these pedals and not worry about pulling out. 7. Kenda Ultralight inner tubes. Rolling weights always a big concern. When Im picking tubes, Im usually picking a lighter-weight one. 8. Shimano XT cranks, 170-millimeters, with 36-tooth chainring. I usually go with 165s on my downhill bike, but I go with 170s for mountaincross because they have a little more leverage.
1. KHS DJ 300 frame, 6061 aluminum tubing (designed for dirt jumping). This particular frame has a little bit shorter chainstays. I like the responsiveness of the shorter stays that make the bike feel snappy out of the gate. 2. X-Fusion Velvet fork, 3.9 inches of travel. 86
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come down hard off a jump. 13. ODI Lock-On grips Theyre the best. They last forever, and if its wet, you dont have to worry about them coming off. 14. Shimano XT shifters Theyre quick and theyre responsive. I dont have to worry about them jumping too many gears when Im downshifting. 15. Hayes Stroker Trail brakes, with six-inch rotors and carbon fiber levers. These particular brakes are perfect for mountaincross. Some brakes are too grabby and slow you down too much. I prefer the modulation on these brakes and the lightness of the levers. One of the misconceptions of gravity racing is that you dont brake that much.
9. Shimano XT rear derailleur, short cage model. Its just really reliable and really sturdy. Ill go through three derailleurs a year racing downhill, but with this bike, one derailleur is good for a whole year. 10. Shimano Ultegra, 9-speed cassette (12-23). I chose that range because its the least amount of jump between gears with that ratio. 11. Thomson Masterpiece seatpost. Its really light and strong. 12. SDG Ti Fly saddle. A seat thats a little lower profile is good when youre getting behind your seat in steeper sections, and its really strong, so you dont have to worry about the seat rails bending if you
16. Gamut P30 chain guide. Im extremely happy with that chainguide. Ive never had it derail the chain. Some chainguides make a lot of noise and cause a lot of friction when you ride. This one is a lot quieter. When you hear noise, you know youre losing energy. This ones more efficient. Overall its one of the better chain guides Ive ever ridden. 17. Cane Creek Solo headset. Its strong. I dont have to worry about it all season long. 18. Azonic B52, handlebar, 3/4-inch rise. I went with a little lower rise this year to see how I would like it for gating and cornering, and I liked it. The bar is 28 inches wide stock and I cut it down to 27 inches. J
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MBA RIDERS WHO INSPIRE
Brian Bushway
Leading The Blind
An unlikely mountain bike leader
rian Bushway was 14 when it happened. He had been on his schools mountain bike team while in seventh grade in Rancho Santa Margarita, California, and loved to ride. Then his eyesight started getting bad. The doctors didnt know why I was going blind, says Bushway, now 26. I was an active 14-year-old, skating and stuff. My vision started affecting all these things in small ways. Finally, I remember waking up one morning and I had barely usable vision. And then, the next morning, I woke up and it was gone.
Ready to ride: Brian Bushway had a great excuse to quit mountain biking, but he is not a man known for making excuses. The blind-mans cane gets him from his home to the trail. He straps it to the rack when he takes off.
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Doctors diagnosed it as optic nerve atrophy, but they couldnt stop it. In four months, he went from having normal vision to a world of darkness. I remember being in a state of unknowing. I didnt know how to process it. I felt done as a mortal being. I asked God why it was happening. Theres a natural grieving process when this happens to someone. Still, the hardest part about going blind was how everybody treated me differently. Brians parents enrolled him in a school that teaches mobility skills to the blind. While there, he learned that Andy Griffin and Dan Kish, two instructors on staff, were experimenting with mountain biking for the blind. Griffin, a fully sighted instructor and regular mountain biker, had found he could ride his bike blindfolded, using the sound cues of his girlfriend riding in front of him, and he thought blind students might enjoy riding, too. Kish, who had grown up completely blind, had learned to ride a bike in his neighborhood with his friends as a kid. Brian Bushway and some other students heard about the blind mountain biking experiments and wanted to do it too, so the Blind Adventure Travel Society, the name they came up with for the group, was born. The BATS began to go on regular mountain bike rides in the hilly trails south of Los Angeles. With zip-ties clicking against their spokes, they could follow each other by ear, with instructor Griffin leading. A story on the BATS appeared in our May 2001 issue, and that led to exposure by Australian, Japanese and European media outlets. Television crews traveled thousands of miles to tape the groups rides. Bushway, the most skilled blind rider, was featured prominently in the coverage; taking on stairstep downhills, narrow singletrack trails, and rocky stream crossings. The BATS shrunk over the years as riders headed off to college or careers. Griffin got a job at another school, and Kish left to start his own nonprofit business, World Access for the Blind, teaching mobility skills, including echolocation, to the visually handicapped. Bushway attended Pepperdine University and then joined Kishs organization, which they now run together. Brian found that mountain biking helped blind students face the world with confidence and courage. In recent months, Brians mountain biking has usually been done for the benefit of documentary crews and cameras, but thats about to change. A number of his teenage students recently started bugging Brian to take them mountain biking. Its time for the BATS to rise again. J
No handicapped parking: BATS co-founder Andy Griffin leads a group of blind riders in 2001. Brian (fourth from rear) and the groups co-founder, Dan Kish (beside Brian in the dark shirt) do what most would consider impossible.
ushway at tact Brian B You can con essfortheblind.org cc www.worlda
Finding his way: Merely getting from the garage to the trail head is a major challenge when youre blind. Brian strapped his cane to the back of his bike when he was ready to ride.
Good trails: Brian has a great trail system behind his house, but finds it hard to get a group together for rides. Its not that they dont want to ride; none of them can drive to the trailhead.
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MBA FEATURE
The Nine Most Underrated
Components
And one great bike get their long-awaited recognition
by R. Cunningham
ife isnt fair. Fancy products and flamboyant personalities become media darlings, while we take dependable people and well-engineered components for granted. They are there when we need them, always do a little more than we ask for, and rarely complain. So it is with mountain bikes and components. It is easy to fawn over the assumed stiffness of a swoopy carbon fiber suspension frame, or rave about the performance of a fork that bristles with color-anodized clickers, while the front derailleur that has never missed a shift across 300 miles of singletrack is not mentioned. I want to highlight ten items for this feature that deserve some long-awaited recognition.
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1
DT SWISS SPOKES
Before you laugh, consider that every rider input and every force generated by cornering, acceleration and braking is communicated through the spokes of your wheels. DT Swiss has made a science of spoke design and manufacture. The stainless steel wire is selected from the best source available, and the spokes are not pulled into their final butted shape like most. DT Swiss developed a rotary forging technique that slowly kneads the high-strength stainless steel into its final butted and tapered profile. The resulting reliability and performance have outlasted every fancy spoke alternative for nearly 100 years.
THOMSON SEATPOST AND STEM
Thomsons seatposts and stems are almost invisible because we see them on so many bicycles. Beautifully made and impeccably finished in silver or black, they pump up the look of anything they grace without shouting Hey, look at me! Thomsons simple two-bolt saddle adjustment is not revolutionaryjust trouble-free and tuneable to within a millionth of a degree. Their stems, with the internalwedge steerer clamp and four-bolt handlebar cap, have a precise, we care that it fits fit. If Thomson products had typical, matte black, made-in-Asia finishes and graphics, they would still grace high-performance production and custom bicycles worldwide. Thomson, however, goes the extra milefrom good-looking to stunning.
Giant got it right when they built the Trance XO. This low-slung, five-inch-travel, dual-link suspension chassis has a fresh, cross-country feel that would have fallen victim to the big-bar, shorty-stem, black-anodized, 33-pound, allmountain trend had its designers not been top bike handlers, hungry for a lightweight, all-day trailbike. The Trance X0 remains pure. Maestro suspension and balanced, center-ofthe-bike handling give the Trance set-and-forget suspension performance that is rare in the long-travel, cross-country genre. It climbs effortlessly and pumps up the fun factor on technical descents. The Trance XOs silver-anodized aluminum frame will look beautiful for years because it wont show scratches. Giant sells it in four sizes, its component selection is near perfectionwith a variety of dirt-proven items not often seen on mass-market menus and its $5700 average street price simply mocks its competitors. The Trance X0 is like getting a hand-built bike, but with a majormanufacturers warranty.
GIANT TRANCE X0
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MBA FEATURE
If Shimano had forgotten to make its impressivelooking (and wildly expensive) XTR ensemble, we would, no doubt, extol the shifting precision, light weight and bombproof reliability of Shimano XT. But because there must be a number two in order to keep number one at the top, marketers, both at Shimano and within big-ticket bike brands, have suppressed the performance of Shimanos silveranodized secret for a decade. Shimano often releases innovations under the cover of XT a season earlier than the same feature appears on XTR (like the Shadow low-profile rear derailleur). Bottom line: unless you absolutely need to shave 3.5 ounces from your drivetrain, there is no significant performance difference between XTR and XTand after you scratch it up for a year, performance is all you have left.
SHIMANO XT
No disc brake looks sexier today, but when Magura abandoned the motorcycle-style, in-line brake lever/master cylinder in favor of a vertical piston and reservoir integrated into the lever perch, the design was not so well received. Of course, Magura was ahead of its time, as evidenced by its present imitators. The magic of Maguras Marta SL brake is hidden, however; its what the Marta doesnt have that makes it the best cross-country brake. Martas have the best reputation in the industry for running drag-free, and they weigh a scant 11.6 ounces (the magnesium version with carbon levers only weighs 11 ounces). Perhaps the reason that Maguras standard-setting stoppers are not championed is that only squeaky wheels get attention.
MAGURA MARTA SL BRAKES
The first RockShox Reba was not as much of a revelation as it might have been because it was released before mid-travel cross-country bikes went mainstreamand SRAM, RockShoxs parent company, didnt completely comprehend how good a fork it was. With a micro-adjustable, low-speed compression and pedaling threshold (Motion Control/Floodgate), and Dual-Air negative and positive airsprings, the Reba fork can be easily tuned from technicaltrail supple to cross-country-racing firm. It can be bought in a 20-millimeter Maxle Lite through-axle configuration and in a 29er size. The top-drawer Team Reba has an adjustabletravel U-Turn feature. With 32-millimeter stanchions, it steers precisely in the roughand you get all of this in a 3.5-pound package. Rebas are versatile enough to have won both World Cup crosscountry and dualslalom competitions, but the mountain biking masses have not absorbed this message. Before you start shopping for the ultimate crosscountry trailbike fork, look down you may be riding it already. 94
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ROCKSHOX REBA FORK
When you buy a Chris King headset, you can be sure that there are no alternatives that can claim to be better made or designed, but the nearly flawless look and construction underscores those facts. What you may not know is that King recycles everything they use in their productioncutting oil, metal chips, exhaust airthey even return their water in better shape than when it comes to them from the city pipes. Quality control is so stringent at King that whole batches are recycled because the anodized color isnt right. Chris King headset owners have been known to substitute another brand when they sell their bikes so they can reinstall their used headset on their new bike. Still, its just a headset, right? Not to the people at Chris King.
CHRIS KING HEADSET
If youve never had problems with your rear suspension, your trailbike probably has a Fox Racing Shox Float RP23 damper. So many suspension bikes are sold with RP23 shocks that this exquisitely machined and assembled device is predestined to be ignored. Like a great Swiss-made mechanical timepiece, the RP23s internals include dozens of delicate parts that somehow wake up with you every day and go to work with precise accuracy. All the knowledge RP32 owners need to ride a Fox Float RP23 shock once the spring pressure and rebound are set is which way to flick the lever for the climbs.
FOX FLOAT RP23 SHOCK
DKG QUICK-RELEASE SEATPOST CLAMPS
Dave Garoutte was in Marin County when it all happened. Daves unbridled appetite for design, fabrication and CNC machining attracted notables like Gary Fisher (RS1), Wilderness Trail Bikes (Roller Cam brakes), The Koski Brothers (Koski Trailmaster frameset), Moots (suspension parts) and ultimately Ross Shafer of Salsa Cycles, which led to the development of the best quick-release seatpost clamp ever made. It fits the hand, never slips out of adjustment, and clamps smoothly and securely every timeand, like all products from DKG (Daves company), its a functional work of art. DKG, (415) 479-5482, still makes the original seatpost clamp that graces both production and custom mountain bikes throughout the world.
10 EASTON EA70 MONKEYBAR a How did an aluminum riser handlebar achieve

place on this list of ten? Well, has anyone ever broken, or even bent one? If you have, Id love to see the video. In the anything-goes world of park riding and all-mountain adventure, Eastons EA70 MonkeyBar is the ruler of the risers. It comes in three heights and has the bend that everyone copied. It was the first bar to go wide and will be the last handlebar you will ever own. At 9.3 ounces, it isnt lightweight, but it isnt heavy enough to warrant a fancier carbon replacement, either. Eastons EA70 MonkeyBar earns a place in the mountain bike strength-to-weight museuman edifice populated by Easton Products. J
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MBA TRAINING
Speed
M
The Lazy Mans Way To Gaining
Be a better bike handler in 2009

aneuvering your bike is the most fun skill to work on and results of this work come fast. No painful hill repeats or threshold workouts required; read the terrain, respond appropriately, easily clear the obstacle, and then move on to the next one. Bike handling is a combination of balance and reflexes. Improved bike handling keeps you calm and builds confidence. With better balance and handling reflexes, you can float over obstacles, land lighter off jumps, and be able to get out of any tight situation without panicking and bruising your knees. You dont have to join a school or travel to a special location to work on your bike handling. You can (and should) work on these skills every time you ride. Using these simple exercises will turn you into a better overall rider and make every ride more enjoyable. J
Track stand: Sl turn the whee ow to a stop, l in, and se long you can e balance (app how and releasin lying g help). Practi your brakes will ce in both se and standing ated po skill will co sitions. This me in handy riding a toug wh h switchback ile even in clim bing situatio and ns.
Setup: Adjust reach and dea the lever engages the bra d stroke so kes as the knuckles form a square ang le. Crucial braking control is lost if the lever firms with the fingers too or too close to the grip. stretched out
Look ahead: Make it a hab it to look way up the trail instead of just a few feet in front of your front tir e. Read the terrain and size up what you will be riding over. Choose the best line, shift to an appropriate gear, and stand before being forced into a panic situation.
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Tread lightly: Read the upcoming trail and stand early. When the bike begins skipping across bumps or lands off jumps, help absorb the impact with arm and leg compression. The bike will thank you by not rebounding wildly off hard hits.
Learn to bunny hop: Find a six-inch-tall rock (or sponge if you are worried about dinging your rims). Approach it at a moderate speed, push into the bike, spring off the suspension and lunge forward while pulling up on the bar. Practice until you can easily clear the obstacle. Youll use this skill on every ride.
Armor up: Not having to worry about a scraped knee or banged elbow elevates confidence and improves a riders ability to tackle challenging terrain. The obstacle-training course should be challenging enough to make pads an absolute requirement.
Stay loose: Relax your grip, get over the handlebars and keep the elbows bent and up; let the bike move around beneath you. Tightening the upper body turns it into a rigid, upright extension over the bike and this throws your balance off.
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MBA TECH
How To Fix A
Flat Tire
You think you already know, dont cha?
n the hierarchy of mountain bike maintenance, fixing a flat tire is probably the second thing you learned to do after lubing your chain. The question is, did you learn to do it right? Weve personally witnessed experienced riders whose methods of fixing a flat tire shocked us. Here is the proper way to do it.
Make the best of a bad situation by hanging your bike from a tree branch. No tree? Pick a fairly clear area so if you drop something, you wont lose riding time looking for it. Shift your bike to the smallest or second smallest cog if you have a rear flat. Unlock the quick release and slide the wheel out.
Step 1:
If the tire is still holding some air, let it out. A partially inflated tube makes getting the tire off the rim a bear.
Step 2:
This is the most misunderstood step of fixing a flat tire. The tire has a bead that pops into the rim when air pressure is added. You have to unseat this bead into the rim before you do anything else. Grab the tire and push near where it connects to the rim with both thumbs. Push hard. You will feel the bead pop into the rim. Go all the way around the rim, popping the bead out. You can leave the bead seated on the other side of the rim, but this makes getting the tire off a little more difficult. We pop the bead on both sides of the rim.
Step 3:
Take a second tire tool and slide it in about two inches from the first tire tool. Push down on one tool, lifting the bead over the rims wall. Now do the same with the second tool.
Step 5:
Step 4: Carefully slide a tire tool between the tires bead and rim wall.
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MBA TECH
Flat Tire
Leave one tool between the bead and the rim and work the other farther away, pulling the bead over the rim wall as you move along. Some tire/rim combos fit tightly while others fit loosely enough to be removed without tire tools.
Step 6:
Once you get the bead moving, you can peel the tire off with your hands. Note that we only take one side of the tire off. You are not replacing the tire, just the tube (or adding a tube to a tubeless setup).
Step 7:
The biggest mistake in fixing a flat is not finding out what caused the flat. Run your fingers inside the tire. You are feeling for whatever could have punctured your tube. You may cut a finger doing this. Sorry.
Step 8:
Destination
Monterey!
Even if you found the stinger on the inside of the tire, inspect the exterior. Its other end may still be there ready to work its way into your new tube. Also, if you picked up one thorn, there may be others ready to strike.
Step 9:
Get out your spare or patched tube and inflate it just enough so that it holds its shape.
Step 10:
Tecnic FS 900
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MBA TECH
Flat Tire
Slide the tubes valve into the rim. You can put a valve nut on the stem so it doesnt slide into the rim.
Step 11:
Step 12: Work the tube into the tire.
Slip the tires bead into the rim, starting opposite the valve stem. Make sure you are not catching the tube between the tires bead and rims wall. You shouldnt need tools at this point.
Step 13:
The bead will get tight as you near the valve stem, and you may need your tire tools to lift the last five or six inches of the tires bead into the rim. In many cases, your thumbs will do the trick.
Step 14:
Add some more air. Make sure the tube is not caught between the tire bead and rim wall. Keep adding air until you hear the bead pop on the rim. Put the wheel back on the bike and ride away. J
Step 15:
Great fit: The F5 fits like an old pair of your favorite jeans. Cannondale has had a lot of time to perfect the geometry of their bestselling mountain bike, and it feels like it.
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Cannondales Best-Selling Mountain Bike

The Cannondale F5
e didnt ask Cannondale to send us their most expensive cross-country race bike. We didnt request a long-travel, downhill, gravity sled. And we didnt place an order for a big-buck trailbike. Instead, we asked to ride Cannondales best-selling mountain bike. That turned out to be the $769 Cannondale F5. The F5 is an aluminum hardtail. The frame boasts Cannondales trademark oversized and ovalized PowerPyramid downtube. Most of the frame tubes are internally butted. Dont know what that means? Look at the headtube (because it is externally butted) and imagine it inside out. That is what internal butting is. The F5 has mechanical disc brakes, a quick-release seatpost clamp, full cable housing to the rear derailleur (cuts down on maintenance), trigger shifters, aluminum rims, a fork lockout, mounts for a book rack, aluminum 26-inchwide bar and a fork with 3.9 inches of travel. Add the beautiful finish and understated graphics of our Race Red F5 (it is also available in Jet Black) and you have a classic hardtail mountain bike ready to roll.
MBA
est
FLYING THE F5 The MBA wrecking crew gets spoiled riding ultra-expensive mountain bikes, but none of us felt like we were being punished when asked to ride the F5. A few twists on the fork springs preload knob, positioning the saddle, and angling the shifters and brake levers were all it took to become comfortable on this bike. Simplicity is one of the most welcomed features of the F5. And just because you could buy seven F5s for
the cost of one top-of-the-line trailbike, we didnt restrict our rides to easy trails and bike paths. The F5 was asked to attack the same terrain that all the expensive bikes eat up. Moving along: Proportionally, the F5 is as close to perfection as a hardtail trailbike gets. It should be. It benefits from every Cannondale hardtail that came before it. The bike feels right from the first pedal. The bar is a good width, the grips feel fine and the top tube length is spot on. The saddle needs a bit more width, but it is acceptable for rides of less than epic length. The proven SRAM drivetrain shifts crisply, and the shifter triggers are right where you need them. Spinning along the trail is the only time the platform pedals show their inferiority to clipless pedals (when spinning a gear, your feet have the tendency to lift from the platform surface at the top of the stroke). Cornering: The F5 is a quick-steering little package. It swoops along tight singletrack without breaking a sweat. Cannondales big trick in the cornering department is wrapping the rims in Kenda Nevegal tires with Stick-E rubber. These tires give the F5 a knob up on lesser-equipped hardtails. Climbing: The tires we just praised earn more accolades on the climb, as they bite regardless of rider position. This bikes weight is noticeable, but not overwhelming. Move up a cog on the cassette and work it. The frame, wheels and cranks keep you moving up the climbs at the pace you are willing to throw down. Technical: Where a dual-suspension bike allows the rider to be a little lazy, the F5 (and any hardtail) requires an alert and responsive rider in the technical sections. Stay out of the
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saddle, bend your arms, and choose your lines. The F5 will get you through without complaint. Riders will find themselves attempting tricky sections on the F5 because the platform pedals give them the guarantee of a quick escape if they goofed. Descending: You dont want to get too crazy on fast or steep descents, as the quick-steering F5 doesnt give the rider much room for error. The fork travel feels too short in these situations. A longer travel fork is a necessary upgrade for riders who want more descending performance. Pick your line, dont try to hang on the wheel of the guy with the five-inch-travel trailbike, and take advantage of the Kenda tires and Avid disc brakes. F5 FACTS Early production RockShox Dart 3 forks suffered oil leakage (fixed at no charge by RockShox), but this one didnt. The lockout feature offers some subtle adjustability. Turning the lockout dial from its most-firm lockout position of six oclock to five oclock gives the fork a very nice pedaling platform while still taking the bite out of trail chatter. There is a blow-off circuit so direct hits while locked will not knock your dentures loose. Recommended upgrades? When you have spent a year on the wheels (or less if you are tough on wheels), you could have them rebuilt with lighter spokes. Clipless pedals would be a nice, but not essential, upgrade. Lock-on grips and a chainstay protector are both products that you should work into the deal when you buy the bike. A 4.7-inch-travel fork would be an over-the-top upgrade that should only be considered by riders looking to ride the F5 more aggressively on the downhills.
Sweet, smooth shifting: The F5 gets more than the proven SRAM X-7 rear derailleur. A single-piece housing from the trigger to the derailleur protects the cable from contaminants. This equals less maintenance for the rider.
NO SURPRISE After spending time on the F5, we can see why this is the best-selling mountain bike in the Cannondale lineup. It works great and looks awesome doing it. A good rider on
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Not cheap: Dont let the low price fool you. There is nothing cheap about the Cannondale F5. Dont hold back. Take the F5 on any trail and go for it. The F5 has got your back.
this bike will embarrass a lesser rider on a more expensive bike, and a beginner will be treated to what a real mountain bike is supposed to be. Add your enthusiasm and go. One final note. You cannot discount the importance of the strong Cannondale dealer network. Your F5 will be built properly and then fitted to you correctly. Back up a great product at a super price with a knowledgeable staff of professionals and you have all the ingredients necessary for a best-selling product. There you arethe Cannondale F5. J
Price $769 Country of origin Taiwan Weight 30.5 pounds Hotline (800) 726-2453 Frame tested 17" (medium) Bottom bracket height 12" Chainstay length 16.5" Top tube length 23.5" Head tube angle 70 Seat tube angle 73.5 Standover height 29.5" Wheelbase 42.5" Suspension travel (front) 3.9" Suspension travel (rear) None Frame material Aluminum Fork RockShox Dart 3 Shock None Rims Jalco Disc X320 Tires Kenda Nevegal (2.1") Hub Formula DC20/22 Brakes Avid BB-5 Brake levers Cannondale XC Crankset FSA CK-306TTT Shifters SRAM X-5 triggers Front derailleur SRAM X-7 Rear derailleur SRAM X-5 Chainrings FSA (44/32/22) Cassette SRAM PG-950 (11-34) Pedals Wellgo platform
CANNONDALE F5
MBA TECH
Stem research
our bikes handlebar is an important connection to your bike that affects braking performance, shifting accuracy, cornering prowess, climbing ability and overall rider comfort. Thats probably why we tend to overlook the importance of the handlebar stem. No more! The Garage Files takes a look at little stem tricks that can make a big difference in your bikes performance.
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2
Most bikes come with a number of spacers positioned above and below where the handlebar stem clamps to the forks steerer tube. In this case, there are two above and two below. The bar feels a little high to the rider, so we are going to reposition spacers to lower the bar. Before you start, you should know the torque recommendation for the stems hardware. This will be available from the stem maker or fork maker. If the bike is in a workstand, make sure the front wheel is in contact with the ground. Remove the top cap screw and slide off the two top spacers. Loosen the stems bolts that clamp the stem to the steerer tube. These bolts do not need to be completely removed. The handlebar is removed in this photo, but if you are only repositioning the spacers, you can leave the bar attached. Slide one of the spacers that was positioned below the stem off the steerer tube.
Slide the stem back on, positioning three spacers on top. Replace the top cap and snug the screw. This screw is adjusting the headset tension; cranking down on it will cause binding and leaving it too loose will result in headset play. It may take a few tries before you feel the sweet spot. Tighten the bolts that clamp the stem to the steerer tube using the recommended torque setting specified by the stem and/or fork manufacturer. Dont just torque each bolt to the max setting. Tighten the pinch bolts in increments until you reach the recommended torque settings.
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FINE TUNE TWO USE THE SPACER
FINE TUNE THREE FLIP OUT
A
MBA TECH
2
B
3
A
This Specialized stem has a sleeve that allows for more tuning. The spacer is eccentric. Youll note that it is thicker on one side than the other. Positioning the thicker side of the shim towards the front of the stem will lower the bar slightly, and positioning the thin side forward will raise the bar slightly. This is a very sweet fine-tune tip if your stem has such a shim. If shuffling spacers and rotating shims doesnt get the bar where you want it, many stems can be inverted to lower the handlebar. Remove the handlebar from the stem (leave the shifters, brake levers, grips and all cables attached). Follow our steps to remove the stem, flip it and put it all back together. Tighten the bolts that clamp the handlebar to the stem using the recommended torque setting specified by the stem and/or handlebar manufacturer. Dont just torque each bolt to the max setting. Tighten the pinch bolts in increments in the order shown here until you reach the recommended torque settings.
FINE TUNE FOUR GET STRAIGHT
One of the most difficult adjustments is getting the handlebar perfectly parallel to the front axle. A trick is to position a straight edge either on the fork crown or fork tubes and eyeball down the handlebar. This stem is pointing way too far to the left.
~ WRONG ~
This is a stem that was tightened incorrectly. The top two bolts were tightened before the bottom two bolts. The clamp is now pinching the handlebar, which will severely limit the bars lifespan (and maybe yours).
~ RIGHT ~
This shows a handlebar clamp that was correctly tightened.
Aligning the handlebar to the straight edge can save you a lot of trial-and-error in finding the stems true north. J
wtb.com
MBA Competition
Introducing
Aaron Gwin
USAs top World Cup threat
aron Gwins rise to the forefront of American mountain biking appears sudden. However, to Aaron, its long overdue. At just 20 years old, he is a seasoned veteran of two-wheel racing. He was a BMX champion before the age of ten, and a promising motocross career was cut short due to a laundry list of injuries. Southern Californias Gwin threw a leg over a downhill mountain bike for the first time in 2007. Less than nine months later, he scored two top-ten World Cup results on notoriously brutal courses and watched his stock rise as a professional downhiller. Rather than radiating arrogance after his improbable first-year success, Gwin has the quiet confidence of a seasoned veteran. His demeanor cant help but make us think he knows something the rest of the competition doesnt. We caught up with Aaron at his training grounds in Temecula, California, to find out what drives this up-and-coming American racer and how he plans to follow up such an incredible year.
Ready to strike: Dont tell downhill racing rookie Aaron Gwin that his improbable World Cup results were beginners luck. To him, this kind of success was a long time coming.
Mountain Bike Action: You are practically unknown in the mountain bike world. What is your cycling background? Aaron Gwin: I started riding bikes at three years old and going to BMX tracks and racing at four years old. By the age of six I was racing all of the ABA and NBL nationals and was sponsored by Dans Competition. By age eight I was racing full national seasons, but began to get a bit burnt out. I quit BMX and switched to school sports for a while. At age 12, I picked up motocross and raced at the intermediate level until I was 17. 116 www.mbaction.com
MBA: Tell us about racing motocross? AG: Motocross was a major part of my life. My goal was to make a living racing. I was home schooled so I could ride moto every day and work with my trainer. I was riding injured a lot of the time, and I had put too much pressure on myself. I was never healthy and that was frustrating. The injuries were what made me quit motocross, because riding stopped being fun.
Throttle jockey: Gwins motocross background is evident in his downhill riding. He attributes his ability to navigate technical World Cup courses at speed to his early moto days.
MBA: Do you put that same amount of pressure on yourself today? AG: My approach to mountain biking is a lot different from motocross. Im more relaxed and do not put that kind of pressure on myself. MBA: What turned you on to mountain biking? AG: One of my good friends in the Palm Springs area where I live owns a bike shop, and hes friends with Cody Warren (pro downhill racer). I went to Interbike in 2005 and met Cody there. He had recently won the U.S. National Downhill Championship, and I remember his bike and awards on display. Cody and I ended up hanging out there in Las Vegas and riding BMX together. Later in the year, he took me up to Big Bear to ride cross-country. We just had short travel bikes, but it was a lot of fun. I ended up buying a mountain bike after that trip. Cody talked me into riding with him in 2007 while the mountain bike movie Stars and Bars was being filmed. I hadnt ridden a downhill bike before, but got comfortable quickly and several of my whips are in that video. A couple of months later I entered my first downhill race at Fontana, California. I had only ridden a downhill bike a few times, and never raced a mountain bike before. I decided to enter the pro class and got third place (out of 20 pros) in my first race. After that race, I thought about doing it more than just once in a while. MBA: How did motocross and BMX skills prepare you for downhill? AG: The mixture of BMX and moto worked out well. Riding motocross taught me to be aggressive and study line selection. A course like Mont-Sainte-Anne, that most riders categorize as gnarly and fast, seems mellow to me. BMX taught me to be smooth on the bike and taught me basic handling skills.
MBA: Did Cody Warren motivate you to ride at his level? AG: I tend to take everything to the limit. I want to be good at everything I do. With a guy like Cody around, you know what going fast looks like. I think riding with him helped me and opened my eyes to how fast top guys like him can go. If you want to ride with guys like him, you have to step up and go for it. Cody is really supportive of me and is there if I need help with anything. I was lucky to have him around from the beginning. MBA: Youve had a fairytale inaugural season. How did it feel to go from racing local downhill events to World Cups? AG: It was crazy. I had a season plan that I put together with SoCal Yeti team manager Rich Houseman. I was going to ease into it. I did a few races at Fontana and some Colorado Mountain States Cup events and did well. The World Cups were certainly a new experience, and I felt it at the first two I raced. I felt like I belonged at the World Cup finals in Schladming, Austria. Also, it helps when you have teammates like Sam Blenkinsopp and Justin Leov. I can always go fast in practice, but going fast in the race is something totally different. When they tell you youre on pace you tend to believe it! MBA: Is racing something youre enjoying for the moment, or are you working towards making a career out of it? AG: Downhill racing is definitely a career focus. I tried the college thing for a while, but it wasnt for me. I left the motocross thing unfinished, and believe I could have made it there if I was healthy. I belong in some kind of racing, and I have the best support from Yeti. This is the perfect mix of racing for me, meaning my health, enthusiasm, and support. I plan on making it last as long as I can and am working to make it lead to industry opportunities after racing.
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Aaron Gwin
THE BOSS SPEAKS YETIS CHRIS CONROY ON GWIN

I was introduced to Aaron through Rich Houseman. He runs Yetis SoCal regional program scouting for talent to mentor. Rich did a good job bringing in Aaron Gwin and Kevin Aiello to our program. Rich told me this Aaron kid was fast and that we needed to get him on a bike. I trusted him, but its always tough to tell how fast someone is. A rider can look fast in a section or two, but can he string it together for a complete run? We have new team riders ride with our top World Cup guys for their evaluation. I asked our top two riders, Sam Blenkinsopp and Justin Leov, if Aaron could hang top ten at World Cups. They said absolutely. We rely heavily on what our racers say to gauge new talent. One criterion for our riders to advance to the World Cup level is that they have to dominate the National events. Gwin had beaten both our Junior World Champion Sam Blenkinsopp and perennial World Cup podium threat Justin Leov in Mountain States Cup races, so we thought he would compete at the next level. Talking with Aaron, youll notice how incredibly grounded he islaid back, but intense about racing. On a near perfect run he will tell you ten things he couldve done better, where and how he could improve. Whenever a racer can see things so clearly, theyre likely to get better quicker. Aaron is also surrounded by some of the best downhillers in the sport on the Yeti team. Theyre all interested in seeing him succeed. Our team riders want to pull him up to their level, not keep him down. Honestly, Aarons top ten World Cup results werent surprising. The funny thing is that I watched the MontSainte-Anne event online where he got tenth. He was excited about it, but I could tell he secretly wanted to be top five. When he was racing and beating Sam and Justin locally, I knew right then he was at least as fast on a good day as those guys. A top ten World Cup result is no fluke. It was a real deal moment for us, as we realized he could continue to be a top ten threat each race. 118
MBA: What surprised you about world-class level racing? AG: The number of guys who can go fast at the World Cup level was eye-opening. When I raced moto there would be a couple of fast guys at local races, but at the World Cups 20 guys go really fast, and the top 100 are all really good riders. Everyones times are really tight, and Ive learned how little things can make a big difference. A foot dab can lead to a five-second loss, and 25 spots. MBA: What was the reaction of the seasoned racers to your eighth place at the World Cup finals? AG: Everyone was just stoked for me and they were really cool. Sam, Justin and I all want to beat each other, but your results are on you. You want your fastest time, of course, but are happy when a teammate does really well. The 2008 World Cup finals in Schladming were awesome for Yeti. Sam won, Justin got sixth, and I finished eighth. All three of us finishing top ten was a cool experience. All of the other fast dudes showed support and said congrats as well. Its pretty sick to see how for the most part everyone gets along and is willing to help out. MBA: A common trait of elite athletes is the confidence that they will succeed. In the back of your mind did you know youd find success at some form of racing, and it all came together in downhill? AG: When it comes to racing, Ive always felt like I belong at the top. I have my own way that I approach racing. I work really hard and want to keep improving. Im not sure where it comes from; I guess my dads pretty competitive. Having success in BMX at an early age makes me want to transfer that aspect to riding and competing in other sports. I feel once you learn what speed is, you want to keep that level of performance. Im working hard with my trainer these days to be the best I can.
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Roost: Speed cant be taught, and Gwin has it early in his career. He is entering his true rookie World Cup season with a couple of topten finishes from 2008.
Aaron Gwin
MBA: What will be your encore performance in 2009? AG: I will race the full World Cup schedule and the World Championships on the Yeti team with Justin and Sam. Ill definitely race the U.S. National Championship and some Mountain States Cups. My goal is to consistently be in the top ten at World Cups. 2009 will technically still be my rookie year racing the complete circuit.
MBA: How do you stay focused in the presence of your almost immediate success? AG: My first-year success doesnt really get to me. I struggled a lot to make it happen in moto. I had the speed, but it never worked out, because of either bike problems or injury. Something always seemed to hold me back. I dont mind any hype around me now. Im not cocky, but confident in my abilities. In my mind its an about time kind of thing for me. J
AARON GWIN
Nickname: Gwiny Age: 21 Birthday: 12/24/87 Hometown: Morongo Valley, California Height: 5' 11" Weight: 165 Marital status: Single Current home location: Morongo Valley, California Started mountain biking: 2007 Turned pro (year): 2007 Sponsors: Yeti, Monster Energy, Smith optics, Freestyle watches, Houseman racing, Jett, 661, loopd.com, and Dylan Dean designs Riding specialty: Gooners Favorite place to ride: Anywhere new Favorite food: Mexican Jobs held other than bicycle rider: I used to be a motocross mechanic, and before that I worked as a plumber for a little bit. Goals: To always give it 100 percent and be the best I can be. Heroes: God Most embarrassing moment: When I asked the guys at Yeti how to take the rear wheel off while packing my bike for Schladming. If you were not a pro rider you would like to be: A pro motocross rider or some type of sports trainer. Cars owned: 1999 Toyota Tacoma race machine. Something you always take when you travel: My laptop, cell phone, and wallet. Favorite bands: Jimi Hendrix, Wolfmother, and Jack Johnson. Favorite hobbies: Surfing, tennis, moto, snowboarding.
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WOODLAND HILLS
MBA Competition
Winning
T
Focus On
Elite gravity athletes specialize in one discipline
Party on: Dual-threat riders tend to compete in multiple events at stand-alone festival races that are not part of a series. Dual slalom national champ Chris Herndon leads slopestyle star Kyle Strait in the 2008 Crankworx Giant Slalom.
wenty years ago, it was common for mountain bike racers to race a cross-country event on Saturday and compete in the downhill the following day, often on the same bike. Once the sport introduced dual slalom, many downhillers added that discipline to their schedule. Today, at the elite World Cup level, you can count the number of riders who race both downhill and a gated event (dual slalom or 4Cross) on one hand. Even just five to eight years ago, many top World Cup gravity racers often competed in dual slalom (or 4-Cross) as well as downhill. Has each gravity event become so specialized its impractical to be an elite racer in both disciplines? We asked the sports top racers for their input on the subject.
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MICK HANNAH
Mongoose rider Mick Hannah took a break from racing during the 2008 season. Before his hiatus, Mick was a perennial podium threat for dual slalom, downhill and 4Cross racing. He is also one of two riders to ever win both a NORBA dual slalom and downhill in the same weekend (Eric Carter being the other). Mick is back on the World Cup circuit for 2009 and gave us some insight into his racing plans and thoughts on the specialization of gravity racing. This year Ill be focusing on World Cup downhills and will race some 4-Cross events, explains Hannah. It depends on the races scheduling for the weekend. My passion is downhill. I raced BMX growing up and then fell in love with downhill. I like to ride 4-Cross, and Ive done well in qualifying, but I have had trouble getting through the rounds. The World Cup 4-Cross tracks have been really good the past couple of years, but Id still like to see bigger jumps. We [pro riders] can ride a lot bigger courses, but nothing like that has been built yet. In 4-Cross, the crowd needs to look at the
MBA Competition
Winning
racing and be in amazement of the racers bike handling. In regards to riders choosing one event and specializing in it, I believe the level of both downhill and 4-Cross racing is much higher now, and its difficult to be competitive in both events. It goes back to training, too. Downhill training is quite a bit different from 4-Cross; one is like a 100-meter sprint and the other is like training for a mile-long race.
Thoroughbred: Once the UCI made the change from dual slalom to 4-Cross, most elite gravity racers opted to specialize in downhill. Why the drastic drop-off in participation?
STEVE PEAT
Legendary downhiller Steve Peat has won multiple World Cup downhill championships, been a three-time downhill World Championship runner-up, British 4-Cross champion, and an accomplished World Cup dual-slalom racer. We caught up with Steve at the 2010 RockShox Boxxer intro in Alicante, Spain, for his thoughts on the specialization of downhill racing. I stopped racing 4-Cross because the tracks werent really fun anymore. I would race dual slalom if it made a comeback. Its fun, and I feel it takes true bike handling skills. And in 4Cross the tracks need to be longer, because the races are all over after the first turn. Its becoming more specialized in gravity, because not all guys have the time necessary to practice BMX gates while preparing for downhill racing.
Master and student: Australian Jared Graves (left) talks 4-Cross strategy with world champion Brian Lopes. Graves is one of the few top-tier downhillers who also race 4-Cross. Lopes knows the dedication required for an athlete to be competitive at both events.
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Going strong: Brian Lopes has more UCI World Cup career wins than any other mountain biker, including three 4-Cross world championships and one dual slalom world championship. Today, he is still a top contender at unique downhill events, like the Garbanzo endurance and A-Line downhill races in Whistler.
Winning
The king: Legendary World Cup downhill racer Steve Peat is also accomplished at dual slalom and a British 4-Cross National Champion. He would race more 4-Cross events if the courses were more challenging. Photo by Victor Lucas
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Winning
THE DUEL GETS DOUBLED DUAL SLALOM TURNS TO 4-CROSS
The Dual Slalom World Cup was launched in 1998 and involved knockout heats with two riders on the course in each heat. Slalom evolved into 4-Cross (with four riders per heat) in 2002. The guys who race 4-Cross are amazing on their bikes, but sometimes the tracks dont make them look as skilled as they really are. In downhill, the clock doesnt lie, and all of the pressure is on you.
Two-of-a-kind: Mick Hannah and Jared Graves battle at the 2007 Sea Otter Classic dual slalom. Mick and Jared are the rare exceptions at World Cup events, as they often compete in both downhill and 4-Cross.
BRIAN LOPES
Brian Lopes specialized in dual slalom and 4-Cross late in his career, but the four-time World Champion also dominated downhill. A three-time NORBA downhill series champion in the late 1990s, Lopes continues to be the man to beat at world-class downhill events like Crankworx in Whistler, British Columbia. Brian, who is never shy about commenting on the state of mountain bike racing, gives us his two cents on why so many gravity racers are choosing one discipline. There are a few reasons racing has gotten more specialized. Riders are figuring out that if they are going to be competitive at the highest level, it takes intense focus, plus a lot of time and energy. When it comes down to it, putting 130
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energy and training into one event ultimately negatively affects the other. For 2009, I have no intention of racing any World Cup 4Cross events. But, if dual slalom were brought back, I would consider doing a couple of events. A couple of years ago at a World Cup in Slovenia, I sat down with officials and downhillers to discuss what it would take to get more downhill racers racing 4-Cross at the World Cups. There were a lot of downhillers there, and one of the topics that came up was dual slalom. The question was asked, if 4-Cross went back to slalom, would more downhill-specific riders race it? It was interesting, because a lot of riders said theyd consider it. But there wasnt an overwhelming number of riders saying yes theyd definitely race both events if slalom was brought back. Occasionally youll find a guy like Jared Graves, who wasnt the best at either discipline, but worked hard and now hes a top rider in both. If youre a top-ten downhill guy, why would you want to waste time and energy racing 4-Cross? Not to mention the race scheduling and cost. Its so expensive flying bikes. A lot of guys probably dont think its worth packing two bikes, extra tires, and the rest of their gear. There seem to be more and more factors against riders competing in both disciplines at the World Cup level. However, there are popular events like Crankworx that spread out the races over a week. Youll have more guys racing both slalom and downhill there, because the event is stretched out over a week with plenty of time to practice downhill and gated events. J
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AS-R Carbon
el 3.75 Trav me ra 4.2 lb. F
AS-R Alloy (Carbon Rear)

el 3.75 Trav e am 4.8 lb. Fr
(Yetis: in-store sales ONLY, NO mail orders)
366 South Tustin Avenue Orange California 92866 714-288-2012

131
We Offer a 30-Day Price Protection Policy, Plus NOHASSLE RETURNS with NO Restocking FEES!
1.888.880.3403
CALL US TOLL FREE OR ORDER ONLINE AT TO L NE CALL US TOLL FREE OR ORDER ONLINE AT WWW.JENSONUSA.COM
Marzocchi 66 RC-3 08 Fork
Authorized Mail Order Retailer! Inspired by countless runs in Whistlers MTB park and the desire to have a lightweight, long travel single crown fork with 888 performance. FK303A19 msrp $899
40% OFF!
44% OFF
$2195
Titus Racer X Ti Frame 08
sha The shaped 3Al/2.5V titanium main triangle provide provides the ultimate combination of durabili durability and weight savings. FR288B FR288B02 msrp $3895
$499
Marzocchi 66 ATA 08 Fork
the 66 ATA is a highly customizable fork that ts in perfectly on the Freeride or Downhill scenes. FK303A17
Titus Motolite Kit 1 Bike 09

A fun to ride trail bike that offers great performance, thanks in part to its Fox fueled Horst Link Suspension system. Tricked out with Mavic, Nevegals, X.9, Magura Louise & More BI289B05
SIDI Bullet 2 Shoes MSRP $181.99

Sizes 42-47 SH311B07
msrp $1099.99
$2995
$699
40% OFF
36% OFF
$109 99
29% OFF!
37% OFF
54% OFF
$66
Giro Animas Helmet 08
Specically designed for long rides Matte Carbon/Black (S or L) Matte Gold (S) Red, White Flames (S,M,L) Matte Titanium Flames ( S,M,L) HE302A03
$78
Giro E2 Helmet 07
Combines 24 cooling vents with Giros Roc Loc 4 t system and an adjustable visor for the best in comfort and t. Black Carbon(S,M,L) Red/Titanium (S,M,L) Silver/White ( S,M,L) HE402A03 MSRP $130
Sun Ringle Disc-O-Tek XC Wheelset

a lightweight and smooth rolling wheelset that is great for any XC rider. WH295A00
MSRP $105
MSRP $499
$229
$499
54% OFF
Bianchi Via Nirone 7 Frame w/Free Ultegra 08 kit
Bianchis Coast to Coast line has been optimized for long distance racing and riding. The Via Nirone 7 Ultegra/105 features a strong mix of Shimano Ultegra and 105 components. BI298C12 msrp $1649.99
Shimano XT 756/ TA Rhynolite Wheelset

Need an aggressive wheelset? Then look no further this wheelset features Sun Ringles strong Rhyno Lite rims laced to disc hubs with DT Swiss spokes. WH296A00
$1167
Sh RockShox Ario 2.2 Shock! Jamis Parker 1 2008
Incredibly Versatile! Ready for slopestyle, jumping, or all day trail rides. BI290B01
BMC Trailfox 2.0 Frame 07

Enjoy 120mm of travel with BMCs Advanced Pivot System for great pedaling efciency. White/Black 17, 19, 21 FR293H01
MSRP $1095
54% OFF!
$139 msrp $299.99

BMC Trailfox 2.0 Frame 07
26% OFF!
msrp msrp $1350
WTB Dual Duty Shimano Deore Wheelset OE

A strong and versatile wheel that features WTBs popular Dual Duty rim laced to reliable Shimano disc hubs. WH289A05
$765
61% OFF
This could be the long-travel, lighweight XC frame youve been looking for. White/Black 17, 19, 21, 23 FR293H00
$999
GREAT PRICE DROP! Compare at $130
$89
Rockshox Recon 351 U Turn Fork 08 OE
QR, 85-130mm Trav, 185 mm Cut Steerer FK289A01
MSRP $1950
Also Available as FRAME Only for $499.99
FR289B01
51% OFF!
17% OFF!
$279
Jamis Diablo 2.0 Bike 2007
Built for big hits and big air, with a superstrong hydro-formed frame and a double crankset. BI290B00
Schwinn Fastback Sport Bike 2007

The Fastback Sport feature quality components including TruVativ cranks, Shimano shifters, derailleurs and levers, and a Selle San Marco saddle. BI292C00 msrp $679.99
Jamis Dakota Sport Bike 2008

A quick and efcient hardtail XC bike, thanks in part to a short chainstay. BI290A00
msrp $3350
$1649
msrp $1000
$832
50
Race Face Evolve XC-Type Crankset 08

925 g, 6066-T6 Alu CR302A04
$133
26% OFF
Compare at $410!
MSRP $179
$449
34% OFF
Dare to Compare!
Jenson USA offers fast, fair shipping. Always compare item cost + shipping for true comparison
2009 MARZOCCHI FORKS IN STOCK!
FREE HEADSET
GET A FREE CANE CREEK S3 OR TANK HEADSET W/PURCHASE
A $30 Value or More!
with the Lowest Prices Guaranteed!

Marzocchi XC 600 08
Black, 120 mm, TST2 FK303A07
54% OFF!
MSRP $390
$189
52% OFF
Shimano XT M765 Hydro Brake Lever Set
Fits Calipers M800, M765, M756, M555 BL409Z00
Bell Faction Helmet 07

Design inspired by skateboarding. Cool and comfortable! Red, Black or White HE402F01 MSRP $39.99
MSRP $169.99
$79
$1599
60% OFF
Shimano Dura-Ace CS7800 10sp Cassette
173 grams, 10 sp CS706A00
Marzocchi 55 R 08
Black, 140 mm FK303A13
MSRP $399.99
$239
40% OFF
Marzocchi XC600 08 Fork
ATA. 100-140mm FK303A07
77% OFF
11-21T was $207.99 NOW $92 12-21T was $207.99 NOW $135 12-23T was $207.99 NOW $135
MSRP $459
Shimano Saint M801 Rear Derailleur f/135mm Frame
$245
47% OFF
Marzocchi XC 700 ATA 08

White 100-140 mm FK303A06
Shimano LX ST-M585 Levers

Dual-control design (one lever operates brakes and shifters) in a hydraulic specic design. 9sp. SL604B02
$49
33% OFF
Long Cage Top Normal RD311A01
msrp $129.99
MSRP $699
$389
44% OFF
msrp $216.99
$39
99 69% OFF
Jamis Diablo 1.0 Bike 07

A strong freeride/downhill bike that eats up drops, big hits and jumps while still giving you a smooth ride to the bottom of the hill. BI294T00
25% OFF!
$235
Jamis Exile Single Speed Frame 06
A Classic hardtail with a air-hardened Reynolds 631 steel chassis. 13, 15, 17, 19, 21 FR290A00 MSRP $350
MSRP $2300
$1299
44% OFF
Order Online and Delivery to any Jenson USA location is always free! Ontario, California Will-Call Window
Archibald S.Carlos
Bianchi Via Nirone 7 AL/ Carbon Tiagra Bike 08

Features BAT and K-VID technology to help absorb vibration providing you with a comfortable and stable ride that can go the distance. BI298C14
33% OFF
$235
Jamis Exile Single Speed Frame 07
A Strong and stiff air-hardened Reynolds 631 Chromoly Frame. 15, 17, 19, 21 FR289G00
Vineyard
msrp $1199.99
76% OFF
$895
1441 S. Carlos Ave Ontario, California 91751 909.947.2100 Open Mon-Sat
Mission Blvd
64% OFF
Francis
15 60
Corona, California Superstore

Easton EA50 Stem
Forged 2014 aluminum ST295A05
Easton Vice AM Stem 08
MSRP $50
Wardlow Rd
28% OFF!
Manitou R7 MRD 08 Fork

The MRD (Manitou Race Development) represents as good as it gets design for cross-country riders. Features weight-saving tricks like a hollow cold-forged crown and 30mm alloy stanchions. Red, 80mm, Disc Only. FK301A01
2410 Wardlow Rd Suite 109 Corona, California 92880 951.736.0700 NOW OPEN 7 DAYS A WEEK!
Serfas Club Dr
Lincoln
$12
MSRP $50
$18
Get A Free Hypnosis Or Synopsis Dvd With Any 2009 Bell Or Giro Helmet Purchase. Plus Free Shipping!
Auto Center Dr
Perfect for aggressive all-mountain riders. ST402A05
FREE DVD
Research Dr
15
91 15
Bianchi Axis LX/Tiagra Cyclocross Bike 08

A smooth rolling cross bike that features a full Alu 7005 hdyroformed frame with different wall thickness for strength and weight savings. BI298C36
MSRP $699
msrp $1300
$939
57% OFF
$299
Disclaimer* Quantities on some items may be limited - shop early for best selection. Pricing may vary between our magazine ads, catalogs, showroom, retail stores, and website. Currency uctuations, manufacturer price increases, model year changes, and other factors may cause our costs to change. JensonUSA reserves the right to modify our prices at any time without notice. Prices listed do not include shipping. Errors in product descriptions, weights, prices, or photography are unintentional and subject to correction. Customer bears the cost of return shipping for exchanges/returns unless Jenson USA has made a shipping error. Please call for a return authorization number. Jenson USA strives to offer the best prices on every item we sell. We will price match any nationally advertised price - just give us the details at the time of your order. The identical item (size, color, model year) must be in stock at the time your order is placed. This does not include items which are on sale/clearance/blowout. Price match may not be combined with any other offers. * All Shimano logos and brands are the exclusive property of Shimano American Corporation.
SHOWCASE
DRAW ATTENTION TO YOUR AD WITH FOUR-COLOR
SIZE 1-inch 4/C 2-inch 4/C 3-inch 4/C 1/6 Page 4/C
3x $345 $520 $655 $935
6x $330 $495 $625 $895
12x $305 $455 $570 $855
Call or e-mail:
DERRECK BERNARD 661.367.2153 800.767.0345 ex153

DERRECKB@HI-TORQUE.COM
MOUNTAIN BIKE ACTION
161
135
QUICK RELEASES
P
1 2 3 4 5
rotecting your noggin should be your numero uno priority when selecting equipment for your ride, and you should always dress for the inevitable crash. For this edition of Quick Releases, weve rounded up a handful of the sports top brain buckets for you to wrap your head around.
Built for speed: Giros Athlon helmet is geared for cross-country competition, but doesnt sacrice smooth style. The Athlon features 23 wind tunnel vents with internal channeling, the ROC LOC 4 t system, and a removable visor. Olympian Adam Craig will be sporting Giros Athlon helmet in 2009, along with Giro eyewear and gloves. $130, (800) 456-2355. Strategically placed: The rst mountain-specic open-face helmet from Specialized, the Tactic has an integrated visor and the Pro Fit 2 retention system. Specializeds patented 4th Dimension cooling system draws fresh air across a riders head and out the back of the helmet. $65, (408) 779-6229. Bell rung: The Variant helmet from Bell is a go-anywhere, do-everything mountain bike helmet. It features Bells Twin Axis Gear t system and Fusion In-Mold Microshell construction with trail-tuned ventilation. $90, (800) 456-2355. Going back to Kali: Durgana means difcult to control and is also the name of this helmet from Kali Protectives. The Durgana is designed for downhill riding, has an EPS liner, 14-vent Airow system, an antibacterial washable liner, and breakaway visor. $149, (408) 224-3600. Turn it up: If youve never ridden with music, you dont know what youre missing. The Azonic Surround Sound helmet has built-in speakers that dont hamper outside noise. This unique mountain bike helmet has 11 ventilation holes, is compatible with most MP3 and CD players, and is available in either matte black or Army green. $39, (800) 326-6325. 136
www.mbaction.com
3 4 5
6 7
8 9 10
6 7 8 9 10
Women only: The Diva helmet from Louis Garneau is a womens helmet thats available in white, blue and pink, has an ergonomic quick-release buckle, and offers Airdry Fusion ventilation for optimum comfort. $39, (800) 448-1984. Fashion meets function: You wont nd a more stylish full-face helmet in downhill mountain biking than the Troy Lee Designs D2. The D2 Carbon Crow Black has a Hi-Flow ventilation system, TLD color-matched visor, titanium hardware, removable roost guard and one-of-a-kind graphics. $375, (951) 371-5219. Fly high: The SixSixOne Flight 2 Hybrid LTD helmet is a DOT and SNELL approved motocross helmet thats also very popular on the downhill mountain bike scene. It features an adjustable visor, removable and washable lining, and triple front air intakes to keep you cool. $199, (888) 520-4888. Fit for a giant: Not everyone knows that Giant Bicycles makes helmets. The Ares helmet features their CarbonCrown reinforcement ring, Cinch retention system, 22 vents to keep you cool, and is available in white, red, blue, charcoal and pink. $107, (805) 267-4600. Tinsel Town lid: The new line of fullface helmets from THE has killer graphics. The composite Hollywood helmet has 15 vents and a dual EPS liner. The chinstrap has stainless steel D-rings and custom THE rivets. If the Hollywood helmet doesnt suit you, check out their other new looks for 2009. $199, (562) 407-2184.
137
DOWN THE TRAIL
ur April 1999 issue had one of the most spectacular covers in our illustrious history. Ace photographer John Ker captured movie stuntman Eddie Fiola being lowered down an impossibly steep rock face at Stoney Point in Chatsworth, California. We asked John how well he remembered the day. Like it was yesterday, John replied.
I dont know how long it took for Eddie and his guys to set up the shot, remembers John. I showed up, determined the best angles to shoot, and Eddie was ready. It was so scary to see Eddie hanging 50 feet above the rock landing! I just wanted to get the shot done and get Eddie down safely. We removed the cables from the photo that appeared on the cover. I have always wondered if that cover shot inspired Josh Bender to start his career of jumping off cliffs.
138
www.mbaction.com
PHOTO > MARC LANDRY
> FAST, DURABL E, ALL-M > 2.35 OUNTAIN TIRES, 7 BIKES B ROTOR > ADJUS UILT FO S, TRIPL R BACK TABLE 5 E CHAIN COUNTR -6 TRA RINGS A Y TRAIL VEL WIT ND PIGG AND EP H 20MM Y BACK IC ADVE THRU-A AIR SHO NTURE R XLE FOR CKS IDING KS
NORCO FACTORY TEAM RIDER >RYAN LEECH
2009 FLUID LT 1
2009 FLUID LT 2
2009 FLUID LT 3

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WORLDS BEST BOLT-ONS...

YETIS BIG SURPRISE!

YOUR TIRED BIKE CAN RIDE LIKE NEW

FROM $769 TO $7700

MOUNTAIN BIK ACTION O BIKE

2009 TREK BICYCLE CORPORATION

Photo by John Ker

MBA SPECIAL SECTION

40 The Specialized S-Works Stumpjumper FSR Carbon

60 MBAs 2009 Forktionary

90 Riders Who Inspire

64 TURES Tricks And Fork Tips, Secrets

92 The Nine Most Underrated Components

80 The Yeti 303 R-DH

108 The Cannondale F5

68 2009 Fork Buyers Guide

116 Who The Heck Is Aaron Gwinn?

46 Bring New Life To That Old Bike

96 The Lazy Mans Guide To Gaining Speed

76 Worlds Best Bolt-Ons

124 Focus On Winning

86 Inside The Pros Bikes

102 How To Fix A Flat Tire

112 The Garage Files

Photo by John Ker

136 Quick Releases

138 Down The Trail

Photo by Craig Grant

Pictured: 2009 Anthem X0.

2008 Giant Bicycle Inc. All rights reserved.

THE MAC ATTACK

Cold Weather Riding

Troy Lee Speaks Italian

Pivot Demo Tour

You Too Can Own A

Former Downhill Champ!

Winning w 2001 Azo ays: Todd LeDuc in nic advert isement. a

April 2009 / MOUNTAIN BIKE ACTION

The Golden Bike Series

April 2009 / MOUNTAIN BIKE ACTION

The good fight. cannondale.com

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April 2009 / MOUNTAIN BIKE ACTION

The Ferrari F430 Of Trailbikes

The Specialized S-Works Stumpjumper FSR Carbon

April 2009 / MOUNTAIN BIKE ACTION

Bring New Life To That

April 2009 / MOUNTAIN BIKE ACTION

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WHY CHANGE SOMETHING SO GOOD?

April 2009 / MOUNTAIN BIKE ACTION

MBA Fork Special

Damping clickers: An external dial used to adjust the damping force.

MBA Fork Special

Fork travel (stroke)

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