2012 Fox 32 Float 29 Features

• Factory Series includes stanchions with Kashima Coat
• Air spring
• Adjustable rebound, compression and lockout threshold
• 15QR axle for stiffness (standard 9mm available)
• FIT Damper to keep air/oil separatedFor 2012
• Tapered aluminum steerer (standard 1 1/8 available)
• 100mm travel
• Weight: 3.92 lbs (approx.)
• MSRP: $810

Fox 32 Float 29 100mm Fork Review

Over the past few years, the amount of travel I’ve become accustomed to has decreased significantly from 150mm down to 100mm. During that evolution, I’ve become a 29er aficionado and honestly can’t see myself riding anything other than 29ers at this point. The benefits of big wheels far outweigh some of the misperceptions that are out there or poor designs of yesteryear. With that reduction in travel and increase in wheel size, I’ve been psyched to test out the latest technology in 29er suspension forks.

With the riding season lingering on this Fall, I’ve been able to get out on borrowed time — with just enough miles to comfortably deliver the verdict on the 2012 Fox 32 Float 29 fork. Mated to my Niner Jet 9, the Factory Float 29  has been the perfect match and has provided a noticeable improvement in smoothness over the standard 32 Float 29 and the RockShox SID XX that it has replaced (and both of those are great forks).

When reading up on the hype, you might ask yourself: “Does Kashima Coat really make a difference?” Before I answer that, keep in mind that each year’s fork is always the result of a myriad of incremental improvements, but with the best side-by-side comparison I could perform, I would without question say that yes, Kashima makes a difference. The combination of improved valving and performance along with Kashima Coat makes this fork feel as if it was blessed by the “Smoothness Fairy.” If you still don’t get it, let me use fewer words: Kashima Coat will blow you away.

As with any top-of-the-line fork these days, the options read more like the a-la-carte menu. The Float 29 Factory series 100mm fork is available in either standard and 15 QR axles, standard or tapered steerer and either FIT or Terralogic styles. Luckily, every one of those options comes with buttery-smooth Kashima Coat.

After a quick install, I was anxious to head out on the trails. Luckily, the riding season has continued well into December and I’ve been able to keep riding. While I’ve finally been able to get enough trail time on the fork before posting my thoughts, honestly, this fork had me at first squish. There’s something special about this fork and all it took was a few hundred feet of singletrack to prove that point.

The ride quality of the Float 29 can best be described as smooth and damp without feeling dead. The valving combined with Kashima makes for the smoothest-riding 100mm fork I’ve ever ridden. Honestly, this fork exhibits the best small bump absorption I’ve felt in a long time and even comparable to forks with longer travel. It seems to me that the Kashima Coat can be better felt in shorter travel forks. I believe the added smoothness throughout a shorter-travel design just makes every millimeter count that much more.

Not only does this fork absorb small bumps like a champ, it ramps up really well to absorb bigger hits. Yes, it’s only 100mm, so it’s not bottomless or plush like a 160mm Fox 36, but it is very plush in its XC-centric sphere. I’d definitely call it best-in-class, without question. At the end of long, hand-numbing descents, fatigue was considerably less than with the other 100mm forks tested.

The 15QR chassis is now a well-adopted standard that works great for 29ers. With that extra axle-to-crown height, it only makes sense to step up to a thru-axle design. You can never have too much lateral stiffness, I say and this fork is invisible in that regard… never once did I feel like it was getting away from me or mis-tracking when pushed. It’s stiff as you’d expect, which inspires confidence and allows you to focus on the ride.

Each rider will have to fine-tune the myriad of settings to their weight and riding style. For my 175 lb. frame, I found that setting the air spring at 75psi gave it the right balance between efficiency and shock absorption. I also preferred the rebound setting at 6 clicks in from the slowest setting. I did play around with the lockout threshold a little, but never felt a real need to use it.

Good Float 29

• Kashima Coat is the real deal
• Feels as if the Smoothness Fairy waved her magic wand
• The right balance of trail dampening with trail feel
• Best-in-class small bump absorption
• Ramps up well on larger hits
• 15QR is perfect for this application

Bad Float 29

• Not the lightest in its class
• Though I love the 15QR, you may need a new rack

Bottom Line: Fox 32 Float 29 100mm Fork

The gold-colored Kashima stanchions will mesmerize you with their golden good looks and amazing smoothness. In a crowd of regular stanchions, you’ll be glad to have Mr Kashima aboard as its performance is astounding.  What’s more astounding is just how much it can be felt in a 100mm fork. The Float 29 is a superb choice for a smooth-riding and efficient trail performer for XC efficiency or all-mountain fun.

Buy Now: Visit HuckNRoll.com

Niner Jet 9 Al Features:

• Race-ready 29er full suspension, updated for 2010
• 3″ of CVA™ suspension
• Custom valved standard Fox RP23 shock
• Compatible with 80-100mm forks
• Tapered headtube
• Hydroformed tube construction
• Custom forging throughout
• Colors: Black Anodized, Tang, Raw (tested)
• MSRP: $1849

Niner Jet 9 Al Bike Review

Not too long ago, I rode the original Jet 9 and loved it, but in 2010, Niner completely re-designed the Jet 9 Al and greatly improved its performance and design. The current aluminum Jet 9 sports hydroformed tubes, a tapered head tube and their now-patented CVA Suspension design.

While we are all understandably enthralled with the recent introduction of the Jet 9 RDO, the regular Jet 9 Al still has plenty of life in it and stands out as one of the easiest-to-own full-suspension 29er bikes on the market today. Dressed in SRAM X7, the Jet 9 Al can be had for right around $3k — very refreshing in today’s market. So, yes, without a doubt, the Jet 9 Al still has plenty of lawn to mow and will continue in Niner’s lineup for 2012 and beyond.

For my test bike, I opted for the raw color as I amassed my custom build kit that included a full SRAM X0 drivetrain, Easton EA70 XC wheels, Truvativ and Easton cockpits, Specialized Henge saddle and three different forks: RockShox SID RLT 29, Fox F29 and  Fox 32 Float 29 Kashima. With 80mm of rear travel and 100 up front, the Jet 9 is built for speed and efficiency, but don’t overlook its trailbike manners.

The entire package is definitely not featherlight at 28 lbs., but in real-world terms it’s responsive, fast and fun. My tire selection (Specialized The Captain 2.2) wouldn’t be approved by XC racers, but they balanced the racy-ness with extra traction that only 2.2 tires can provide. Lighter tires and wheels could make the Jet even faster, no doubt (maybe I’ll have time for that in the Spring).

Onto the ride quality. I mentioned that the Jet 9 can feel like a capable trailbike and I can say that it does help soothe the departure of my RIP 9 just a bit. What I love about all Niner’s is their trail manners. Without question, the Jet 9 can be pushed as hard as your legs and lungs can go, but it does so without making the bike feel twitchy at speed. I thoroughly enjoy pushing the Jet 9 hard on my local loops and find it to be a hoot to ride.

Stepping on the gas, the Jet responds. On extended climbs, the Jet continues to track straight and true with excellent traction in all conditions. In technical sections where standing may be necessary, you don’t just blow through the travel and waste your energy — this bike simply steps up to the plate with extra traction and stiffness to take all you can dish. The CVA Suspension is efficient and smooth without kickback or feedback at any time. Honestly, I’ve found little use for the ProPedal lever on the Fox RP23 as I preferred how it pedaled uphill in full squish mode — even on extended climbs.

When the terrain points downward, the Jet 9 rewards you with confident handling. I absolutely love descending on the Jet 9, but I do admittedly miss the extra travel that my RIP 9 provided. As you would expect, the Jet 9 soaks up as much as it can, but in rocky, technical terrain, you do get bounced around. This is as you’d expect and definitely not a jab at the Jet… just pointing to its intended use as an XC marathon bike.

One of my favorite downhill rides is Ghost Falls trail in Draper, Utah’s Corner Canyon. This trail features swooping, banked corners and twisty-turny singletrack that dances around maple trees with rollers galore. I can push the Jet 9 very hard, catch air and angulate in the corners like bikes with more of a downhill pedigree.

While the Jet 9 Al is a race-worthy XC steed, I’ve continued to be blown away by just how capable this bike really is. With the RockShox SID, the Jet feels very racy, but with the Fox 32 Float 29, I got extra-smooth dampening and efficiency at a mere 100 gram weight penalty — well worth it. Select the fork to match your riding style and go for it. I prefer the Fox — primarily due to the super-slippery Kashima (definitely worth it, in my opinion).

If you look at the various configurations I’ve had with my Jet (3 different forks, 2 different cockpits, 2 different rear shocks), let me share some thoughts about riser bars, flat bars, etc. My favorite bars on this bike have been the Truvativ Noir T30 flat bars with an inverted Truvativ AKA 70mm stem. The low-rise Easton EC70′s were also great on this bike, but the Truvativ’s were wider and well, flatter (hence lower).

Over the past few weeks, I’ve still been able to ride regularly and have honestly felt more and more connected to the Jet 9 than I have with any other bike this year. Niner knows how to build 29ers that are fun to ride and will take your riding to the next level. While I may still miss the extra travel, I’ve not lost one ounce of trail enjoyment by dropping down from my RIP 9.

Good Jet 9 Al

• Fun and playful on the trail
• Niner just “gets it” when it comes to 29er geometry
• Amazingly-responsive when pushed hard in the corners
• Pedals forward with CVA efficiency
• Suspension design really makes 80mm feel like more
• I continue to achieve personal bests on TT climbs
• Front-end tracks straight and true on steep climbs
• You can dress it like a trailbike, or pimp it like an XC racer

Bad Jet 9 Al

• 68mm BB shell requires shims
• Heavy on paper (goes away on the trail)
• No RP23 Kashima option (NOTE: I did recently obtain a RP23 Kashima for testing with this bike, but you’ll have to go Jet 9 RDO to get some of that action. Don’t even try to ask them as this is not an option on this bike from Niner — sorry.)

Bottom Line: Niner Jet 9 Al

When I parted ways with my RIP 9, I was wondering just how much I would miss it. Honestly, I do still miss my RIP, but the Jet 9 soothes the loss with lightning-quick responsiveness, lateral stiffness and outright efficient all-mountain prowess. Add a dose of Kashima up front and you’ll be soaking up rough terrain and flying around corners with laser-guided accuracy.

More Info: Visit NinerBikes.com

I just got the official release on the new SB95 and let me just say that the market for 29er trailbikes just got a little more crowded. The SB95 looks great on paper at 127mm of Switch travel with the ability to run either a 120 or 140mm fork. It’s got all the typical bells-and-whistles to boot: tapered head tube, Yeti Chip System, internally-routed rear derailleur cable through the seatstay, chain guide and the Fox RP23 Kashima for good measure.

Looking over the specs, the only downside is weight. At 7.5 lbs, it’s at least a pound heaver than the venerable Niner RIP9 and maybe even 3 lbs heavier than the Ibis Ripley. Granted the Ripley is carbon, but 7.5 lbs is a lot of foundational weight that can’t be reduced. That said, my favorite 29ers all weigh more than their 26er counterparts and once on the trail, you’d never know the wiser.

With no official photos yet available, Singletrack Magazine was kind enough to grant me permission to use their photography from Eurobike. Thanks!

Here’s Yeti’s official info on the SB95:

Born from a desire to make a pure 29er 5″ travel trail bike that rails turns and maintains the agility of it’s 26-inch counterpart, the SB95 is a true head-turner. Utilizing the same Switch Technology found on the SB-66 to create a head-scratching combination of crisp pedaling and efficient bump absorption, the SB-95 also solves most of the problems inherent in other 29er full suspension designs . . . namely, long chain stays, poor tire clearance, and tall top tubes.

The Switch’s design and unique wheel path allows for shorter chain stays and loads of tire clearance. Similarly, the compact assembly of the Switch mechanism permits a lowslung top tube and stand over clearance that would put a smile on Danny DeVito’s face.

And the beauty of the SB95 is that all the positive attributes of a 29er are perfectly maintained, even amplified. You’ll carry speed over potholes, hold your momentum through the rough stuff, and maintain traction on loose terrain. It feels like a 3″bike going uphill and a 6″bike coming back down.

Designed with a murderer’s row of standard features (inset tapered headtube, thru-axle compatibility, cable stays for a dropper seat post, oversized pivots and fully sealed bearings), the SB95 won’t leave you wanting for upgrades.

Yeti SB95 Specs

• Travel: 5″ / 127mm
• Weight: 7.5 lbs
• Sizes: S, M, L, XL
• Colors: White/Turquoise
• Rear Shock: Fox RP23 Kashima
• Bottom Bracket: 73mm Shell
• Rear Axle: 135mm QR or 12x142mm thru
• Front Derailleur: Direct Mount
• Seatpost: 30.9mm
• Head Angle: 69.6 deg w/120mm fork
• Frame MSRP: $2250
• Available April 2012

Other Features

• Custom butted hydro-formed aluminum nain frame and swingarm
• Tapered inset head tube
• Oversized pivots with Enduro Max angular contact bearings
• Oversized, fully-sealed eccentric Switch Technology suspension
• Seatpost dropper guides
• Custom elastomer chain slap guards
• Suspension provides efficient climbing, crisp pedaling and midstroke firmness

More Info: Visit Yeticycles.com

Just over a month ago, while talking with the Easton folks, they gave me the lowdown on the process for building carbon wheels. Lets just say that the price of these hoops is due to the lengthy carbon layup process that is done by hand. Making aluminum wheels is a process of extrusion and bending, but carbon is a different ballgame. $2200 seems to be the going price for carbon 29er wheels with the one anomaly being the Roval Trail SL 29 at $1700 (if you can find a pair).

Back to the new Cobalt 11 29ers, here are a few feature highlights:

• Weight: 1550 grams is respectable, but the Easton EC90 XC and Roval Trail SL’s are lighter
• Price: $2200 is right in the middle of what others are charging
• Color: The black/gold color scheme is nice and much less flashy than other CrankBrothers models
• Axle Configurations: 9mm or 15 qr up front and standard 135 or 142 spacing in the rear (great flexibility)

Without seeing the Ripley in person, I’m having a hard time seeing the pivot points in my mind, but I’m not doubting that the DW-Link goodness will shine through on this full-carbon 29er trailbike. With 120mm of travel, it’s just above the 100mm mark found on most XC-race 29ers, but is right about the sweet spot, in my opinion for a 29er trailbike.

Sporting a tapered head-tube, the Ripley has actually been built to handle up to 140mm forks. And, with Fox’s new 34 FLOAT and TALAS 29 forks hitting bike shops now, the Ripley will likely be clad with them as perfect matches to the Kashima-coated Fox RP23 rear shock. A 140 front 120 rear 29er is definitely less common than a 100/100 or 120/120, but are 29er riders ready for all that squish to go with their big wheels? 2012 will be a great year to find out.

Ibis Ripley 29er Specs:

• 29″ wheels (news flash)
• 120mm rear wheel dw-link travel
• Twin angular contact composite bearing eccentric linkages
• Full carbon fiber monocoque with sacrifical core molding
• Tapered head tube (Cane Creek AngleSet & Chris King InSet compatible)
• Kashima coated Fox Float RP23 with Adaptive Logic Boost Valve technology
• Clean cable routing with molded carbon cable stops and provisions for cable-actuated adjustable seat posts
• BB92/Press GXP style integrated BB is lighter and stiffer and better for molding
• 142mm Maxle rear axle provides high axle stiffness with QR ease of wheel removal and installation
• 160mm carbon fiber post mount rear brake mounts
• High direct front derailleur, mounted to swingarm
• Geometry designed to work with 120-140mm forks
• 34mm fork stanchion approved
• 4 Sizes (S, M, L, XL)
• Head angle – 71° with a 120mm fork / 69.5° with a 140mm fork
• 17.5″ chainstays
• Weight: TBD
• Price: TBD but in line with our other frames
• Delivery TBD, but not in 2011

The highlights include stronger, lighter frames that feature new hydroformed tubing, no mor Scandium for the Air 9 (Niner opted for 6000-series aluminum instead), BB30 bottom-backet on the Air 9, tapered head tubes and more. Here’s the details from Niner.

New Niner AIR 9: Lighter and Stronger

Niner riders have long loved the simplicity of an alloy hardtail with great ride quality. For those riders, we are excited to announce updated Air 9 and E.M.D. 9 frames, available immediately.

NEW FRAME MATERIAL:

For the updated Air 9, we have selected a newly available aluminum alloy from the 6000 series family. For those who are scandium loyalists, this may require a change in mindset, but the advantages of our selection are clear. For many years, the lightest alloy racing frames came with round tubes such as scandium. While a historically important material, scandium is not compliant with newly available hydroforming and production methods. When looking to produce advanced designs with a carefully tuned ride-feel, we have to look for better raw material options.

• Our new alloy tubing produces a stronger Air 9 frame than the previous material. In testing, the new Air 9 is stiffer than previous round-tube models.
• This new material allows us to double, triple or even quad butt the tubing where we see fit, giving us a light but compliant frame. Those of you riding the original Air 9 will be pleased with the great ride quality.
• Our new alloy tubing loves to be shaped, giving us significant design freedom. We are now able to tune our alloy frame as carefully as we do our carbon frames, adding strength where needed and improving ride feel via tube-shaping methods. These methods complement our award-winning geometry to create an advanced alloy hardtail for racing applications.
• Our new alloy tubing is anodizing friendly. While not recommended for the previous material, the new Air 9 can be anodized, allowing folks to get a rugged and extra-light finish in a stealthy black, with low profile logos.
• The new Air 9 will win more races. The net effect of a lighter, stronger and stiffer frame with better ride feel is a faster bike.

TAPERED HEADTUBE:

The benefits of a tapered headtube aren’t just for riders of long travel bikes. XC racers and riders also see significant advantages, which is why we have incorporated the technology into the new Air 9.

• By allowing for the use of the newest generation of tapered steerer suspension forks, we create the stiffest front end possible – leading to increased steering precision as you carve a corner and descend toward the finish line.
• The change in headtube standards also allows us to incorporate an integrated headset – giving you the same stack height as our original Air 9, but with a significant increase in torsional stiffness.

HYDROFORMED TUBING THROUGHOUT:

Riders will notice significant changes to the look of the new Air 9, due to hydroformed tubing throughout the design. However the effect of this upgrade goes much further than appearance.

Hydroforming allows us to shape the tubes and optimize strength and stiffness in key areas, giving us the ability to create beautifully tuned frames with the precise ride characteristics we seek for every application. In testing, this frame puts up stiffness numbers much higher than the original, with no weight penalty. We utilize hydroforming in the toptube, downtube, headtube, chainstays and seatstays.

• Because of the larger welding area created by the new tapered headtube, we are able to include a new, massive, hydroformed downtube as well as a significantly larger diameter toptube, contributing to a much stronger frame.
• The shape of a tube is as important now as the material it is made from. Shaping has a huge effect on the way stress is distributed across and around a tube. Controlling the stress distribution enables us to use less material while maintaining, or even increasing, the frame strength.
• Shaped tubing is found in many frames. It is important to be aware that how a tube is shaped can change the quality of the results. The least expensive method for shaping a tube is via mechanical forming. In this process, tube shapes are achieved by manipulating a straight gauge tube using mandrils, dies and, tube bending equipment. This approach has limits, particularly when it comes to tube bends and tube butting (wall thickness). To contrast, Niner uses a multi-stage hydroforming process – a straight gauge tube is butted and mechanically formed in preparation for the hydroforming process. Once the initial tube geometry is achieved, the tube is fully enclosed in a die, then pressurized with hydraulic fluid. This causes the aluminum to expand, obtaining the shape of the die. This process allows better control of wall thickness and more flexibility in cross sectional shaping over mechanical forming (www.ninerbikes.com/hydroform).
• Chainstays, seat tube and seatstays also benefit from hydroforming, via controlled wall thicknesses for increased butting profiles . This translates to a rear triangle that is tuned for stiffness, strength and vertical compliance – in other words, ideal ride feel.

PRESS FIT 30 BB:

The new Air 9 now uses the PRESS FIT 30 standard, allowing for further weight reduction. Shimano-style cranksets are compatible, via PF30 adaptors.

REAL WORLD WEIGHT SAVINGS:

Finally, the question everyone asks – is it lighter than the old version? Yes. The frames are about 70g lighter than the original, with even more weight savings when considering the new component options:

• Old Air 9 + external headset + GXP BB = 1773g
• New Air (anodized) + integrated headset + PF30 BB = 1661g

So yes, you will save weight, in addition to increasing power output and efficiency, an all-around win.

The New Niner E.M.D. 9

The E.M.D. 9 is also redesigned, integrating custom hydroformed tubing and a tapered headtube, as worthy brother to the Air 9. Upgrades include a new tapered headtube, hydroformed downtube and significantly larger diameter toptube, contributing to a much stronger frame.

These upgrades also allow for the use of tapered steerer suspension forks and internal zero stack headsets, for the stiffest front end possible (with the same stack height as our original E.M.D. 9 model).

The EMD 9 still features a standard bottom bracket, making this a friendly frame option for riders upgrading from a pre-existing bike.

The E.M.D. 9 sees an update to looks as well, with the new aesthetics reflecting the flagship bikes in the Niner lineup, and now including a Black Anodized option for those seeking the lightest, most rugged finish.

Frame finish details remain top-notch on the E.M.D. 9 – stainless steel Niner headbadge, reamed and faced headtube and bottom bracket, chased BB threads and faced disc brake mount tabs.

More Info: Visit NinerBikes.com

Easton EA70 XC 29er Wheelset Features:

• 100% handbuilt
• Available in white (tested) or black
• 20mm internal rim width
• Straight-pull, straight-gauge black spokes (24 in 3x pattern)
• Compatible with 6-bolt disc rotors
• Available 9mm QR or 15mm thru-axle (tested)
• Weight: 1950 grams (pair)
• MSRP: $560 (wheelset)

Easton EA70 XC 29er Wheelset Review

We’ve come a long way when it comes to 29er wheelsets. Just a few years ago, the options were minimal and axle choices were sparse. Now, you can get 29er wheelsets in all kinds of configurations for any fork or rear dropout style on the market. And, for those with deep pockets, you can even go carbon (someday… someday). For the majority of us, we want a reliable, cost-effective set of hoops that will minimize fuss and maximize fun. That’s been the mantra of Easton’s EA70 franchise for as long as I can recall and the EA70 XC 29er wheelsets keep that vibe rolling.

I’ve been able to ride the EA70 XC’s on the Yeti Big Top 29er and have just now mounted them to a new Niner Jet 9 Al — confident that they will deliver. My experience thus far has been very positive.

For starters, the EA70′s are journeyman wheelsets for the XC and trailbike crowd. These wheels can take abuse and not flinch, but they do have their limits (which my age and riding style precludes me from doing). My ability to put the hurt on a set of wheels went away with my 7-inch travel freeride bikes back in the day. But, the EA70 XC’s aren’t made for hard-core stuff, rather they are built to tackle the terrain you and I obsess over every day. I’m talking about technical climbs, fast and flowy descents, rock drops, epic all-day adventures… you know, that kind of stuff.

The most impressive thing about the EA70′s is the overall value. At 1950 grams per pair, they aren’t the lightest wheels on the market, but once you get on the trail, you won’t mind the extra grams. I’ve been rolling with some meaty Specialized Purgatory 2.2′s without a hitch. I have no need to run UST, but I suppose I could go the Stan’s route if I really wanted to. As it is, I gladly opted for the tubed route and had no issues.

My configuration is the white rims with 15mm front hub and standard 135mm rear spacing. The front hub is not really interchangeable. Well… it is, but it takes an Easton tech to swap between axle sizes (probably the biggest downer of these wheels). I typically have a variety of forks throughout the year, so that causes issues for me, but for most people, you just choose one and go for it. In my mind, 15qr is the way to go — especially with RockShox now producing the SID and Reba with that standard.

The best way to describe these wheels is to call them invisible. We all know a poorly-built pair of wheels when we ride them. Cornering feels uncertain, acceleration is delayed and truing becomes a nightly activity. With the EA70 XC’s, I just rode. I rode uphill (a lot) and I rode them downhill on rough, rocky terrain and they remain as true as the law of gravity.

The hubs aren’t anything flashy, but the engagement has been solid and predictable. Available in standard 6-bolt pattern only, these hubs do look a little wimpy, but have performed admirably. The rear quick release has smooth action. As you spend more, you do get higher-quality and lighter hubs with smoother bearings, etc. These worked well, but I have ridden smoother-running hubs, however they have been twice the price. So, in reality, it’s a non-issue.

I’ve yet to push these wheels past their limits and I’m not sure I realistically could. They track well, accelerate well and have been quiet partners on miles of singletrack.

Good EA70 XC 29er Wheels:

• Possibly the best value in wheels at this price
• Wide enough to handle 2.2′s with ease
• Durable white finish
• No acceleration lag
• Engagement was solid, predictable
• Lateral stiffness was superb

Bad EA70 XC 29er Wheels:

• Wish they were a tad lighter
• Brass nipples (again a weight issue)
• Inability to swap front axle type

Bottom Line: Easton EA70 XC 29er Wheels

The EA70 XC 29er wheelsets are a no-brainer. You can’t go wrong with their utility and you won’t have to fuss over them nightly. You’ll definitely agree that they are essentially invisible — thus allowing you to enjoy the ride and not think about how crappy your wheels corner when pushed hard. The EA70′s definitely hit the mark.

Buy Now: Visit EastonCycling.com

Yeti Big Top 29er Features:

• 7005 series aluminum front triangle
• High modulus carbon fiber rear triangle
• Removable ISCG mount (not tested)
• Direct-mount front derailleur
• Adjustable single-speed dropout
• Tapered head tube
• 135 or 142mm rear axle option
• Frame Weight: 4.0 lbs
• Sizes: Medium (tested), Large, XL
• MSRP: $1100 (frame), $1800 (frame/fork), $2750 (enduro complete kit, other kits are available)

Yeti Big Top 29er Review

I’ve been swapping parts all over the place this Summer and I’ve now found a great home for my SRAM X0 2×10 kit. Before I dive into some of the great details of this bike, I wanted to set the table a bit. I’ve not ridden many hardtails in years. Last year, I rode the Specialized Stumpjumper Expert Carbon 29 and loved it, but was glad to slip back onto my Niner RIP 9 for trail riding duty.

This year, I’ve hopped onto the Yeti Big Top 29er after riding several full-suspension 29ers and I’ll say this… the Big Top is one fine trail slayer. As I spoke with my friends at Yeti, the Big Top was described to me as a “hard-tail 575.” While I wouldn’t say it’s as plush as a 575, it’s definitely equally-capable and fun, so lets dive in a bit.

I chose to outfit the Big Top with a full SRAM X0 2×10 drivetrain, which has been superb in every way. For wheels, I installed the Easton EA70 XC wheels and mated them to Specialized Purgatory 2.2 tires. My cockpit is Truvativ with a Specialized Henge saddle. The entire package tips the scales at 25.8 lbs. and gives the Big Top a solid and capable feel — not ultralight, but just about right.

As a friend of mine looked over the complete bike, he admired the classic Yeti quality from the headbadge onto the trademark curved dropouts. This bike definitely fits into the Yeti family and stands out from the other 29er hardtails on the market.

My first break-in rides on the Big Top were essential — not for the bike, but for me. Getting back aboard a hardtail is always good for your riding skills, but it always takes a few rides to feel completely dialed-in. Oftentimes we get spoiled riding a full-suspension and forget our roots. One through that break-in period, this bike has been a ton of fun.

Since the Big Top is trail-tuned, climbing on it is not quite as lightning-fast as other hardtail 29ers. Don’t get me wrong, the Big Top ascends admirably and quickly, but it’s not quite the rocket like other lightweight 29ers will be. Still, seated climbs were always rewarded with ample traction and quick acceleration. Over rocky, loose terrain, the Big Top would hook up well — much of that is due to the meaty Specialized Purgatory 2.2′s, but much of that can be attributed to the bike itself. Standing climbs, when necessary, were good, but traction can suffer rather quickly in the wrong terrain out of the saddle.

In tight, twisty singletrack, the Big Top did have a slight tendency to make turns feel less fluid. Low and medium-speed turns in ultra-tight trees weren’t bad by any means, but were just a tad less fluid than I’d like them to be. Some of this could be due to the ultra-wide Truvativ NOIR 10S bars. Tracking was smoothest with a 100mm fork (versus 120mm). Again, not anything to be concerned about, but it was worth noting.

With its trail-tuned geometry, the Big Top rewards you in spades on the way down. Fast, flowing singletrack becomes an absolute dream as you lay it out and push the bike harder and harder. Pumping through rollers and banked turns are all super-fun on this bike. You do have to pick your lines, but the carbon rear triangle certainly does reduce trail chatter while also making it feel snappier.

Off drops, rocks and jumps, the Big Top remains composed and comfortable. I really had a great time descending on this bike on a variety of trails. As mentioned above, my hardtail break-in period included me finding the sweet-spot on descents. Instead of standing straight up, I found that moving my body back on descents allowed my legs to act as better shock absorbers, thus increasing downhill comfort and improving my overall trail feel. One you find that sweet spot, you’ll be amazed how capable a 29er hardtail can be.

NOTE: I tried riding the Big Top with both 120mm and 100mm forks and I actually preferred the 100mm Fox F29 RLC as it gave the bike a more nimble feel overall.

Good Big Top

• One of the few true trail-friendly 29er hardtails
• Signature Yeti construction and details
• Carves up flowy singletrack
• You can really lay into this bike and it rewards you
• Erases small trail chatter
• Flexible build-kit options

Bad Big Top

• Tight, twisty singletrack can feel less fluid than I’d like
• Standover clearance is tight
• A zero-stack headset would be sweet to reduce front-end height
• No size small

Bottom Line: Yeti Big Top 29er

I can honestly say that the Yeti Big Top has been one of the most fun bikes I’ve ridden all Summer. I like how it feels trail-tuned… poised and comfortable instead of racy and twitchy. Yeti has done a good job cutting their teeth on this one… it’s not 100% perfect (what bike is?), but it sure is a hoot to ride.

Buy Now: Visit JensonUSA.com

2012 Truvativ NOIR T30 10S Flat Bar Features:

• Unidirectional carbon fiber SL
• Weight: 180 grams
• Width: 700mm
• Backsweep: 10 deg
• Clamp Diameter: 31.8mm
• MSRP: $136

2012 Truvativ NOIR T30 10S Flat Bar Review

Flat bars are all the rage on 29ers. With the extra height provided by the bigger hoops, it’s often a good idea to stick with a flat bar instead of a low riser. It all depends on the stack height stem rise, etc., but it’s safe to say most 29ers sport flat bars. Traditionally, flat bars are narrow and don’t have enough backsweep for comfort. Well, not anymore with the 2012 Truvativ NOIR T30 10S bars.

I’ve been riding the T30′s on my Yeti Big Top and have found the perfect match with an inverted (for 5 deg negative rise) Truvativ AKA 70mm stem on that bike. Keeping the front-end as low as possible, the negative rise stem and the super-wide T30 offers a great feel.

As mentioned earlier, most flat bars tend to be narrow. In fact, some are super-scary-narrow, in my opinion, at sub-600mm. I typically like a 680+ wide bar, so the T30′s are a tad wider than “usual.” What does that mean? Well, it really provides added stability on sketchy descents and more controlled cornering. I feel more confident and smooth and have much more real estate to move around on long climbs.

With all that backsweep, I found that I could rotate the bars so that they had a bit of upsweep instead of all that backsweep. For me, this was perfect (see above photo), but with all that width and backsweep, you can easily dial in the angle of attack to your liking.

As with all carbon fiber bars, you get a smoother ride than with their aluminum counterparts, but not all carbon is created equal. In my ride time, the T30′s are nice, but there are better carbon bars on the market as far as chatter absorption. These are good, but not quite the pinnacle in that department — their only real flaw.

Good NOIR T30 10S

• Confidence-inspiring 700mm width
• Excellent match for 29er trailbikes
• 10 deg backsweep adds to comfort
• Flat bars keep the front end down on 29ers
• Burly trailbike construction
• Super-grippy clamp area

Bad NOIR T30 10S

• Not the lightest carbon fiber bars in this class
• Trail chatter is reduced, but not best-in-class

Bottom Line: 2012 Truvativ NOIR T30 10S Flat Bars

I’m really stoked to see more width coming into the flat bar market… that’s one of the reasons why I’ve been running low risers on my 29ers. Now, with the new Truvativ NOIR T30 10S, I can have that width and comfort in a flat bar.

Buy Now: Visit JensonUSA to Find the T30 Bars

Scott Spark 29 RC Features:

• Frame: Spark 29 carbon, HMX-Net fibers
• Fork: Rock Shox SID 29 RLT3, DNA3 custom damper, 100mm
• Shock: Scott Nude2 , lockout-70-100mm
• Group set: SRAM XX
• Brakes: Avid XX World Cup carbon disc
• Parts: Ritchey WCS carbon
• Wheels: DT Swiss XR-RS29

2012 Scott Spark 29 RC Review

Scott has done a great job with their 29er hardtails, so it’s natural that the market has been anticipating their first full-suspension 29ers for quite some time. Well, for 2012, Scott introduces the Spark 29 in both aluminum and carbon versions. I hit the trails on the flagship Spark 29 RC complete with its SRAM XX drivetrain, Scott Nude2 shock (DT Swiss) and Rockshox SID 29 RLT3 fork. The lift test in the booth resulted in a “holy crap, this is light!” response from me. I couldn’t get a definitive answer, but I’m guessing sub 25 lbs for sure.

One of the greatest advancements with this bike is that it doesn’t have the Scott Equalizer shock. While the Equalizer does work well, it’s somewhat challenging to set up. Instead of an Equalizer shock, Scott has worked with DT Swiss to deliver an all-new Nude2 shock that sports a single valve for easy setup.

Off I went to explore some singletrack, but first I goofed around a bit on the pavement to see how maneuverable this bike would be. Steering is sharp and precise and handling is ultra-responsive.

Hitting the dirt, the Spark 29 RC felt smooth and fast on the climb. I played around with Scott’s awesome Twinloc system to see how the bike handled. Mounted on the left side of the bars, this system allows you to drop the travel to 70mm in the rear and change the dampening on-the-fly or lock out the front and rear completely. I’m a fan of the Twinloc for extended pavement or fire road climbs, but honestly, I left it wide open for most of the climb. For most climbs, this bike is so efficient and smooth that, in my opinion, it’s not necessary.

Once I decided to turn around and descend, I was quickly reminded that this bike is really a purebred XC racing machine. The suspension is efficient and tuned for ultra-efficient singletrack assaults. I felt that the whole package was like descending in a sports car. All that efficiency does reduce its “point it” ability, but man is this bike fast. Pick your lines and enjoy the ride… this bike will never be at fault for your inability to lead the pack on your next group ride.

Good Spark 29

• Wow is it light
• This thing nearly climbs on its own
• Very sexy carbon lines from one of the leaders in carbon fiber technology
• Race-tuned to give you an edge over your competition
• 142mm rear axle adds stiffness
• New Scott Nude2 shock simplifies setup

Bad Spark 29

• You can’t “point it” on the downhill
• Unless you’ve got the coin, this one will be drool material only

Bottom Line: 2012 Scott Spark 29 RC

Without a doubt, this bike is an XC racing machine. Look for the 2012 Scott Spark 29 RC to go toe-to-toe with bikes like the Gary Fisher Superfly 100 and hold its own. Scott knows a ton about building carbon fiber frames and it shows on this beautiful bike.

More Info: Visit Scott-Sports.com