For launch, the Truax will be available in two trim lines. The well-spec’d everyman’s version is the Truax 1 ($2850) and the high-zoot version is the Truax Team ($4850) with all the goodies you could need.

Here’s a little background from Norco.

2011 has been a great year at Norco Bicycles. The launch of Advanced Ride Technology (A.R.T) has brought both improvements and new models to the lineup including the Range, Shinobi, Vixa and Phaser models. A new model has been announced though for release Spring 2011. This all-new 180mm Freeride bike is called the Norco TRUAX.

The TRUAX is an evolution of the iconic Shore bicycles that Norco pioneered over the past decade. The original Shore was built for and named after the fabled North Shore mountains near Vancouver, BC. This fairytale dreamland is filled with ladder bridges and skinny beams suspended perilously high above the forest floor. To add to these harrowing stunts were drops, jumps and steep rock faces; the Shore is a place of great experimentation and pioneering which spawned new bicycles and riding styles.

As this style of riding has evolved and diversified, so too have the demands and needs of Shore-style riders on their equipment. The Shore style has grown to include long and fast descents, flowing trails, and drops, gaps and jumps with smooth transitions; new to the category however is the occasional climb. And this is where the new TRUAX steps in.

The TRUAX rides the line between a traditional Shore bicycle, a freeride bike and a downhill bike, pulling the best from each world and essentially creating a new style of bicycle design and intended use. Just as at home on Vancouver’s renowned North Shore as it is leading a pack of friends through the downhill park, the TRUAX makes short work of the climb up for those who chase self-access thrills as well. Lightweight, fast, nimble and adaptable, it is the one-for-all bike for those who tread on the side of steep, technical, good times over spandex-clad climbs.

Bred from the roots of the shore the TRUAX took three ideas to come into light. Versatility, Strength and Precision are the core of the TRUAX and together capture essence of the bike. Incorporatin the Norco A.R.T. suspension with innovative industrial design have made for a light, strong and unique riding experience unparalleled.

More Info: Norco Truax 1 ($2850) | Norco Truax Team ($4850)

For 2011, Norco is introducing Advanced Ride Technology (A.R.T.), which modifies the axle path to better absorb square-edged bumps while also improving efficiency. The new wheelpath can be seen in the following chart:

From the mouth of Norco, here’s what they’re saying about A.R.T.:

Norco is proud to announce the integration of Advanced Ride Technology (A.R.T.) into select models of the 2011 lineup. First off, What is A.R.T. you ask? Through the modification and optimization of proven FSR suspension Norco bikes will climb smoother and descend faster than ever before. A.R.T. delivers a ride which is more efficient while pedaling while offering improved square edge bump compliance to smooth and quicken rough riding conditions. Both of these features have been achieved by changing the location of the pivot points to achieve additional chain growth and a more rearward axle path. The increased chain growth results in higher anti-squat characteristics which reduces suspension bob and makes the bike pedal more efficiently. The improved rearward axle path lets the rear wheel move back at the same time as it moves up to get out of the way of large, square edge bumps more effectively, allowing the bike to roll smoother and faster over rough terrain.

This rearward wheel travel makes for a suspension system that responds more naturally to typical hits such as rocks and roots on any given trail. Allowing the rear wheel to move rearwards through the beginning of its travel allows the wheel to move clear of the obstacle rather than being forced into it through the travel.

Norco is launching 4 new bikes for 2011 that will feature their new FSR design, lets see what Norco has to say about each one.

2011 Norco Range

The Norco Range is a 160mm travel All Mountain bike that utilizes A.R.T as well as a 142mm Syntace Axle, Post-Mount brakes, ergonomic linkarms and a Tapered Steertube. With the top-of-the-line Range SE weighing in at 26.3lbs This really is the perfect bike up or down!

2011 Norco Shinobi 29er

Norco’s first full-suspension 29er will be the 2011 Norco Shinobi. As a 120mm travel 29er with a 140mm RockShox Reba fork this is a true All Mountain Big-Wheeled bike. The Shinobi is additionally outfitted with a Syntace Axle, post-mount brakes and tapered steertube making for a stiff, light and extremely versatile.

2011 Norco Vixa

The Women’s specific Norco Vixa also uses the A.R.T. System for 2011. The updated frame platform also offers riders as continuous seatube along with a lighter and stiffer ride than year’s past. The Vixa also takes a card from the men’s side utilizing the Syntace Axle and  Tapered Steertube.

2011 Norco Phaser

The new Norco Phaser is an all new 100mm XC Race bike taking advantage of the A.R.T suspension system. This is also using a Drop-Link linkage system and Composite Bearings through the frame. These features allow for a lighter frame and a complete bike coming in at 23lbs.

More Info: Visit Norco.com

Without question there’s no better tool than a road bike to put on the miles and vert in a hurry. Cross-training for epic ascents and all-day trail rides on pavement will pay off in spades as you are able to ride longer, harder and faster. Yes, admittedly, I’m not as technically-savvy on a road bike as I am with mountain bikes, but it doesn’t take a PhD to appreciate the goodness of Norco’s all-new HTR high-modulus carbon fiber on the road — believe me.

Norco CRR 2 Features:

• Frame: Norco CRR High-Modulus Carbon Fiber
• Fork: Carbon blades w/alloy steerer
• Drivetrain: Shimano 105
• Cranks: FSA Gossamer
• Wheels: Shimano RS10
• Cockpit: Ritchey Comp bar/stem
• MSRP: $2040 USD

Norco CRR 2 Review

I’m stepping up in roadie land. I’ve now gone from full-steel to aluminum with a carbon fork then to a scandium/carbon frame with a carbon fork and now this… the all-new Norco CRR 2 full-carbon road bike. While Norco has built road bikes in the past, this year represents a clean-slate rewrite of Norco’s performance road program with the introduction of the all-new frame material and makeup. Utilizing a more efficient process to lay up the carbon (EPS Mandrel System) in combination with both High Toughness Resin (HTR) and Thermoplastic Mesh, the end-product is more refined, stronger, lighter and durable than previous designs.

So, heading out on the road, the new CRR 2 is definitely the most advanced road frame I’ve ridden and all it took was a few pedal strokes and that became crystal clear. Smooth, fast, responsive… indeed, this would be fun.

This Spring has been fleeting with snow, rain, wind and mostly-cold temps for quite some time. This has kept me from riding on the road on consecutive days because either the trails were finally dry for a mountain bike ride (I can’t resist dirt) or we just had several feet of powder and the hills beckoned. Though the test period has been spread out a little more than I would typically do, it hasn’t done much to block my ability to be thoroughly-impressed with this bike.

First off, the entire package is gorgeous with a large-diameter downtube, oversized bottom bracket junction and shaped/bladed seat tubes all dressed-up in bright yellow/black. Roadies are supposed to be a bit flashy and this one definitely fits that bill. The CRR 2 offers midline components with Shimano 105 throughout, stiff FSA Gossamer cranks and Shimano RS10 wheels. I actually like that they didn’t play smoke and mirrors by adding an Ultegra rear derailleur while cutting corners elsewhere. The cockpit is also favored with a Ritchey Comp stem and bar combo in lieu of house-brand stuff. Comparing to a similar Specialized Tarmac Elite, you get a similar frame and build but with more brand-name components and Shimano 105 brakes at a $160 savings — in other words, it’s a pretty sweet package for the money.

I’ve been very impressed with this frame’s ability to absorb road vibrations yet still remain ultra-responsive under sprinting and hard ascents. The difference between this frame and every other frame I’ve ridden to date is like night and day. Its smoothness is oh so nice and has made rough roads seem dreamy.

The geometry is extremely-capable as I’ve found it to suit me perfectly for extended climbs (my favorite part of riding the road). I’ve been able to ascend some serious pitches in the saddle with an occasional stand-up and have never felt one ounce of sluggishness — step on it and it responds. The Shimano wheelset has been smooth and predictable with the right amount of stiffness. These are fairly low-end wheels, in my opinion, but you’d never know the wiser.

The handling is very comfortable as well. I’ve had some roadies feel a bit squirrely on the descents or suffer from wanderlust on the climbs, but this one seems to track straight uphill and offers command and control on the down. Not once have I felt this bike get twitchy at speed (hit 55 mph the other day).

The few drawbacks I’m seeing with this bike are with the 105 drivetrain that is solid and performant, but after using SRAM Red, the difference can be felt. However, that difference will also be felt in your wallet, so it’s a small sacrifice I think we’d all be willing to accept. I also had a little bit of a tough go at adjusting the direct-mount front derailleur. It took a few tries to get the mounting location right, but once I did, it has shifted smoothly. I’d also like to see bars with ovalized top tubes for added comfort.

Good CRR 2

• So smooth on the rough you think you’re cheating
• Instant power transfer
• Seemingly flies uphill
• Comfortable and predictable downhill
• Really corners well and just feels right
• Sexy lines makes this bike sing
• An excellent value

Bad CRR 2

• Shimano 105 drivetrain is good for the money, but not perfect
• Would like an ovalized top bar for more comfort
• Direct-mount front derailleur is sweet once adjusted properly

Bottom Line: Norco CRR 2

Norco’s new road program is for real! The all-new CRR 2 ascends and descends comfortably and smooth while those sexy full-carbon lines draw plenty of attention. A solid choice if you live North of the border or should you be lucky enough to find one Stateside.

Buy Now: Search for a Norco Dealer

By sorta, I mean it’s a singlespeed, it’s a 29er, it’s Reynolds steel and it’s also a Norco, so not really mainstream in the States, but for a manufacturer as large as Norco to introduce their dealers and aficionados to the Gates Belt Drive, this is a big deal. While singlespeeds are appealing and fun, I’ve yet to spend much time on one, but this just might be my chance.

The thought of a simple drivetrain without shifters, chain grease and gear mashing sounds great until the trails get really steep at which point images of the pain cave come to mind. But, I’ll let you be the judge. Is the Norco Judan 29er belt-driven singlespeed hype-worthy?

More Info: Visit Norco.com

With a stop at the PowerBar hydration station everytime up and down the trail, we kept things rolling–mostly. After a climb all the way to the top of Bootleg and an awesome, long descent, I was ready to call it a day.  However, Kendall got a second wind and well, I had to get out on one last ride. From my first bike of the demo on day one (Pivot Mach 5) to the last one on day two (Ellsworth Epiphany), the fun continued–even if I was feeling the beat-down of the sun and unforgiving Nevada desert trails. Here are the quick hits from day two. As usual, look for detailed reviews in the coming weeks.

2009 Ellsworth Moment

My first time on the Ellsworth Moment came in 2006 and I was blown away by how it rode. Since that time, several other bikes have come into the lineup (notably the Epiphany) that have taken some of its territory. This year’s Moment leans more freeride (at least as spec’d), but is still one of the most capable burl-machines that can still climb with the best.

2009 Salsa Big Mama

This is Salsa’s first foray into an all-mountain full-suspension 29er. A great overall ride that was a little hampered by a mismatched (too long) stem that made for some unstable handling in the rock gardens. With some cockpit tweaks, that can easily be remedied.

2009 Ventana El Terremoto 6.0

Newly-upgraded to actually have 6-inches of travel, the Ventana Terremoto 6.0 was one of the stars of the show. A fully-capable climber and an amazing descender, this bike surprised me with its versatility.

Read my Ventana El Terremoto 6.0 review >>

2009 Ellsworth Epiphany

There’s no doubt that the Ellsworth Epiphany has received it’s share of praise from riders and media alike. I quickly found out why.  This bike simply screams. The ICT makes for effortless climbing and I couldn’t find any terrain that this bike couldn’t handle. An awesome do-it-all trailbike.

Read my Ellsworth Epiphany Review >>

Kendall hopped on the following on Day Two (more pics soon):

• Norco Six One
• Ventana El Capitan
• Ventana El Ciclon
• Ellsworth Evolve

For that reason, I’m always stoked to get on a Norco. They may not be as well-known here in the States as they should be, but that shouldn’t stop you or I from wanting to get on one. This year’s test bike is the all-new Fluid LT 3–the entry-level bike in the new Fluid LT lineup. Building upon the success of the new Fluid design from last year, the LT offers more travel and burliness to handle anything you can dish out. Lets see how it fared after I doled out some punishment on the local Utah singletrack.

About the Norco Fluid LT 3

The Fluid LT platform is new for the 2008 season. As with all Norco full-suspension bikes, the LT utilizes the Specialized-owned Horst Link suspension design. Well-known and deservedly well-liked, the Horst Link is held by some as the Holy Grail of suspension designs. It’s not new, but it yields efficient and smooth travel while pedaling, descending or braking. Some may say it’s getting old and that other designs are superior, but it is still the standard that everyone looks to.

The LT 3 is Norco’s all-mountain steed for the price-conscious. In today’s market of hyper-inflation, the Fluid LT 3 is still well-priced at $2350 USD.

Sporting adjustable travel of 137 to 158 mm, the Fluid LT 3 is right in the sweet spot of all-mountain. Here are a few more specs on the LT 3:

• Rear Shock: Fox DHX Air 3.0
• Fork: Marzocchi 55R (160mm travel)
• Drivetrain: SRAM X.5, Shimano Deore and FSA Alpha Drive cranks
• Brakes Avid Juicy 3
• Tires: Kenda Nevegal 2.1 (Nevegal 2.35 as tested)
• Rims: WTB Speed Disc (SUN S.O.S. as tested)
• Head Angle: 68-degrees
• Sizes: XS, S, M, L, XL
• Weight: 35 lbs
• Price: $2350 USD – more info

Norco Fluid LT 3 Bike Review

The metallic green Fluid LT 3 arrived on my porch in the middle of one of the best winters in recent memory. So, it sat for a couple of months as I pillaged as much Utah powder as I could. With a slow spring warmup, I’ve been exploring more of the lower-elevation trails that don’t get ridden as often during the height of the season. After some quality miles on the LT 3 I’ve been able to find out just what it’s made of.

Looking over the LT 3, the parts spec is acceptable for this pricepoint, but potentially a bit on the low-end side. Let me explain this further and try to make some sense of the parts selection. For many manufacturers, the first place they cut corners is on the wheelset. They will slap an XT rear derailleur with Alivio components everywhere else (lipstick on a pig), then put noodly wheels on it. Not Norco… they are satisfied (and so was I) with the SRAM X.5 drivetrain, but they also slapped a stout pair of wheels onboard, which is something that means a lot more than an XT rear derailleur in my book.

Climbing on the Fluid LT 3 was great. Well, it’s not going to be the first to the top, but you’ve got enough efficiency to handle technical climbs as well as any other bike it this category. At 35 lbs (according to my scale), it is a few pounds heavier than many of its competitors, but there aren’t many competitors coming in at this price range. The Marzocchi 55R doesn’t offer adjustable travel, so the front end wandered at times. During tight, turny climbs, I really had to finesse the bike to keep the front end on the trail.

I rode the bike in both travel modes. I found that climbing was better in the lower travel setting (137mm) and descending was better in the higher travel setting (158mm)–pretty much as expected. But, climbing wasn’t that much different in the longer travel setting, so that’s where I settled at. The only negative about adjusting the travel is that the shock bolts seem to be made of very soft metal. I’ve nearly stripped out one side after having moved the shock position two times–another reason to just keep it at the highest setting.

Fast, technical descents are just what the LT loves. This bike can fly through obstacles and hop over anything in sight–all while maintaining its composure under intense, laid-out corners. I had a blast railing the LT all over the mountain.

Nothing is worse than a noodly wheelset that flexes while cornering at speed, or deflects at the sight of a rock garden. The SUN S.O.S. wheelset performed exceptionally–even under hard cornering and in unforgiving terrain–very nice!

Other than the issues mentioned above, I have had an odd clicking sound coming from the rebound cartridge on the Marzocchi 55R fork in slower rebound settings. After a call with Marzocchi tech support, it appears the cartridge may need replacing, but it didn’t seem to affect performance. The only other gripe I’ve got is that the front derailleur is rather difficult to dial in. It seems like this bike really shouldn’t be equipped with a large chainring. Not only do you not need it, it’s nearly impossible to get this thing to shift to all three chainrings very well.

Good Fluid

• Descends like a Norco… smooth and fast
• Great price point
• Capable climber
• Solid wheel and tire combo
• Adjustable rear travel settings

Bad Fluid

• Marzocchi 55R rebound cartridge issues
• No travel adjustments on the fork
• Front derailleur is difficult to dial in

The Bottom Line on the Norco Fluid LT 3

This bike has been a ton of fun. I’ve loved the legendary Norco descending prowess and have found it to be a capable climber. It would climb better with an adjustable travel fork, but again, at $2350, this bike is a great value. A few technical issues here and there, but a solid package that still puts this bike on my shortlist of all-mountain long-travel bikes for 2008.

Buy Now: Visit Norco.com to Find a Local Dealer

This is a pretty sweet deal to ride the 08 product well before Interbike 2008. What a great way to see what’s new from the crew up North.

Heres’ the direct word from Norco:

On Saturday, August 18, 2007 join the Norco team at Mt. Hood Ski Bowl and be the first consumers in the world o ride a selection of 2008 Norco Bikes.

Choose to take the chair up and challenge yourself on the downhill trials or ride the smooth single-track. Norco will have bikes for all riding styles and categories on hand!

Also there will be free tech support and flat repairs from Norco factory team mechanics.

All current Norco bike owners will receive free trail permits.

Win Norco prizes and and swag

There will also be a Beer garden.

Download a PDF Flier

For 2007, the Norco Fluid went through an extensive set of what I will call “fine tuning” from the 2006 model, which in itself was a completely new design. The result? Well… it’s pretty darn good refinement of an already excellent ride. The Norco Fluid 1.0 is the gem of the Fluid “All Mountain Cross Country” lineup and is built with quality components from top to bottom.

What Makes the Fluid 1.0 Tick?

The Fluid 1.0 is billed as an “All-Mountain Cross Country” bike because the frameset was derived from XC lineage instead of freeride roots. That said, the Fluid is a Norco and Norco is well-known for their beefy freeride bikes. So, although it says “Cross Country” in the bike category, by no means is the racer set going to be sitting on any podiums with the Fluid. Not that they couldn’t, but there are better suited bikes for that type of riding. The Fluid bleeds All-Mountain in every sense of the word. The geometry and spec of this bike is meant to be ridden hard all day long in varying conditions.

Specs of the Fluid 1.0:

• Revised suspension linkage and pivot points for more efficiency
• New dropouts
• New seatstay yoke
• New seat tube pivot mount
• New, beefy linkage plates
• New hydroformed downtube
• New curved top-tube for increased standover
• (Basically, it’s all new for 2007, eh?)
• Surprisingly-solid Shimano XT drivetrain from top to bottom
• Mavic Crossride wheels
• Uber-smooth Fox Float 32 RL fork
• Solid Fox Float RP23 rear shock
• Shiny red paintjob
• All this in a svelte 29 lb. package

On the Trail

OK, so enough about the specs and marketing hype… how does the Fluid ride? To be quite honest, this is one of the best all-mountain bikes I’ve ridden to date. It is very smooth and efficient in all conditions and speeds. I’ve pushed the Fluid through blazing-hot fire road climbs in Arizona only to have it beg for more vertical. I’ve bombed down buttery-smooth singletrack in Utah and it just rolls over everything–begging for more.

For the review, I had the Fluid set up in the longest travel setting (136mm – 5.3″) because I firmly believe that 5″ of travel is the absolute minimum anyone should want in an all-mountain rig. With the quick turn of an allen wrench, the rear travel can be reduced to 108mm or 4.25″. The Horst rocker-arm rear suspension remains supple and active in all conditions–be it climbing, braking or descending. Over the years, I’ve been able to quickly decipher between Horst and non-Horst rocker-arm linkages. Norco has done well with the Horst linkage and continues to use it as their foundation, which is a smart move.

The cockpit of the Fluid has just the right top-tube, stem length and riser height for all-day comfort. Many times all-mountain bikes end up feeling a bit too XC-ish, but not the Fluid. It appears that the Norco designers picked just the right parts from the parts bin and came back with an excellent parts spec and perfect geometry that delivers a solid and comfortable ride. I’ve ridden and reviewed lots of Norco’s in the past 5 years and this one is definitely my favorite because it excels in all conditions and still tips the scales well under 30 lbs.! Hallelujah… no longer do we have to pedal a wonky 40 lb. bike to get smooth and efficient all-mountain travel!!!

The Highs and Lows:

1. Don’t brush off the Hutchinson Python 2.0 tires too quickly! I took one look at those tires and honestly, they scared me. I usually ride 2.35′s and these looked like roadies. However, I stuck with them and I’m glad I did because they hook up awesome in the dry, rocky conditions found in UT and AZ.
2. The Shimano shifters are a huge improvement over last year! I’m a true believer in SRAM’s triggers because they are much more intuitive and functional, but the new Shimano XT triggers allow you to both up and downshift with your thumb, thus leaving your fingers on the brakes at all times.
3. No cockpit changes out of the box! This is the first bike I’ve tested in years that I haven’t felt inclined to change the bars and stem or shifters during the test. Like I said, the cockpit is dialed for all-mountain. Well, I guess I did change out the grips, but that was it.
4. Nice color and quality of finish. I dig the red paintjob… I think it even shaved a few seconds off my downhill time because it was so good looking.
5. Where’s the quick-release seatclamp? This seriously sucked, but it looks like this spec has been changed since my Fluid arrived in February. How that got overlooked, I don’t know.
6. Carbon fiber is nice, but… When it comes to carbon fiber handlebars and seatposts, I’m always afraid of the little inscription that states the specific tension to which they should be clamped. I don’t have a handy dandy torque wrench on the trail, so I just tighten it up like I would an aluminum one and hope that I’m not crushing the fibers (so far so good though).
7. Plush, but it’s no DH rig. When I say it’s plush, it is plush for a 5+ inch travel all-mountain rig. You will not go dropping off any roofs or barreling down your local DH course, but you will enjoy smooth and plush travel through the stuff that most trails will throw your way.

The Bottom Line

I’ve been highly impressed with the Fluid 1.0. It climbs well with little wander and it descends with the best all-mountain bikes. One thing I can say with confidence is that this is the best Norco I’ve ridden (and I’ve ridden many) and it’s also one of the finest all-mountain rigs available today. It does come with a price ($3300 USD), but given the performance and parts spec, it’s well worth it. This bike will handle anything a hard-charging all-mountain rider will throw its way and keep asking for more!

Buy Now: Visit Norco.com to Find a Local Dealer

Norco suspension designs employ the venerable Horst-link rear suspension licensed from Specialized. Every bike in their VPS (Variable Point Suspension) bike line uses the buttery-smooth Horst-link mated with ultra durable sealed cartridge bearings. This suspension design alone puts the Norco Six well ahead of the competition–well worth the licensing costs paid to Specialized, I say!

About the Norco VPS Six

Norco’s VPS line has been the stable of the North Shore for years. As the line has evolved, the front triangles have gone from monococue to hybrid and now to hydraformed front triangles. The result is a much sexier look. During this process, paint quality has been upped and, as Norco’s presence has grown, they have been able to knock out killer bikes at amazing price-points.

The Norco VPS Six ($2499 US) is a great example of a value-packed freeride bike that gives you more bang for you buck–whether you’ve got Andrew Jackson’s or Queen Elizabeth’s in your pocket.

The Norco Six, like all other VPS bikes, offers adjustable rear travel from 5.5″ to 6.6″ by moving the lower bolt between the two available positions.

Standard parts spec on the Six includes the Marzocchi Z1 FR2 150mm travel fork, Fox DHX-3 rear shock, bomber SRAM X.9 drivetrain and Truvativ cockpit and cranks. Our test bike came equipped with the Marzocchi 66VF upgrade, which offers beefier stanchions, super smooth 150mm travel (adjustable to 170mm), and standard 20mm dropouts. As with all bomber forks, lateral rigidity is best in class. The only spots on the Norco are the wimpy Nokian NBX 2.3 tires and the interrupted seat-tube. At least Norco makes the best of the interrupted seat-tube by equipping the Six with a Titec Scoper seatpost. The Scoper allows a full range of seat positions because of the telescoping option. Some of the problems that plague the current Titec Scoper post will be improved for 2006.

Nokian NBX tires can quickly be replaced by Maxxis Minion or Kenda Nevegal 2.5 tires, both of which are better suited for this bike.

Norco Six On The Trail

Because of the wetter-than-normal Spring here in Utah, many of the high-elevation trails are still buried under heavy snow. So, the Six was mainly ridden on the lower elevation singletrack that lines the valleys around the Salt Lake City area. These trails were great tests for the trail riding ability of the Six. Since the Six is billed as a versatile, all-mountain freeride machine, this was a perfect test for the majority of riders who don’t huck their meat off their garages every day.

The first ride on the Norco Six was on a singletrack trail with an initial steep and rocky climb. I had left the Six in the 6.5″ travel setting for this ride. The super-slack angles and sqishy suspension made for difficult climbing that day. It was tough to keep the front end from wandering when things got steep and loose. After finessing through the climb, I was looking forward to the dowhnill on the windy singletrack. After bombing down an initial section–getting into the groove, I quickly found out that not only were the Nokian NBX tires narrow, but their sidewalls were no match for the sharp rocks on the downhill. No sooner was I getting into the groove that, “PSSSSSSCCCCCHHHHHHHHHHHHHhhhhhh”… the dreaded sound of a pinch flat! “I haven’t gotten a pinch flat for years,” I thought to myself… these tires have got to go.

After swapping out the Nokian’s for a set of Maxxis tires (Minion DH 2.5 Front and High Roller 2.5 Rear) and adjusting the rear suspension to 5.3″, the Six was ready to take Utah singletrack head on. Back on the same trail, the somewhat steeper head angle reduced front-end wandering and made steep, rocky climbs much more manageable. The longer Titec Berzerkr saddle is essential on the Six–not only for downhill comfort, but to allow the rider to move forward on the bike during steep climbs.

The Marzocchi 66VF fork offers consistently smooth trademark Marzocchi suspension travel. I’ve ridden enough forks to know that Marzocchi is still the plushest fork on the block. With the 150mm travel 66VF, you get dual air pre-load, 35mm black stanchions and a burly lower crown that ensures deflection-free riding. One other feature of the 66VF is the ability to increase the travel to 170mm if desired. What I’d like to see is the ETA cartridge on the 66VF to drop the front end on long climbs.

Though the Six can grind up nearly every climb in sight, you don’t buy a 43 lb. freeride bike to race your XC buddies. You buy it because you know that with a consistent pedal stroke and an efficient suspension design, you can make it to the top of nearly any trail around. While you’ll never be the first to the top of the hill, you can’t fault the bike for not making it to the bottom before everyone else in your posse. The Norco Six is one of the most comfortable bikes at speed I’ve ridden. The second you point it downhill, it tracks steady and smooth through all types of terrain. The Six is burly and doesn’t get thrown around when things get rough. Worst-case-scenario, you just hold on and let the bike take your through it.

The beauty of the downhill abilities of the Six is that it provides predictable handling and performance so you don’t have to “get used to it” at all. It instantly feels part of you. Drops and rock gardens do not phase the Six. And, even in the 5.3″ travel setting, you won’t ever bottom it out–the suspension feels bottomless thanks to the Fox DHX 3.0 shock. I still prefer the feel of Fox shocks to the others on the market because they feel much more supple, while still providing an effective pedaling platform. They are hard to beat.

With Shimano going back in time with their new integrated shifter and brake combo, the Norco uses the much superior SRAM X.9 triggers and derailleur mated to the time proven Hayes HFX-9 brakes with heavy-duty rotors. Shifting was always quick and precise, not to mention ergonomically superior to the old Shimano Rapid-Fire triggers. The X.9 drivetrain simply hooks up faster and shifts gears more accurately than any Shimano-clad bike I’ve ridden. On top of that, the time proven Horst Link provides inherently smooth braking with no brake jack whatsoever. Ever wonder why downhill racers who use single-pivot designs prefer to use a floating rear brake? Well, ride a single-pivot bike downhill, then try to corner and brake at the same time. Now, do the same with a Horst Link bike, like the Norco Six, and you’ll quickly notice that the Horst-equipped bike simply brakes more efficiently.

The rest of the parts are spot-on and provide a great all-around value for the price.

The Bottom Line

The all-new 2005 Norco Six is a great bike for those who love to go downhill fast and want a stable and secure bike that will handle any terrain. Pedaling the Six uphill isn’t as energy-consuming as people would lead you to believe. The suspension design is active and efficient–allowing you to clean short, technical and rocky sections with aplomb. When the trail points down, you’ll be glad you can drop the seat and rail the Six around every corner.

Efficient climbing, smooth braking and plush descending are the trademarks of my ultimate trailbike. The Six is right up there with the best 6″ freeride bikes on the market and ad a competitive price-point. Look for a Norco VPS Six at a shop near you.

Visit Norco.com to search for a USA dealer near you.

Many top riders are now a part of the Norco Factory Team. Most notably, Ryan Leech–arguably the world’s most talented trials rider. But with a handful of other notable riders like Shaums March, Mike Kinrade, “Hoots” Jay Krantz and others, Norco will continue push the competition at the podium. Team Director and marketing guru, Pete Stace-Smith is committed to pushing the Norco brand in competition and at your local bike shop too. Some of you in the States may have never heard of Norco–well, Pete is trying to change that with increased distibution in the US through an established, but ever-expanding dealer network. Check out the USA Dealers to find a shop near you.

About the Norco VPS Shore

Norco’s VPS line has been the stable of the North Shore for years. Using the Horst link under license from Specialized, the VPS line already has a leg up on the competition with one of the most proven suspension designs on the market. There’s no need to worry about brake-jack when descending or your Uncle Bob while climbing–the VPS line is efficient and smooth.

VPS bikes are available in 4 different frame designs and multiple travel options for specific applications and pricepoints. The Team DH sports an all-new frame for 2004 with 9″ of Progressive 5th Element-dampened travel. The Team NS, Shore and A-Line offer the new monocoque front triangle for increased standover and overall stiffness with adjustable travel from 6″ – 8″. The Fuse and the Atomik offer the refined monocoque design that’s been the VPS staple for years. And, new this year, the Norco Six is built from the all-mountain Fluid frame, but beefed-up for North Shore performance.

On The Trail

Porcupine Rim Trail in Moab, Utah was the fist stop for the Shore. Actually, it was the first ride of the season after a long winter haitus. This trail was a great test for this bike in both climbing performance and downhill ability. Porcupine Rim is mostly a wide, rock-strewn doubletrack trail with short, technical rocky ascents and descents. What surprised me most of all was the bike’s ability to climb (despite having 7″ front and rear). The frame and rear shock deliver a smooth, bob-free ride in all conditions, while the Marzocchi Super T can bob noticeably. This could be minimized by increasing the preload compression. I guess that’s what you get with a 7″ travel fork that’s super plush on the down.

The Shore handles all drops (large and small) with aplomb. It is very easy to flick around, though, like any bike of this size, you’ll have to muscle it slightly at slower speeds. Once up to speed, it corners well and overall handling is right on. The bottom line is that this bike feels comfortable right out of the box.

On other more XC-oriented trails without the short, technical climbs of Porcupine, the suspension bob of the Super T comes out more noticeably with the rear suspension in 7″ mode and the Super T raked out to the max height. On long consistent singletrack ascents, the front end begins to meander back and forth and rob you of climbing power. This can be reduced by making sure you keep your weight forward, but there begins to be a tradeoff in rear tire grip if you move too far forward. However, I did find myself unable to climb some trails that I easily cleaned in the past, though this could be due to lack of leg strength this early in the season.

After riding 5-6 different trails in 7″ mode, I decided to drop the rig down to a trail-friendly 6″ and lower the fork crown about 1″ as well–the difference was like night and day in the climbing department. Honestly, during the entire ride in this configuration, I kept thinking that Norco was having a 2 for 1 sale here–the Shore is truly versatile. I wish I had ridden it in 6″ mode on most of the XC-style trails I had ridden since Porcpupine Rim.

Overall geometry with the fork lowered was still very slack, yet the angles were steep enough to power up those long climbs without the front end weaving all over the place. The Super T seemed to bob slightly less and this bike began to show its versatility. In downhill mode, 6″ in the rear is still plenty of squish to soak up anything you’ll ever throw at the Shore on a trailride. This bike rails when pointed down–it should, since it’s really a DH rig at heart.

The componentry, which is a mixture of Shimano Saint, XT and SRAM, has performed flawlessly. Most notably, the Saint rear derailleur and crankset. The rear derailleur is so bomber with the thru-axle design that you don’t have to worry about banging it around on rocks, etc. And, the rapid-rise shifting is awesome! It’s taken me awhile to get used to, but it just seems more functional to downshift without grinding the cassette to pieces. The interesting mixture of Grip Shift and XT triggers is odd at first, I must admit. But, after a few rides, the ability to dial in the front deraileur with the SRAM Rocket Grip Shift was uncanny. With trigger shifters, you’d have to just live with the fact that the cage will rub on the chain in extreme gear combinations. But, with the Rocket, you could dial it in ever so slightly. It honestly makes a lot of sense having the Rocket shifter.

The only real gripe I’ve had has been with the telescopic seatpost, which is necessary for an interrupted seattube design like the Shore. There’s just a lot of possible movement and need for tightening at first. After you get them dialed, it’s not an issue. But, it took me a few rides before I had everything tight enough to keep the saddle in place while leveraging it between my legs. Also, I’m not a huge fan of platforms. I know they are nice for quick dismounts, but I just can’t ever seem to get my foot dialed in just right. I’d swap these out for some Crank Brothers Mallet C pedals in a heartbeat.

The Alex Supra A-D rims are beefy and durable. Mated to the Kenda Blue Groove 2.5 front and Nevegal 2.5 rear, the wheels inspire confidence. I’ve always been a huge Maxxis fan, but these Kenda’s are phenomenal overall, with tenacious grip in all conditions.

Bottom Line: 2004 Norco Shore

The 2004 Norco VPS Shore is a great all-around rig for those who are willing to pedal around a little extra weight. But, don’t be fooled by all the squish–when switched to 6″ mode and a steeper head angle, the Shore can climb with the best of them. You still won’t get there first, but you won’t kill yourself on the climb either.

Because what goes up must come down, once you get it up, you’ll be stoked coming down. This bike doesn’t use any suspension gimmicks or shocks to make it ride well–it just does. With a Fox shock and the Horst link in the rear, the frame really can handle a variety of trails and conditions well. I wish Marzocchi would make the Super T with the ETA cartridge to drop it down to 5″ or 6″ on climbs–that would be sweet. As it stands with the Marzocchi Super T, you get a very capable bike on the climbs (and strong legs/lungs to boot) and a confident descender.

Like I said earlier, the Shore is like having two bikes in one–adjust it to 7″ and slacken out the Super T for burly hucking or dial it in at 6″ in the back and drop the fork down slightly for an all-around trailbike. This bike is smooth and comfortable right out of the box!

Look for the Norco VPS line at a shop near you. You’ll be stoked to get on a quality bike that’s decked out to the hilt.

Visit www.Norco.com to find a local dealer.