I’m sure many of you already read my review of the Maxxis Ardents - if you haven’t what are you waiting for? OK, now that we’re all up to speed, I have another great set of tires from Maxxis that are perfect for those who don’t quite have the clearance for using the Ardents but need the same level of grip and control.

The Maxxis Minions come in two versions: a double-ply, 2.5″ DH monster and a more XC-friendly, single-ply 2.35” tire ($53 MSRP). The thinner, 2.35″ tires are just wide enough that they provide the rider with the extra control and traction that comes with more rubber plus the added volume to help reduce pinching and rim dings.

The Minions are sold as specifics meaning that the front tire tread pattern is different from the rear tire tread pattern. Clearly this is a good idea because front and rear tires have different functions. The front tread pattern is designed to roll efficiently and provide extra traction under braking as well as cornering. The rear tire is designed to keep itself clean and provide traction for acceleration as well as braking. Below you have the images of the tread patterns, front tire on the left and the rear on the right.

Installing these was painless and took me all of 10 minutes. This time I used new tubes also from Maxxis (FR-specific tubes that are 1.2mm thick) and a dusting of talcum powder. I inflated the tires to 40PSI (my usual beginning pressure) and I was off to the trails.

I decided to take these tires to 3 stages in Collingwood for the first test ride. I chose 3 stages for its fast rolling hills and switchbacks along with its variety of terrain types (rock gardens, hardpack singletrack, river crossings, and a few softer spots that never see the sun).

Starting off on a series of rolling hills that switch back to back and up and down gave me a good indication of how well the Minions hold a line while accelerating and decelerating. I was really impressed with how smoothly the tires rolled and how little energy was required to move these tires, thanks in part to the double row of center knobs. When I got comfortable and began to really lean hard into corners I got the same warm fuzzy feeling I got with the Maxxis Ardents. Tire squirm was virtually non-existent with zero additional roll or pitching. The Minions delivered true tracking through corners.

Smashing these into rock gardens and rougher terrain I felt comfortable enough right away to pretty much go at the pace that I usually like to travel - fast or faster :). All kidding aside, the Minions felt like they were tracking like a well-behaved bloodhound. Even when the tread got wet these did a decent job holding their own over rocks and rough roots. On especially smooth, slick rock and slimy, mossy roots the Minions didn’t grip so well, but then again, what tires do?

All in all, if you’re thinking about getting these tires I’d say go for it. Of course if you’re a pure XC racer kind of person then these may not be for you - stick to something skinnier and lighter.

My overall impressions for the pair

8 out of 10 for climbing
8 out of 10 for rolling and efficiency
8 out of 10 for loose conditions
8 out of 10 for cornering
9 out of 10 for stopping in a straight line

Specs from Maxxis:

Durometer 60a rubber compound
Usage: All Mountain / Freeride
Conditions: medium to wet
Size: 26 x 2.35
Weight: Rear 835 grams (foldable) / Front 830 grams (foldable)

Thanks to the folks at Maxxis for providing these tires for review.

When I started riding back in the early 1990s, there was basically just one flavor of mountain biking but today MTB categories can get a little confusing. I found this helpful chart over on the Turner website and I think it does a good job illustrating some of the divisions you’ll find in mountain biking find today. The arrows and text below the chart were added for the purposes of this post.

Right off the bat you can see the spectrum of riding from XC to Downhill and everything in between. Notice how the plot gets higher and more jagged as you move to the right, representing technical difficulty (not necessarily climbing or aerobic difficulty). It’s also cool to think of this as a progression chart - beginners can move from XC to AM and beyond as skills improve.

I really like how this chart can be used to show ranges rather than discreet points along the spectrum. In this particular chart, the shaded green area represents recommend usage for the Turner 5.Spot. Notice how it isn’t just a Trail or All Mountain bike. Based on the geometry and travel (5.5″ rear) this bike works well for XC, Trail, and AM riding.

The spectrum approach is also helpful for classifying riders. Most of us enjoy a variety of terrain and saying someone is strictly a Freerider or Downhiller usually doesn’t tell the whole story.

But wait, this chart has one more trick up its sleeve! Most mountain bike trails themselves can’t be readily classified into one type or another. A mellow XC trail may have 5 foot drops in places or even a freeride area that’s 5 miles into the trail. Other trails may have short bursts of All-Mountain style terrain with XC-type fireroads connecting sections. In fact I imagine some trails could cover the entire spectrum from XC to Downhill while others fit more neatly into a single category.

Some generalities about mountain bikes can be made from this chart and I’ve added arrows describing just a few trends you can expect to see when purchasing a new mountain bike. As you move from left to right, travel (front and rear) should increase while weight will follow roughly the same trend. Price, on the other hand, isn’t so easy to classify. For example, remember this $7,000 XC hardtail from Interbike? Finding a DH bike that costs half that amount wouldn’t be too hard (nor would finding a DH bike costing 50% more).

Now, if it were possible to create a mountain bike that could cover the entire chart from XC to DH that would be the holy grail. Maybe the Cannondale Simon will deliver on that dream one day

Not only does Manitou make a decent MTB fork, but you have to check out Manitou’s line-up of ISX dampers. I was lucky enough to get my hands on an ISX-6 and I must say it shows some promise to be a great damper. Out of the box it has all the things I need and want in a damper and none of the things I don’t need - kinda like it was custom made for me! Anyhow, the Manitou ISX-6 (MSRP $609) is made for those who fall into the all-mountain to gravity range of riders where weight is not too much of an issue (my 190 x 50mm unit weighs 418grams with spacers). Even at that weight it’s still as light if not lighter than some of its direct competitors.

The Manitou ISX-6 rear shock comes with independent high and low speed compression dampening adjustments, rebound adjustment, volume control (which controls spring rate near the end of travel), and spring rate (air pressure). These are all the controls you need for everything from stuttery, rutted, rocky trails to big drops that would normally cause your bike’s rear end to bottom out.

Installing this unit on the bike really should be done by a person who knows what they are doing, mainly because you need to know which adapters are required for your bike (all shocks are sold without adapters). Once you or your mechanic install the correct mounting hardware, you’re ready to get busy setting up the damper.

First things first: set the sag by following the instructions supplied with the shock. The instructions are very specific and require you to set the shock by adding air into the reservoir first (red cap). Pump that side up to at least 150psi to start. Next, make sure the high and low speed circuits are fully open as you add air into the main chamber. Adjust sag by adding or taking away pressure from the main air spring (black cap). Although this part sounds complicated, Manitou includes a handy measurement chart for dialing sag in exactly. Serious riders know that sag measurement is critical for optimizing travel path and positioning and once you have it dialed in correctly, it’s nirvana.

After setting the sag I worked on adjusting compression. To be honest I found the compression settings a bit difficult - I ended up with the high speed compression (black knob) 3 clicks from full on and then fiddled with the low speed compression (red knob) only. My goal in setting high speed compression is to find the point where coming off a drop won’t cause the wheel to blow through its travel too quickly. For the low speed compression setting, I found the point where there was as little pedal bob as possible when sitting and pedaling.

Once the compression was set, I worked on rebound (blue knob) to find the point where bumps don’t buck me off the saddle. During ride one I played with the rebound - two clicks +/- here and there - until I found the perfect setting. With the ISX-6 dialed in I could launch off drops with a controlled compression and even return without overshooting or bouncing too much.

The final control is the volume control which controls the shock at the end of its stroke. There are four settings and I ended up at the 3rd setting which ramps up spring rate for the 6+ foot drops I was taking.

On the trails I felt confident with the ISX-6 controlling the rear suspension. I found on fast descents and hitting multiple roots and drops that the rear end of the bike was far more stable than with my previous shock.

At this point I’d like to pause and offer a brief physics lesson. If you consider the saddle as a level or a gauge of how your bike is tracking, when the saddle goes up on a bump this means the suspension is working but not fast enough (my old shock did this). The transfer of energy is not complete and the wheel is following the disturbance and forcing the bike to move instead than the shock. This can also be an indicator that you are near the limit of the shock’s travel.

With the ISX-6 I noticed far less bike movement and the saddle was more stable than with my previous set-up. This made a big difference in the overall ride quality for me - more plush, yet fully under control without that wallowy feeling.

Taking the ISX-6 to the limit, I hit a few of my favorite rock garden waterfalls. These sections are 50 foot long steep descents of just rock and trees where you have to change direction at least 4 times as you thread yourself between some large trunks. This can be a daunting task, but with the help of superb ISX-6 enabled tracking in the rear it was a piece of cake with tons of control. These sections are great at measuring wheel control and the ISX-6 passed with flying colors!

All in all, the ISX-6 is a decent shock with great small and large bump compliance. It’s light enough for long leg trail bikes and tough enough to take bigger hits and thread rough terrain.  Many thanks to the folks at Manitou for tuning tips to unlock this shock’s potential!

Cheers.

A little while back a few people were looking for bash guard recommendations in the forums and today I have a great product to tell you about. The e*13 Turbocharger ($49.95 MSRP) is tough as nails and light as hell which makes this a great choice for any freeride or DH rider. e*13 claims the Turbocharger is both the lightest and strongest bash guard ever made - who said you can’t have it all?

I guess you could call the e*thirteen Turbocharger a “next generation” bash guard. Typically bash guards were solid pieces of plastic that were bolted to your crank in place of the outer ring on your chain set. In the old days it wasn’t uncommon to see these units weighing over 200 grams, which, to many people (myself included), was a little too heavy to be worth the trouble. My Turbocharger officially weighs in at 86 grams (for the 36t model) which is far better than my previous 300 gram bash guard. Much of the weight reduction comes a patent-pending design that removes excess material that doesn’t directly provide strength to the guard.

To install one of these to your bike you’ll need to know what size you need, which is a simple matter of counting the number of teeth you middle chain ring has (it should be either 32, 36, 0r 40). If you have a middle chain ring with 32T you would get the 36T bash guard. If you have 36T to 40T get the larger size of 40T. Choose from either black or white to match your ride.

Depending on your crank configuration you may also need to order long chain ring bolts due to the thicker bash guard (sold separately). If your bolts just thread on with one or two turns that is not enough and you need those longer bolts - this is not something you want to fly off on the trail! Installing the bash guard is super simple and can be done using either a 5 or 6mm allen key. Remove the outer ring and install the bash guard, making sure you align the reliefs of the bash guard with the crank arms. The e*13 sports captured aluminum inserts to prevent crushing due to over tightening which will definitely save heartache for many overzealous home mechanics.

Hitting the trails with the e*thirteen Turbocharger was awesome. I lost 200 grams on my bike and gained a nice strong bash guard that can take a beating on the trails at Kelso without slowing me down. Actually the Turbocharger took repeated beatings and smashes on logs and rocks without cracking or even complaining. Riding along I didn’t get any creaking or grinding which proves this is a high quality guard. Aside from protecting from over tightening, the aluminum inserts also seem to discourage hit-induced crushing and cracking that may cause movement over time.

I would have to say that the e13 Turbocharger bash guard is a great addition to the e*13 line up. If you’re out to get a high quality bash guard, this is the one to get. It’s lightweight, strong, and features dual crank arm reliefs just in case you manage to crack it - I dare anyone to try!

More Turbocharger details are available at e13components.com. A quick thanks to the folks at e*13 for the chance at testing out the new Turbocharger. Cheers!

This review is for those who spend all their time pointing their bikes down hill; for those who live for the double diamond; and for anyone who is confident at the sight of mega gnarly rock strewn terrain. Yeah, that’s right, this is for the crazy people who call themselves downhillers or freeriders.

Schwalbe just introduced a new dry tire, the Wicked Will ($83.55 MSRP) for riders who love to toss their bikes down the nastiest terrain you can imagine. The new “Curve Claw” blocks on the sides of the tread produce a tremendous amount of cornering grip and the low block design makes this a very fast rolling tire. The Wicked Will tire is perfect for those who find themselves bombing down high speed runs with tight and twisty hardpack berms.

These heavy weight tires (1370grams each!) are clearly designed to be ridden downhill and looking at them they’d be right at home on a dirt bike. Installing the Wicked Wills took 3 tire irons and a bit more work than usual due to the tight fit, two ply construction, and stiff side walls. I added a little soapy water to the sidewalls to seat the beads perfectly on the rim and went with 35 psi in the front and rear. As always, follow the manufacturer’s instructions when installing any tires and make adjustments for your own preferences. Now for the fun part!

Tracking down the slopes with the Wicked Wills was great thanks to the extra mass of the tire which helped me keep the bike pointing in the right direction. Pedaling hard on the flats, these tires didn’t skip a beat and kept me moving to the next section without slowing my momentum or shimmying side to side.

Taking the Schwalbe hard into corners was awesome - I couldn`t believe the amount of extra traction that these tires delivered compared to the previous set that I had on! Coming off the corners I almost forgot that I needed to slow for upcoming technical trail features (TTFs). I really appreciated the stability the Wicked Will tires offered as they minimized unwanted side to side movement and kept my steering on track.

Under braking the tires held up well and did not lock up unexpectedly. Even when braking on very hard surfaces such as rock and hard roots the tires did well at stopping without slipping too much. On the rare occasions when the tire did start to slip, the tire never moved sideways. Rather it just locked and remained on line.

The Wicked Will is a great DH-specific tire that will get you down any slope with ease. The super tough sidewalls help prevent snake bites due to bashes from rocks or logs (I did lots of that on the slopes) and the slipped knobs and curve claw blocks on the sidewalls will keep you on your line with laser-like precision. If you give these tires a shot you won’t be disappointed!

A big shout out to the folks at SunRingle for the STR8 Track wheels, and the folks at Schwalbe for the chance to give these tires a serious test run.

My overall rating:

5 out of 10 for climbing
9 out of 10 for cornering
8 out of 10 for rolling and efficiency
7 out of 10 for loose condidtion
10 out of 10 for hardpack
9 out of 10 for stopping in a straight line

Specifications from Schwalbe:

• Downhill, Double Casing, Wire Bead
• 26 x 2.50 only
• Gooey Gluey compound
• 1370 grams
• 20 - 50 psi
• 2 x 67 EPI (TPI)

Daniel Hume, RIP. Photo from telegraph.co.uk.

Some sad news to report this week:

Daniel Hume, former pro mountain biker from the UK, was killed while on foot patrol in Afghanistan last week. Hume was ranked the #3 downhill rider in the United Kingdom at the age of 15 and in 2007 he joined the Royale Marines. It’s reassuring to know we have tough-as-nails mountain bikers like Hume protecting us overseas - he will truly be missed!

Rittner “Ritt” Lewis of Everson, WA died after crashing his mountain bike on a popular Telluride Ski Area MTB trail. Ritt died of head trauma even though he was weaing a helmet at the time. Just one more reminder that even with all the right protective gear mountain biking can still be dangerous. Hopefully his family can take some comfort in the fact that Ritt died doing something he loved.

Rest in peace.

Talk about sweet, this helmet rocks! All I can say about the THE ONE Ink helmet ($199 MSRP) is that it’s absolutely stunning - photos just don’t do this one justice. When I received my medium Ink helmet and pulled it out of the box I was astonished at how cool the vintage tattoo art looks in person. And then of course I started to think about how jealous all my riding buds were going to be when I rolled up to the trailhead.  Besides looking cool, this helmet is feature-rich and includes a second visor and a decent quality bag right out of the box.

THE ONE Ink is a composite helmet designed for Freeriding, DH and BMX but in fact this helmet could be used for almost any action sport. Designed with the rider in mind, THE took feedback from top riders such as Bryn Atkinson to perfect some of the key features shared by all THE Helmets while exceeding CPSC and CE standards. Attention to detail is evident in this helmet from the graphics to the quality of materials to the performance on the trail.

One really nice feature of the Ink helmet is the removable, washable liner. Even the liner itself is covered in hot graphics but more importantly this liner is anatomically shaped. When I put the helmet on I immediately noticed the lack of pressure points on my head. Instead, this helmet applies mild pressure equally around the head which gives it a very comfortable fit.

Speaking of fit: Once the helmet is strapped on there is virtually zero movement, even when riding washboard trails. For a DH rider this is super important since you don’t want anything distracting you on your run. The chin strap features a stainless steel double D ring which will stand up to a ton of abuse compared to some of the plastic clips on the market which is also important if (when) you collide. The last thing anyone wants is their helmet to fly off while bouncing on the dirt!

Now I’m sure more than one person is asking right about now “how well does it breathe”? Well, taking the INK out on the slopes and the trails I have to say this helmet provides sufficient air flow, especially compared to other full face helmets I’ve used. Even when wearing goggles there was adequate cooling, thanks in large part to 4 internal air channels and 15 exterior vents.

As far as weight, I found this helmet lighter than most other brands, which is a key feature for many riders out there. Other helmets I’ve tested tend to give me a slight kink in the neck due to the extra mass I am carrying, but for some reason I didn’t get that with the INK. Perhaps this is due to the lighter weight or the fact that the helmet didn’t move around - either way I’m stoked!

After a few hard days on the slopes and trails with the THE INK I have to say I truly love the performance of this helmet and would not hesitate recommending  this to anyone who wants a full face helmet with superior fit and venting. This Helmet is a premium choice for anyone looking to make a statement on the trails while protecting their noggin comfortably. Just make sure to try before you buy - some head shapes may differ and fit is what it’s all about when choosing a helmet. You know what they say - if THE helmet fits … buy it!

Cheers.

Specifications from THE industries:

• Helmet comes with 2 Visors
• 15 exterior vents and 4 interior vent channels in the dual EPS Liner
• Stainless Steel D-rings and custom THE Rivets
• Exceeds CPSC and CE standards
• Multiple patents pending
• THE ONE Composite Helmet Weight: 41oz Adult Medium

As we head into the weekend there are a few cool things happening:

Chicago is gunning to host the Olympic Games in 2016 but one problem: Chicagoland is flat as a pancake. Case in point: The original road cycling course was rejected because it was just too easy. Instead, word is the mountain biking event would be held in Blue Mounds, WI near Madison. The Trek company has to be salivating over the prospects…

Downhillers, looking for a free ride to the top? Check out Brundage Mountain Resort in Idaho where they’re offering free lift rides all day on July 2 as part of the summer season opening. The mountain boasts a 4-person high speed lift to the top of the 7,640 foot-summit which I’m sure beats pedaling all the way up Free is a heck of a value too considering that a regular daily pass is $25 (though that’s still a heck of a bargain).

Did you know the National MTB Championships are being held in Colorado for the first time EVER? It’s hard to believe but it’s true. You can catch the action July 16-19 at SolVista Basin Resort which is not too far from Winter Park. While SolVista is one of Colorado’s lesser known resorts, the Granby Mountain Bike Park located on site boasts 10 trails and a pump track. Get more info on the official site.

SUNringlé has done it again, updating and improving the STR8 Track wheel set for those who like to spend time flying through the air as part of their regular riding routine. The STR8 Track wheel set (MSRP $560.00) is just as at home on tight rocky singletrack as it is landing 7 foot+ drops. Having been tested by extreme riders like Cedric Graica you can be sure these wheels can take on anything your trails can deliver. The STR8 Track wheels are not to be confused with a freeride wheel set which would be a little beefier, but for what these have been designed for (all-mountain, heavy trail use), they fit the bill nicely with room to play.

I decided to install these wheels on my 5.5 rig with a Manitou Minute 20mm front fork, and after torquing new disks and installing tires and a fresh cassette, I was off to the trails. For the test ride I stuck with my usual tires (Eskar S-works 2.3) since I already know how the tires behave and I can concentrate on the wheel itself. At 1984 grams per set these are just a touch lighter than the Mavic Crossline (2045g) wheel set I tested last month, however the STR8 Track wheels are 2mm wider and feel more rigid than the Mavic Set. The rigid feeling on these wheels is due to the 32 Wheelsmith DB14 double butted steel spokes plus a much welcomed wider and deeper rim.  Once you  get moving it’s hard to want to stop (even the camera man had a hard time catching me). These wheel are just too much fun!

A great thing I noticed while testing the STR8 Track wheels on the trail is the smoothness of the wheel set - they roll great and do not flex laterally even when tossed into a high G bank turn. Another welcomed attribute is the relatively quiet but positive engagement of the freehub. I have found these wheels light and responsive enough and they work well traveling over skinnies and obstacles without hesitating to change direction quickly. The lacing of the spokes results in great control while the optimized spoke tension helps take the edge off impact when take big hits.

Overall I have to say the SUNringlé STR8 Track wheels are worth every penny - hit your local bike shop and take a look at these, especially if you’re on the north side of 200lbs. Being at that weight myself, (with full gear and water) I know that finding a set of wheels that will withstand serious trail abuse can be difficult. But look no further, these fit the bill and at their cost you can afford a new set of your favorite rubber as well!

Now the Official information from SUNringlé:

Use: All Mountain / Disc
Front Hub: 32 Hole Sunringlé Jumping Flea (Black)
Rear Hub: 32 Hole Sunringlé Dirty Flea (Black)
Rim: Black anodized welded Equalizer, Width: 31mm Disk brake only
Spokes: Wheelsmith DB 14 double butted spokes - black finish
Nipples: Wheelsmith alloy black
Lacing: 3 Cross (Fr/ Rr)
Weight: 1984g

Cheers folks - and remember to keep the rubber side down! Avoid the big trees - they don’t move!

Okay, so this video is a little old (2005) but I thought I’d share it for those who missed it. The video was shot during a Red Bull downhill MTB race event through the streets and narrow alleyways of Taxco, Mexico and features some pretty gnarly stuff. Riders fly down steep stairways, around tight corners into skinny corridors, and through a person’s home at one point. With a little editing this video would make a great chase scene for the next Bond film!

For those who like to ride fast down a steep downhill or if you live life on the edge waiting to hit your brakes at the last possible minute, Hayes Stroker Ace brakes may be perfect for you. Hayes has upped the ante once again with the Stroker Ace brakes; these babies have a slightly larger and thicker brake lever than the otherwise identical master cylinder of the original Hayes Strokers and an all new mono-bloc forged 4 piston caliper (like a F1 brake caliper). I just finished testing the Hayes Stroker Ace brakes and these new features plus the larger brake pads have delivered an eye popping experience.

The Stroker Aces advertised brake system weights of 440g (6” rotors) and 520g (8″ rotors) are slightly less than my measurements of 452g (for my 6” rear rotor) and 552g (for my 8” front rotor). Installing the new brakes was pretty straight forward and there was even enough hose for long travel bikes. I have tried riding with a 7” rear disc and found the braking was too powerful back there for my riding style. The 6” rear disc works well for me and it even saves some weight!

Now on to how well the Stroker Aces actually performed on the trails. It took a few runs to break in the pads and two caliper adjustments to finally get the Aces set up just right.  During my testing, I evaluated several aspects of the brakes performance including noise level, rotor and pad durability, brake modulation and release, biting force, torque, and fade.  The following chart is a summary of my observations.

I was really impressed with the modulation of these brakes and gave it a high rating of 9 out of 10.  The Stroker Aces really had a lot of control despite the large pad size and four pistons.  There was moderate braking torque when first applying the brakes.  After subsequent applications of the brake, the forces built up and I gradually had to back off the amount of braking required.  Usually when you keep applying brakes they tend to fade or need more force, but these do the opposite.  After changing the brake fluid to DOT 5.1, I found the brake actuation to be a little better.

I rated the silence of these brakes a six out of ten. It was a very wet day when I noticed the rotors and pads generating some noise that was difficult to remove.  The noise was at slow speeds and did not occur at high speed application of the brakes.  Last, the rotors and pads held up well to my testing, there was hardly any sign of wear on either part.  I’ll be keeping the Stroker Aces on my rig to see how they do in the long run though.

Overall, these brakes work extremely well and if you have a long legged all mountain, black diamond or DH mountain bike, get yourself a set of Hayes Stroker Aces and you won’t be disappointed!

You’ve probably seen a folding mountain bike before but this one is different - it’s meant to be carried in a backpack! The “Mountain Monk” is from German designer Thomas Kaiser and the idea is that you hike up a mountain with the bike on your back then ride the thing back down - sorta like a self-shuttled downhill run. Although at least one prototype exists Kaiser is still looking for production partners.

The Mountain Monk sports both front and rear suspension and disc brakes but skips the pedals since it’s meant for downhill riding only. The bike isn’t light - the current model is about 21 pounds - but it still beats pushing your 40 lb. rig uphill. The 3 gallon backpack also includes a pouch for your helmet and gloves. Could this be the start of yet another mountain biking offshoot - bike hiking? We’ll be keeping an eye on the Mountain Monk…

Via Wired Blog.