Here is some bling for those who like to stand out from the crowd. Troy Lee Designs (TLD) has been working with Selle Italia for the past few years, bringing us some fresh new looks to the otherwise boring black mountain bike saddle. This year, Selle Italia and TLD bring us the 25th anniversary”Pistone Bone” ($132 MSRP) to set the brave apart from the humdrum.

The SL TLD Pistone Bone is light enough for any type of riding at 230 grams but is still strong enough for extreme freeriding. The saddle’s backbone features 7mm diameter rails made from manganese and cromoly. To make sure the saddle isn’t too unforgiving, the shell features a mix of approximately 30% carbon composite / 70% ‘fiber glass’ matrix that “gives” in the bumps rather than staying bone-shatteringly rigid.

Underneath the super cool Lorica covered saddle, the padding molds itself to your behind over time, making for a perfect custom fit. I can easily see myself taking this seat off my FR bike and switching it over to my trail bike just because of that feature. Speaking of cool coverings, check out the graphics on this saddle. Totally awesome, totally Troy Lee. Selle Italia’s website has more great looking saddles in the TLD series of saddles including some like the SLR T1 that are almost too nice to ride.

On the trails (and on my trail bike), the SL Pistone Bone took just a short while to get used to because it’s a little different from my current saddle. In the end, the saddle did end up molding to my butt and with the 131mm wide base and 275mm length I found it just right. I set the saddle up parallel to the ground, making sure there was no pressure on the front end. The width was just perfect for me and felt fine without the hot spots that some saddles can create, especially in situations where pelvis spacing is way off. I could easily do 2 to 4hour rides on the Pistone Bone with little reservation.

On the FR bike there is not a lot of sitting but a saddle really can take a beating. Going off jumps and landing, the saddle gets banged around when your body weight bears down on it all at once. Some saddles can’t take that kind of abuse and tend to have their rails bend like a wet noodle. The SL thankfully did not. The covering even seemed to hold up pretty well to some of that abuse with minor scuffing along the sides (which only slightly detracts from the cool looks).

Overall, the Selle Italia / TLD Pistone Bone is a cool saddle with great looks and a comfortable feel. Light weight and strength blend together on this saddle for a smooth and comfortable yet bad-ass ride.

I would like to thank the folks from Selle Italia for providing this saddle for review.

The Syncros Crux pedals are intended for downhill, freeride, 4x, trials, BMX racing, and dirt jump applications. If you’re into any of that stuff and are looking for a pedal with unparalleled grip, look no further.

Syncros uses a high quality, 6061 aluminum alloy for the pedal body. The result is a pedal that’s lightweight and stronger than it needs to be. Because this pedal is competition oriented, it is lighter than Syncros steel pedals but does not come with the same lifetime warranty. The concave shape produces maximum foot/pedal contact and the specially designed replaceable pins provide more grip than any other pedal I’ve tested.

The Crux pedals feature an axle made of SNCM CroMoly, the hardest axle material available. Four bearings per pedal will keep it spinning smooth and free of play for a long time. And if the bearings ever do wear out, you can easily rebuild the pedal with parts available at your local shop. At $183.95 MSRP, these pedals costs $40+ more than the competition but at just 428 grams they’re 90-110 grams lighter than similarly priced pedals. Oh yeah and the graphics look great, especially when paired with the matching FR 31 bars. The Crux pedal is available in black & grey grunge, white & grey grunge, and white & purple grunge.

The Ride

Initially I was a bit skeptical about the size of these pedals since I’m used to riding a bigger platform. But after just a few minutes my concerns disappeared. The slightly smaller platform means all the pins dig into your shoes, minimizing slippage.

Whether you ride with a skate shoe or 5.10’s, these pedals offer plenty of grip. The unique pin design bites into your shoes so once your foot is on the pedal it won’t slip off. These pins will take a chunk out of your shin if you do slip a pedal so Syncros highly recommends wearing leg armor while using the Crux. When paired with 5.10’s, the Crux provides so much grip it feels like you’re clipped in. This makes the Crux pedal ideal for terrain where your foot would normally slip around such as technical DH, Freeride, dirt jumps, and skatepark riding.

All this extra grip gives you instant confidence. Within minutes I was jumping higher, riding faster and pulling better moto whips than usual. This confidence extends into all riding situations be it rock gardens, corners, jumps, steeps or skinnies. The Crux pedals don’t spin during foot tricks like no footers thanks to the tight bearing tolerances – a nice touch for sure. I even got some props from other riders at Joyride 150, my local bike park, on the look of these pedals and how well they matched the FR 31 bars.

The Verdict

After over a month of pounding these pedals hard they are still good as new. The Syncros Crux pedals should continue to perform flawlessly for months to come, given the impressive materials Syncros builds these pedals with. These are the best pedals I have used to date and I highly recommend them for their intended use.

Similar Products Tested

- 1664 Beaver Traps
- Axiom Roadgap
- Easton Flatboy DH
- GT Flats
- Mosh Flats
- Truvative Holtzfeller
- Truvative Hussefelt
- Wellego Flats

Thanks to Syncros for supplying the Crux pedals for testing.

About Syncros

Syncros started operating out of a Vancouver bike shop in the 1980’s, producing parts that could withstand the pounding dished out by riders on the nearby North Shore Mountains. Syncros was bought by Ritchey in 2003 and today produces high-end components built tough enough to withstand the most difficult trails while maintaining competitive weights and prices.

Today’s fastest MTB racers are choosing increasingly wider handlebars in an effort to improve leverage and control. Gravity racers are also demanding low rise or flat bars which allow the rider to get into a low, powerful position. Syncros understands this and offers the FR 31 bar for extreme riders looking for maximum width and minimum rise.

If you look around the pits at a DH race, you’ll find that most racers run bars 710-785mm wide with 0-1” of rise. These days most DH race bikes are equipped with either the Chromag Fubar OSX, Raceface Atlas, Sunline V1 or Truvative BooBar handlebars bolted to the front end. Syncros aims take some market share from these 4 companies with the FR 31 handlebar. At 315 grams these bars are around 10% heavier than the competition but at just $66.95 MSRP, the FR 31 is $20-50 less expensive than the others.

Looking at the bars, the first thing that strikes you is the width. At 790mm (31 inches), this is the widest bar on the market which translates into unparalleled leverage and control. Every rider I talk to who has switched to wide bars likes the extra control and refuses to go back to narrower bars. Of course if you just can’t get used to that much leverage or if you regularly ride trails with really closely spaced trees, you can always cut the bars to size.

The Ride

There’s a reason why all the top racers are running wide bars like these. It took me about an hour of ride time to get used to the FR 31 bars but after that I was launching jumps higher, pinning corners faster, pumping rollers better, pedaling harder, and rolling through rough terrain more easily.

No matter the terrain, your bike will feel more stable with these ultra wide bars. The width, rise, and sweep combine to put your hands in an ideal riding position which allows you to exert more power on the bars. In particular, the low rise puts you into a streamlined, race-ready position. I tested in black/grunge black bar, which drew some compliments, especially when paired with the matching Crux pedals.

The Verdict

The Syncros FR 31 bars are a perfect choice if you are a new school rider looking for more control overall and I wholeheartedly recommend them.

Similar Products Tested:

- Sunline V1
- Truvative Team DH/XC
- Truvative Holzfeller
- Truvative Hussefelt
- 2007 Raceface DH

Thanks to Syncros for supplying the FR 31 bar for testing

About Syncros

Syncros started operating out of a Vancouver bike shop in the 1980’s, producing parts that could withstand the pounding dished out by riders on the nearby North Shore Mountains. Syncros was bought by Ritchey in 2003 and today produces high end components built tough enough to withstand the most difficult trails while maintaining competitive weights and prices.

Here is yet another great MTB product from the Great White North Shore for ya, eh. Race Face was nice enough to send down the Respond component group for my dream project bike, the Opus Nelson Freeride. Today I’m going to give you the skinny on just the crankset – you’ll have to wait to hear about the rest later.

Whoever said you can’t have performance, light weight, and low cost in one package obviously hasn’t see the Respond crankset from Race Face. At just $160 MSRP, this crank is a big time value. Not only are you getting a high performance crank at a budget price but you’re also getting DH strength at all-mountain weights.

The Respond crankset is all about the features. Made from 7050 aluminum, the crank arms are not only relatively light but super strong. The newly designed DH Race bottom bracket, which starts out its life as a forging and is then machined in a CNC, keeps the crank arms all lined up and spinning smoothly. The over-sized bearing cups hold 35% more bearings and are packed with Phil Woods lube to prevent water wash out; and Race Face keeps it all contained using completely revamped triple seals.

The “Whitemare” model pictured above (love that name), comes with a ton of fitting options. Choose from crank arm lengths of 165 / 170 / 175mm and BB cup sizes including 68/ 73mm / 83mm. On top of that you also get choices on ring sizes. I opted to get a single chain ring with 36T and a matching light weight bash guard.

Installing the Respond took a bit of work but nothing a semi-skilled home mechanic couldn’t handle. Just make sure you have all the necessary tools on hand: an external BB tool such as the Park BBT-9 and an 8mm allen wrench or 8mm allen socket and wrench. Seeing that everyone out there has their own favorite chain retention device and various chainlines, it is also wise to have a ISIS crank arm puller.

Once you have all the tools gathered, it’s time to remove the old BB cups and give the BB shell a good cleaning.  After that, read over the instructions and pay close attention to the width of your BB shell so you can match the correct number of spacers and get their respective positioning (keeping in mind the chain retention device if you’re using one). Once the spacers are configured, tighten up the cups to get the shell all squared away. Install the cranks and check alignment.

For my installation I found I had to shuffle the provided spacers to get a no noise condition with the chainrings and top guide on my e-thirteen SRS+. After all is said and done, expect to spend about 30 minutes getting the cranks set up. Be sure to check the final torque (61 N-m) and don’t forget the pedals before you head out.

Hitting the trails with the Race Face Respond crankset was awesome. Off jumps and rockgardens there was zero perceivable flex from the cranks on landing. Hammering the bike in rock gardens and bashing the crank on the occasional rock didn’t seem to affect the crank at all and I really enjoyed the smooth pedal feel from the new bottom bracket. Even after a few good rides with all kinds of crud and repeated washings, I didn’t notice any loss in bearing smoothness or performance. Clearly the bearing cup and seal re-design made a big difference in how well this unit seals out contamination.

The beefy DH specific chain ring and the relatively light bash ring also make a good combo on the trail. The strong chain ring kept my chain moving along nicely and the bash ring saved the teeth of my chainring more than once. The bash ring also kept the chain from getting pulverized, giving me a confident feeling when wailing over the sharp and unforgiving Canadian Shield granite. I found myself looking a bit further down the trail than usual instead of worrying about my cranks getting bashed.

Stay tuned for more on the Race Face Respond group as well as some other great goodies from RF as well. If you’re on the fence on getting a new AM/DH/FR crank, then check these out for sure.

Specs from Race Face

BUILT FOR:AM/DH/FR
SIZE: 165,170,175 68/73, 83mm BB SHELL
WEIGHT: 1092g (22,32 & BASH)
RING CONFIGURATION: 22,32 & BASH
24,36 & BASH
DH & BASH
DH RING
COLOR: Whitemare

I would like to thanks the great folks from Race Face for providing the Respond cranks for a review. Ehh..

Ten days ago I reviewed the RockShox Totem fork and I mentioned testing the matching Vivid 5.1 rear shock as well. Now it’s time to let you know a little more about this shock.

The RockShox Vivid 5.1 is chock full of features but first I want to talk about its construction. Using race proven, hard anodized forged aluminum construction and a 12.7mm hard anodized 7075  aluminum piston shaft, this shock can take a serious drubbing. The Vivid also sports an intelligently laid out control system which allows you to get to the knobs without too much worry.

Speaking of controls, the Vivid 5.1 lets you tweak beginning and end stroke, rebound, and low speed compression. You can also adjust the spring pre-load (common on sprung shocks) and the drop stop bump stop.

Setting up the Vivid 5.1 just right took a bit of work. Using the trailside tuning guide that comes with the Vivid is a great start – it even includes a section for you to note your set-ups for specific courses. I recommend writing everything down, including temperatures and soil conditions as well (just in case).

My Opus Nelson was set up with a spring rate of 400lbs which was a touch too soft so I decided to get the 450lb spring from Rockshox. I set up the preload to about 20% sag and continued with the shock adjustment. RockShox mentions an initial set-up of 3-4-10: 3 clicks low speed compression, 4 clicks ending stroke rebound, and 10 clicks beginning stroke rebound.

I hit the trails with the preliminary settings and quickly realized I need to make adjustments. My local trails are mainly on the harder side of things with small patches of loamy and soft pads. Based on the conditions I went with a softer compression setting (2 clicks) which gave me a bit more grip when the tire was looking for traction. The end stroke rebound setting was the toughest one to nail down but I managed to get it right after carefully adding a drop of synthetic lube to moisten the seal and working the adjustment a bit. I ultimately ended up with 5 clicks on the end stroke control and it felt great. On the beginning stroke rebound, I dialed back to 8 clicks which was a bit too quick of a return so I ended up with 9 clicks, which felt just about right. Note: these adjustments may seem minor (just one click in either direction from the initial settings) but trust me, it makes a huge difference in performance!

The Vivid 5.1 felt comfortable hitting everything from rock gardens to step downs to major jumps. Fully dialed in for the terrain and your riding style, this versatile shock works very well. The internal hydraulic circuits are sensitive enough to control both slow and fast shaft speeds with equal efficiency thanks to the Dual Flow adjust technology. The control dials need to be worked loose a bit so I added synthetic lube to the seals which made it easier to turn the knobs. Other than that, I found the Vivid 5.1 to be a good rear shock with no need for using air to control the bottom out resistance like some other shocks I’ve tried. Rockshox wisely opted to used a nitrogen charge that you won’t need to fiddle with.

This shock is for anyone who has a bike with 6 inches of travel or more and intends to hit the trails and slopes hard. And with the Vivid 5.1, the harder you hit the trails, the better it performs. You’ll also find the Vivid 5.1 adapts well to the varying terrain beneath your wheels. My test bike, with 7.2 inches of travel, felt like it magically gained an extra inch of with the Vivid 5.1. The progression of dampening worked great in compression, with a smooth increase in resistance near the end of its stroke. I don’t think I ever bottomed out the suspension but if I did, it was so smooth when hit the drop stop bump stop that I didn’t feel a thing.

Give the Rockshox Vivid 5.1 ($343 MSRP + $30 spring) a test for yourself and I’m sure you’ll agree it’s a solid choice. Before you order you may want to contact your bike manufacturer and ask them what spring rate would work best for your weight and riding style. Sometimes it may take a few days for a reply but it will be worth it in the end.

I would like to thank the folks at RockShox for sending over the Vivid 5.1 for product review.

Specs from RockShox

Words like tail whip, case proof, table tops, doubles, rock garden waterfalls, shuttle runs, and sessioning will get your heart pumping and adrenaline soaring but before you saddle up you need to make sure you and your machine can survive it all. I recently had the privilege of putting some time in with the RockShox Totem Solo Air fork and Vivid 5.1 rear shock on my Opus Nelson and not only did we survive – we owned it.

This year’s RockShox Totem Solo Air DH ($1096 MSRP) includes a high pressure pump as well as the SpeedLube kit. You have a choice of aluminum steering tube options (1 1/8″ straight, 1 1/8″ – 1.5″ tapered and 1.5″ straight) so if you’re in the need of a 180mm fork the Totem is sure to have you covered. My fork comes in at 5.8lbs which is more than half a pound lighter than the previous Totem coil I was running.

Installation and Setup

Since this fork costs over a thousand dollars and sports a 1.5″ steering tube, it may be wise to have someone with the proper steering tube cutting guide tackle installation for you. I recommend the SG-7 from Park Tool or a pipe cutter capable of cutting pipes over 1.5″ in diameter. Either way you go, it’s imperative that you get the steering tube cut straight and to the correct length the first time, especially if you’re not planning on using spacers. The proper tube length can be determined by measuring the steering tube, adding the stem measurement (the length of steering tube that the stem covers), and finally the stack height. Don’t forget to subtract 3mm from that total to allot space for the top cap. Check this article on how to install a fork for further information.

Once the Totem is installed it’s important to break in the fork. Pump in the recommended amount of air into the left fork leg and then jounce things around for a good 20 minutes or so to get all the fluids where they should be while relaxing the internals a touch.  After that, it’s time to set up the Totem and head for the trails.

The Totem Solo Air DH has settings for beginning rebound, high speed compression, low speed compression and air spring pressure. When personalizing my settings I usually start with air spring pressure. I put on all the equipment I normally wear on the bike – helmet, armor, hydration and snacks. I weigh myself with full gear and use that number to get the recommended air pressure setting. Looking at the sag meter on the right fork leg I set my fork at 25% sag.

Low Speed Compression

Setting the low speed compression is the next step and it’s a good idea to start at full soft (about 4 clicks in) before adding clicks until you’re satisfied that the front of the bike doesn’t dive excessively when pedaling or hitting the brakes hard.

High Speed Compression

Finding the right high speed compression setting will take a bit of time riding as you need to get the speed of the fork up. The best way to check your settings is to take a drop or a square edged corner to get the shock reacting quickly. Again, I like start at about 4 clicks in and I keep adding damping until I have a controlled fork compression without the fork eating up all its travel and bottoming out (stopping abruptly in its internal bump stop). You will know you have too much high speed compression when you feel your wrists compress and an uncomfortable amount of force travels through your body on impact.

Rebound

Rebound is the final setting to manipulate and you can also do this one on the trail. Here you’re looking for a controlled return to ride height after the fork compresses. You don’t want the fork to feel like it’s tossing you off the bike on return (too little rebound) nor do you want the fork to come up so fast that it feels like the fork is losing travel over multiple bumps (too much rebound). I set rebound so that when my palms are open and I press down hard, the returning force doesn’t push my hands away from the bars.

On the slopes with the Totem

Hitting my favorite testing ground with a new fork this early in the season was a real treat and I almost immediately noticed a difference in how the fork performed compared to the older coil unit that I had. Right off the bat the reduction in weight on the front end made it much easier for me to change direction through tricky obstacles. Consequently, going over flowy sections on the slope didn’t leave me as tired from pulling on the bars and left me with an ever bigger grin than usual.

The trails where I ride offer a great mix of rock gardens with progressively larger rocks (one of BTB’s favorite features to challenge riders) plus sections of super fast and smooth lines. These trails also go from raggedy, off-camber rooted sections along steep slopes to multiple step downs, step ups, and progressive table top jumps – basically your everyday freerider paradise.

The transitions from fast stretches dropping into the tighter, technical rooty sections was great for testing the Totem’s low speed compression. This fork maintained its composure, controlling the attitude of my bike while braking and keeping the front end at ride height without feeling harsh in my hands. With the drop downs and table top jumps I felt like I was landing on a soft pillow before rapidly recovering with a controlled return to ride height. Whenever the bike hit the ground, the fork did its thing on initial impact, slowing me down without that harsh feeling on the wrists. Rebound also felt good coming back without bucking me off like a wild bronco.

From my tests I could also tell that this fork is tough – really tough. At one point I cased a jump so bad I had a few of my buddies on speed dial to 911 as I skidded across the dirt in a 720 degree body flip. There wasn’t a scratch or dent on the fork despite that tumble and everything still works great.

For those of you who are looking for a heavy-duty, single crown FR fork, the Totem Solo Air DH should be on a real short list of must haves. If pressed for a complaint about this fork I’d have to say I’d like to see a cable clip for the brake cable instead of having to use a cable tie (nitpicky, I know). I really love the simple layout and how easy it is to tune this fork; the high flow compression piston is my new best friend. And for those of you who love being an individual, the Totem comes with a massive sticker pack that allows you to make this fork uniquely your own. Check out the RockShox website for further details.

My overall ratings (out of 10)

Specs from RockShox:

I would like to thank the folks at RockShox for providing the Totem Solo Air DH for review, and of course the good folks at OPUS for the Nelson as my test bike. Stay tuned for the Vivid 5.1 review.

If you’re into running the slopes with your DH / FR bike or want a bullet proof tire for you AM bike, check out the 909 and the Intruder from Intense Tyre Systems. These are two tires with one purpose, each built for slightly different trail conditions. Both the 909 and the Intruder are available for around $49.99 MSRP each.

The 909 and Intruder feature foldable lightweight beads, which let’s face it, is a good thing when it comes to storing or keeping a few spares around. As with many true DH-specific tires, these babies are double ply which means they have 2 layers of fabric instead of one, increasing durability without increasing weight. Along the side of the tire, ITS adds something called a Pinch Flat Bumper which prevents the tire from folding over on itself and biting the tube. As an added benefit, the Pinch Flat Bumper allows you to run a few pounds lower pressure to increase traction even more. With 50a Durometer black stuff covering the carcass of the tire you have a rubber that will stick well to many surfaces. The downside is that these tires won’t last as long as some other tires on the market but if you’re looking for a tire that sticks then that’s the trade off you have to make.

ITS 909 Mountain Bike Tire

First up on the course was the ITS 909 which weighs in at 1163 grams for the 26 x 2.35″ version. ITS says the 909 is good for loose, soft, and intermediate soils. With six rows of tread, the two center knobs are set so that you have twins side by side with alternating spacing, giving you a combination of good traction with lowish rolling resistance. Still, the spacing between the center knobs is enough to tackle softer terrain (though not mud).

The transition knobs that lead into the cornering knobs are a perfect balance of bite without the squirm. This makes the 909 a good choice for riders who want decent traction and aren’t afraid to pitch the bike into the berms. During my testing I found that the 909 easily allowed me to get nearly horizontal.

Over boulders and rock gardens I felt comfortable knowing that the Pinch Flat Bumper was there. I did notice however that the tire needed a break in period to relax the carcass of the tire. Over the first few runs the tire was a bit sluggish when turning and did slip ever so slightly compared to later when I had many more runs into it. After break-in I found the tire flexed underfoot and gripped wonderfully in the corners (inflated at 36psi). I also found the tire was at its best when the ground was soft enough that riding over the trails left a slight imprint in the ground (about a 1/16th of an inch).

909 Overall impressions

8 out of 10 for rolling and efficiency
7 out of 10 for loose conditions
8 out of 10 for intermediate conditions
7 out of 10 for hardpack conditions
7 out of 10 cornering (*8 when intermediate)

909 Specs

Usage: DH
Conditions: Loose – Soft – Intermediate
Size: 2.35
Compound Sticky Rubber LSG 50a compound
Weight: 1163 grams

ITS Intruder Mountain Bike Tire

The second DH tire that I had a great time playing with is the new Intruder 26 x 2.35″. The Intruder weighs 1200g which is officially just a shade heavier than the 909 but my scales showed the two tires weighed nearly the same. Just looking at the tread pattern you can get an idea of what this tire is made to do. When the weather gets bad or the course you’re running gives you everything from hard to loose terrain, the Intruder has your back.

The Intruder loses a bit on rolling resistance due to the more open center block pattern but the good news is the tires resist caking and packing of loose soils after hitting soggy sections. The intermediate blocks on the Intruder sit a bit higher than the 909s and are spaced a little wider from the cornering blocks. On some tires this would cause the tires to squirm but in this case the strategically placed blocks track straight and offer good cornering performance. The upshot is this tire will inspire you to really pitch it, even in the loose stuff.

While the Intruder is a great tire, it’s not as well suited as the 909 for dry courses. Where the Intruder really shines is in damp situations, especially when cornering. Most of my FR buddies who tried this tire agree.

Intruder overall impressions

7  out of 10 for rolling and efficiency
9 out of 10 for muddy conditions
8 out of 10 for soft conditions
7 out of ten for intermediate conditions
8 out of 10 for cornering (9 for damp soft stuff)

Intruder Specs

Usage: DH
Conditions: Mud – Soft – Intermediate
Size: 2.35
Compound Sticky Rubber LSG 50a compound
Weight: 1200 grams

Thanks to the shredders at Intense Tyre Systems for providing these tires for testing.

In case you missed it, last month the Freeride Mountain Bike Association (FMBA) announced 15 freeride competitions being held under the Freeride MTB World Tour banner in 2010. Events are taking place all over the world and are rated from bronze to diamond based on “the type and demands of the course, the rider line-up, the level of prize money, the professionalism of judging, media output and services in general.” At the end of the tour the top riders (based on their best four finishes) will share in the 20,000 Euro prize pool.

Freeride MTB World Tour events in the US include the Teva Mountain Games Slopestyle (Vail), Claymore Challenge (Northfield, NH), Crankworx Colorado (Winter Park), and the Redbull Rampage (Virgin, UT). The tour also includes 4 stops in Austria, 2 stops each in Canada, Germany, and France, and 1 stop in Great Britain.

We’re a little curious about the newly formed FMBA and a quick web search didn’t shed much light on the organization. The initials FMBA are dangerously close to those used by the International Mountain Bike Association and we wonder if the purpose of the group will include advocacy for new freeride trails? We’ll keep you posted…

2010 is truly a year for outstanding components. e*thirteen has come up with a good one for those of you who love pointing that rig of yours down a slope. The folks at e*thirteen seem to have a philosophy that says “don’t stop till it’s perfect – then make it better” and the SRS+ chain retention device is evidence. e*thirteen produces an array of specific chain retention devices including the XCX, the first chain retention device for XC riders wanting to run 1 x 9.

At 195 grams, the e*thirteen SRS+ is probably the lightest solution for your FR or DH rig running a typical 1 x 9 configuration. This premium chain guide is designed for World Cup downhill / 4X / park and freeriders. The kit comes with everything you need minus the chain ring bolts and depending on your setup you may need longer bolts due to the extra thickness of the Turbocharger bashring (included).

The SRS+ features an improved back plate with a 3-position adjustable Tech 3 Stealth pulley which accommodates bikes of different chain stay lengths and designs. e*thirteen redesigned the Bolt-and-Go top wear plate and you can get this with or without the ISCG 05 adapter plate. The SRS+ comes in black or white plus limited-production colors like red – but hurry because the special colors tend to go quickly. Keep in mind when ordering to get the correct size for your application: either the 32-36T or the 36-40T version. If this is a bit daunting for you, you could always check out the e*thirteen website and their awesome GuidePicker 2.0.

Most people should be able to install the SRS+ correctly using the included instructions. The job will typically take about 30 minutes and requires a 4,5,6mm Allen key, a crank extractor (depending on cranks), and two beers. You will need to remove the cranks at least once during this operation to get the back plate in position (if you have the tabs), otherwise along with the crank you will need to remove the crank-side bottom bracket cup and one spacer (replaced when the adapter plate is installed). The most critical point of the installation is to get the correct spacing of the guide plate with the shims (in the form of varying thickness washers). The stealth pulley needs to be perfectly aligned with the chain ring for maximum performance and minimum noise.

I found the best way is to install the guide plate with the thin shims first, then install the crank back on with the chain ring minus the bash guard. Check for alignment and if you’re off, loosen all the guide bolts and add or remove shims to get perfect alignment. Keep one bolt in position while changing the other two – that way you keep everything lined up without having things fall out of place. Change up the last bolt and once the pulley is lined up, the rest of the job is dead easy.

After installation I didn’t feel any need to “break in” the new parts – the SRS+ was up and running flawlessly from the get-go. On the trails I didn’t notice my chain even hinting at jumping off the chain ring, nor did I notice the guide impeding my chain or building up crud to jam things up. The trails up here were still a bit on the soft side of things due to an entire month of cloudy and wet weather but a recent snap of cold, sunny weather helped firm up the ground a bit. Even so, with the aggressive ITS 909 and Intruder tires on my rig I found only a bit of dirt build-up around the bottom bracket which is pretty typical for terrain that’s thick and clingy.

Riding over logs and other obstacles was a snap and no worries. At one point I really cased a step up where I dead stopped the bike on a rather large log without any concern whatsoever. The Turbocharger Bash guard is really tough and came out with just a small scuff that’s barely noticeable (if I had the black version you probably wouldn’t be able to see a thing).

Overall I have to say the SRS+ ($130 MSRP) is a perfect unit for those who want a premium chain retention and bash guard combo. I have to say I was totally impressed with all aspects of the SRS+ from the attention to detail on the guide to the lightweight package and above all, the quiet and flawless performance. I believe the best parts are the ones you forget you have and for a while I forgot about the SRS+ until I was reminded by one of my riding pals when he asked about its performance. Sweet.

If the SRS+ seems out of your price range, e*thirteen has the same great performance at a lower cost with the SS+ (though the SS+ skips the bling bling anodized hardware and aluminum bits).

e*thirteen SRS+ Specs

Weight: 195 Grams
Chainring size compatibility: 32T-36T OR 36t-40T
Bolt-and-go fixed position wearplate design
Adjustable angle lower backplate arm accommodates all chainstay designs
Tech 3 Stealth Idler
Gold anodized alloy hardware
Available in black or white

A quick thanks goes out to the folks at e*thirteen for providing the SRS+ for review.

Cross-country and road riders are already familiar with Giro bike helmets – they’re typically high quality, lightweight, and comfortable. But did you know Giro also offers bombproof lids for those who love pointing their bikes down steep slopes? If you’re someone who steers toward massive drops and stunts while friends are on the phone speed dialing 911, a Giro full face bike helmet and goggle combo is for you.

This year Giro really turns up the heat with eye-popping graphics on helmets and gloves plus high quality optics on their newest goggs. I recently got a chance to test the new 2010 Giro Remedy CF ($270 MSRP) in white/gold/green which happens to match the singletracks DH jersey perfectly. I also got my mitts on the Root goggle (MSRP $129) in matte titanium with the Gold Boost 75 lens and the new DJ glove (MSRP $34) in white/green. These three items are a must if you’re planning on pushing your limits on the slopes or jump parks this season.

The Giro Remedy CF shell is made entirely of carbon composite and weighs a scant 910g (about 2 pounds) which makes it up to 30% lighter than similar helmets. The CF stands for “carbon fiber” and the overall shape of the Remedy CF is identical to the plain Remedy. The Remedy CF boasts 14 intelligently-placed vents to encourage proper air flow through the helmet as you’re bombing the trail. The internal EPS (expanded polystyrene) liner is molded to fit your head comfortably while channeling air from the exterior vents out the four rear vents.

The front chin bar is lined with EVA (ethylene-vinyl acetate) which is a great shock absorbing material for those times when you take a face-first approach to things. Just in case you’re wondering, the Remedy is only certified for pedal bikes and carries the CPSC and CE endorsements. Even though it looks and feels strong as a motorcycle helmet, it’s not actually DOT certified.

Overall, the Remedy fits on the loose side of things around the chin and cheek compared to other models I’ve tested. For those who prefer the feel of freedom inside, this is the helmet for you. Remember, it’s important to choose a helmet that doesn’t cause any “hot” spots (areas of higher pressure) on your head or face (this will depend on the unique shape of your melon).

One of the things I really like about the Remedy is the ability to remove the liner for cleaning. Just unsnap the material and rinse out your sweat – then snap things back together in a jiff. I also really dig Giro’s Super Fit system which makes pairing goggles with this helmet easy and comfortable.

Speaking of goggles, check out the Root. The Root it is a bit spendier than the popular Station MTB goggles but packs in way more cool stuff. Right off the bat you get to choose from 10 different lenses and 9 stock color ways.

The Root lenses are spherical in shape rather than cylindrical like conventional lenses. It turns out spherical lenses are shaped to match the contour of your eyes so that there is no perceivable distortion – super helpful for picking the right lines at high speed. The True Sight spherical lens is designed to rest at a constant distance from your eyes both horizontally and vertically (cylindrical lenses only keep distance constant horizontally). The lenses also offer 100% protection from harmful UVA, B, and C radiation. To top it all off, the lenses also feature an anti-fog finish and scratch resistant coatings.

The goggle surround is made of two-stage, soft foam which feels both comfortable and firm while ensuring no dust and debris may enter. The surround is also vented to allow body heat and moisture to exit which prevents fogging. The frame features extended band tabs to fit the helmet opening like a glove and keep the goggle firmly in place even on bumpy, jarring terrain. The band is 32mm wide and sturdy, though for some reason it doesn’t have anti-slip silicon strips to help prevent sliding. On a wet day it just may do exactly that.

Finally, if you want to look like a pro, your kit has to match and the Giro DJ glove offers a nice compliment to the Remedy and Root. The DJ is a durable, full-fingered glove meant to take whatever you can dish out. It’s basically a beefier version of the successful Xen glove with the major difference being the wrapped Clarino finger tips and extra padding across the knuckles. The palm features a Super Fit 3 panel and is enhanced with Clarino synthetic leather and a section of EVA padding. EVA is the perfect material for absorbing shocks and helps relieve pressure on the ulnar nerve and the abductor digiti minimi muscle (didn’t know you were getting an anatomy lesson today, didya?).

Performance on the bike

Put these three together and you have a full house. The Remedy and Root are a great match: I didn’t notice more than about 15° of peripheral vision loss which is pretty solid for a full face / goggle combo. Out at the slopes and indoors at Joyride 150, I never got overheated or noticed my lenses fogging up.

When riding outside I found the Root lens to be perfectly balanced. It really enhanced the contrast of everything, especially on overcast days when trail details tend to muddle together. I also found the tint was just right even in lower light areas, like in the shadows of trees, and I didn’t need to slow down to let my eyes adjust. At the end of the day the Root goggles are far and away better than any others I own which is saying a lot!

The DJ gloves fit a bit on the tight side for size large so I needed a few days to get them broken in. Inside, the gloves felt comfortable – no stitches digging in and the glove basically stayed glued to my hand without moving around. Overall grip was great on the bars and the added silicon on the index and middle finger helped reduce the amount of grip I needed to hang onto the “chicken switches.” At the end of the day my hands felt fairly fresh and blister-free.

Giro offers a full range of DH-ready gear to protect your assets without harshing the ride on the way down. Just remember, this stuff won’t make you invincible, even though it feels like it does!

Thanks to the folks at GIRO for the equipment we reviewed. Another big shout to the guys and gals at Joyride 150 for hosting our indoor tests.

Introducing the 2010 THE Flow, a lightweight all-mountain/freeride saddle comfortable and tough enough for daily duty.

The Flow saddle retails for around $60 which is about average for a chromoly-railed seatpost. At 227 grams this saddle is as light as many titanium railed saddles, but much cheaper. The embossed graphics ensure the saddle still looks good after extended use while the kevlar side and back panels keep the leather from tearing. The Flow measures 257mm in length and 127mm in width, pretty standard dimensions for an all-mountain saddle.

The Ride

Overall I’m quite satisfied with THE’s Flow saddle. Although THE uses less padding than most companies, the shape and flex of the Flow make it comfortable. The chromoly rails are still straight after numerous days at Joyride150, my local bike park, and the graphics haven’t worn off or faded at all. This saddle is also narrow enough that it doesn’t snag your leg as you maneuver the bike yet it doesn’t feel like riding a broomstick.

As an added bonus, installing a lightweight saddle like the THE Flow is an easy, inexpensive way to make your bike lighter. My bike lost over ½ lb after I installed this saddle. Plus the Flow has a unique design that will add individuality and style to your bike.

The Verdict

If you’re an all-mountain or freerider looking for a lightweight, good looking, comfortable saddle that won’t easily bend, break or fade, THE’s Flow saddle is a good choice.

Thanks to THE Industries for providing the Flow saddle for testing.

WTB has come out swinging in 2010 with a new and much improved product line for downhill bikes. Three items in particular stand out as products with excellent value: WTB Laserdisc DH Wheels, Dissent tires and Aviator saddle.

LaserDisc DH Wheels

WTB designed the LaserDisc DH Wheelset for downhill racers and performance-minded riders looking to shed weight off their bike without compromising strength. These wheels weigh in at 2195 grams, putting them in the same class as the 2010 Mavic Deemax UST wheel set, which weigh 2160 grams. As WTB’s burliest wheel set, they also promise to be strong. The LaserDisc DH is built from 34mm wide LaserDisc DH rims, 32 double butted WTB spokes, brass nipples and WTB Super Duty hubs. MSRP is $830 for the set, about $250 less than Mavic Deemax UST’s.

First Impression

So far these wheels are holding up very well. After numerous days at the local indoor bike park, Joyride 150, the LaserDisc DH wheels are spinning true and problem free. Unless you already own high-end DH wheels, the LaserDisc DH’s will make your downhill bike faster. The low weight allows them to accelerate quickly and the high quality cartridge bearings roll easily to help you maintain speed. These wheels are also very stiff and I haven’t felt noticeable flex yet. They look decent and have a pleasantly quiet freehub. Stay tuned for a full review of the LaserDisc DH wheels in the spring. I’m excited to see how these wheels perform on the local DH trails as well as at big resorts.

Dissent 2.5 Tires

WTB claims to have vastly improved the Dissent 2.5 for 2010. In 2009, many riders complained that the Dissent 2.5 was great in dry conditions but terrible in the wet. Too many center knobs caused the tire to clog with mud while the spacing between center and side knobs was too narrow for aggressive cornering. WTB responded by releasing the Dissent 2.3, designed and tweaked on the World Cup circuit by Fabien Barel and the Subaru/Mondraker team. The Dissent 2.3 featured more space between the center knobs for increased braking power and a wider channel between the center and side knobs to improve cornering, especially in wet and loose conditions. The Dissent 2.3 turned out to be a very popular tire in 2009 because, unlike the old 2.5, it excelled in conditions ranging from dry to wet and hardpack to loose.

For 2010, WTB has applied lessons learned with the Dissent 2.3 to the wider 2.5 version. This means there is even more space between knobs, which increases braking and cornering traction in all conditions and solve the problems that plagued the 2009 Dissent 2.5. The 2010 Dissent 2.5 features 50a soft compound rubber and a nylon insert called “inner peace” that helps reduce flats. The tire also comes in 2 sidewall thicknesses – DH and Race. The DH tire is designed to hold up to shuttle runs and park days while the lighter, race version is design for all-mountain and freeride applications. The DH version costs $60 while the Race version costs $50, which is average for a performance DH tire. Fabian Barel and the Subaru/Mondraker team will be using the 2.3 and 2.5 versions of the Dissent on the World Cup circuit in 2010.

First Impression

I installed the Dissent 2.5 tires on my LaserDisc DH wheels and set off to Joyride 150 for a couple impressive test laps. The Dissent 2.5’s roll very well for soft compound downhill tires and have great cornering and braking bite on wood surfaces. The low rolling resistance will be great on Eastern DH racetracks where pedaling and speed are key components in making the podium.

The Dissent 2.5’s are a tight fit on most rims and can cause some difficulties. I was able to mount the tire fine but getting the bead seated was difficult. After lubricating the bead with soapy water and inflating the tire to 40psi I was able to get the tire seated properly.

The Dissent 2.5’s are wide, high profile tires. This allows you to run slightly lower pressures than other tires without increasing the probability of a flat. At 1379 grams this is an average weight DH tire. Stay tuned for a full review in the spring – I’m stoked to see how these tires will perform on the rough, wet downhills we have here on the East Coast!

Aviator Saddle

New for 2010, the Aviator is WTB’s premier DH saddle. The WTB Aviator is covered by the same material that Carhartt uses for their jeans so it resists tearing and stains. The circumference of the saddle is covered by a rubber strip, offering more grip and abrasion resistant corners. The oversized 8mm chromoly rails resist bending and the comfort zone cut-out, soft padding, and flex-tuned shell make it suitable for long days in the saddle. The Aviator weighs 315 grams, about average for a normal saddle and lightweight for a DH saddle. MSRP is $80, about right for a high-end DH saddle. I’ve already spent quite a lot of time on this saddle and I have written a full review, which can be found here.

The Verdict

WTB offers some excellent DH products at very competitive prices and weights for 2010. The LaserDisc DH wheels are race-light and have been sturdy so far; the Dissent 2.5 tires promise to be a great set of tires and the Aviator Saddle is very tough, good looking, and light. I think we’ll be seeing a lot more WTB products on DH bikes this year!

Thanks to WTB for providing the LaserDisc DH Wheels, Dissent 2.5 Tires and Aviator Saddle for review