With Christmas right around the corner, a new mountain bike can be a great gift for the grom in your life. Several manufacturers have models in this market segment, and it is possible to get a “real” mountain bike for riders as young as 5 years old. Here’s a run-down on where to shop and what to look for.

First, let’s address the department store issue. Those bikes have a place in the world, but it is not underneath your budding trail partner. If you aspire to have your son or daughter safely hit the trails with you, then you need to invest in a real bike for them. ’nuff said.

For a 5-7 year old, you will want a bike with 20″ wheels. These typically have a 6 or 7-speed rear derailleur with a single front chainring. Front and rear V-brakes and grip shifters are the norm, and overall it will resemble a miniature version of your average MTB hardtail. The better models will have a 1 1/8″ steerer with a standard stem, standard handlebars that will accept off the shelf grips, and a common-sized seatpost. This age group is probably too young for clipless, but those will fit if you want to try it. (I have seen a 5 year old on SPD’s.)

For a 7-10 year old, you can move up to a bike with 24″ wheels, and the major brands will carry the same model in both sizes. This model will likely have a 3-speed crankset, but otherwise it will be a part for part match with the 20″ version… other than the frame and wheels, of course. Tire selection is better for the 24″ models, and with the extra gears, kids in this range can start doing longer and more technical rides. If they have been off the training wheels for a while, this can also be a good time to start exploring clipless pedals. My 10-year-old loves hers, and has already ridden them enough to know that she prefers SPDs over Eggbeaters.

Both the 20″ and 24″ bikes will be hardtails with some variation of an elastomer fork with no preload or rebound settings. Most kids aren’t heavy enough to compress the fork anyway, so don’t sweat that feature too much. At this point it’s just about building up their stamina, balance, and overall trail awareness and these bikes will do that. Another weird thing I have noticed is that these bikes, though small, are heavy! We have a Specialized Hotrock with 24″ wheels and it weighs 32 pounds! When my 10 year old graduated from that bike to my 27 lb Giant Trance she was loving life!

Kids all grow at different rates, but somewhere between 10 and 12, they should be ready move into a bike with 26″ wheels. Most of the major brands have models with an extra-small size, and at this point you can also explore options like full suspension, disc brakes, etc.

My 10 year old on a small (16″) Giant Trance with 4″ of travel, hydraulic disc brakes, and 26″ wheels. She weighs 75 pounds and the Fox fork and shock perform perfectly with the air pressure set accordingly.

Now that we have covered the basics, here are some actual bikes in the above-mentioned sizes.

Giant XtC Jr

This bike comes as a 20″ 7-speed or a 24″ 21 speed. The prices range  from $330 to $370.

Specialized Hotrock

This bike comes in a number of configurations for boys and girls in 20″ and 24″. Priced from $350 to $480, the top model (pictured) has tabs for mounting disc brakes.

Marin Bayview Trail / Hidden Canyon

The Hidden Canyon is 20″ and the Bayview Trail is 24″ and there is a boy’s and girl’s model of each. Chili Pepper Bike Shop in Moab rents these, so I assume they are well built.

Trek MT240 

This $430 bike is a 24″ only. Trek doesn’t offer a matching 20″ model.

Scott Spark Jr

Scott carries a full line of kids’ off road bikes, including 20″ and 24″ hardtail, dirt jumpers, and even full suspension bikes! They tend to cost more, but they are excellent quality and they are the lightest of the bunch. Like Specialized, Scott also offers disc brake mounts on their top-of-the-line model (pictured). If the kid you are buying for is into racing or just puts on a lot of trail miles in a given year, then definitely check out the Scott line.

With prices ranging from $300 – $600 in this category, and with kids growing like they do, these bikes can be more of a financial commitment than some buyers are ready for. When shopping, ask your LBS if they do a trade in program where you can trade up as your child grows, Also, if you have several kids, with basic maintenance these bikes will last for years and can easily be handed down numerous times. And finally, if you know the model you want, hit up Craigslist and eBay. We got the Specialized Hotrock 20″ in the first pic for $100 on Craigslist. It went through both of our daughters and three years later when they both had outgrown it, we put it back on Craigslist and sold it… for $90!

In the spirit of Christmas, kids and mountain bikes, don’t forget the Singletracks kids’ bike fundraiser going on right now. With your help, one of the cool bikes pictured above can end up under the tree of a kid who otherwise could never afford it.

Fulcrum is a division of Campagnolo, the Italian component manufacturer with a cult-like following of highly dedicated and loyal fans.  The Red Metal 29 XL (XL stands for “extra light”) is their top of the line 29er wheelset – and I have a set to test!  These hoops tick all the boxes required by modern, high-end wheels: light, tubeless, convertible axle, hand built, good looks, and pricey.   They also feature some interesting and unique design features, so let’s dive in.

Specs

-Hand built
-Aluminum UST Tubeless Rims
-Straight pull, over-sized aluminum spokes
-24 spokes per wheel
-2:1 lacing pattern
-Rider weight limit of 240lbs
-Weights: Front, 9mm: 810g*; Front, 15mm: 800g*;  Rear: 960g*; Front QR Skewer: 70g; Rear QR Skewer: 80g
-MSRP: $1,000

*Note: Weight includes valve stems, but does not include quick release skewers

Straight pull aluminum spokes mated with oversized axles should make for a stiff wheel build.

Included Parts and Pieces

-Front and rear internal cam quick release skewers
-Tubeless valves (come installed on the rims)
-Spoke wrenches
-Wheel magnet for use with over-sized spokes
-15mm adapters for the front hub
-Tire levers
-Fulcrum identification cards signed by the wheel builder(s)
-MoMag Nippler (pretty sure that is not what it’s called, but it’s catchy!)

This isn’t even everything that comes with the wheels.  The quick release skewers, valve stems, and computer magnet are not shown.

Hubs

The hubs are Fulcrum’s own design and are machined out of aluminum.  The front wheel ships with standard 9mm quick release end caps installed, but 15mm thru-axle end caps are included.  The end caps are incredibly easy to swap - no tools are needed and it only takes about 30 seconds.  The rear hub is 135mm spaced and standard quick release, no thru-axle here.  The freehub body is steel for improved durability, but features some very extensive machining to keep weight low.  The freehub has 32 points of engagement, or, 11.25° of free play.  Both hubs are 6-bolt rotor compatible, spin on over-sized 20mm aluminum axles, and featured sealed cartridge bearings.

The steel freehub body features extensive machining to reduce weight.

Spokes

Both wheels use 24 over-sized, straight-pull aluminum spokes laced in Fulcrum’s trademark 2:1 lacing pattern.  The 2:1 pattern puts more spokes on the higher stress side of the wheel where they are needed most, and less on the unstressed side to minimize weight.  On the front wheel there are 16 spokes laced 3-cross on the brake side, and 8 spokes laced 2-cross on the non-brake side.  The rear wheel uses 16 spokes laced 3-cross on the drive side, and 8 spokes laced 2-cross on the brake side.  A special magnet is included with the wheels so you can still use a computer (most magnets will not work with the over-sized spokes).

Quick note:  A lot of other websites have info on these wheels and say there are only 21 spokes on the front wheel, 14 on the brake side, 7 (laced radially) on the non-brake side.  Even the Fulcrum catalog says there are 21 spokes on the front wheel.  This is incorrect.  There are 24 – I counted several times to make sure, and they’re laced as I mentioned in the previous paragraph – there are no radially laced spokes, on either wheel.  You can even count them yourself in one of the pictures!

I’m using the front wheel set up for a 15mm thru-axle.  You’ll note that there are 24 spokes, not 21.

Rims

Quite a bit of stuff going on with these rims!  They’re aluminum, UST tubeless, and come with high quality valve stems already installed.  New for 2011, Fulcrum performed some extra machining on the rim between spoke holes to remove excess weight, saving 50g per rim.   There are no holes inside the rim bed, so no tape or rim strips are needed for tubeless use.  Since there are no holes in the rim bed, spoke nipples are installed in a non-traditional way – Fulcrum calls it MoMag for “mounting magnet.”  The nipples are inserted into the rim via the valve hole, and moved in place using a magnet.  The wheels even ship with the magnet and a steel insert to thread into the nipple so you can move it – I call it the MoMag Nippler.

The rims have been machined to remove excess material between the spokes to save weight.

The wheels have a rider weight limit of 240lbs, and the tech manual has a pretty good warning for anyone over 180lbs, saying the rider “must be especially vigilant and have (his) bicycle inspected more frequently.”  As luck would have it, I weigh in right at 180lbs, so it’ll be interesting to see how well they hold up for me.

Each wheel ships with a Fulcrum Identification Card with a unique tracking code, and signed by the builder.

Test Time

So there you have it, now you know all about the features of the Red Metal 29 XL wheelset.  I’ll be riding these wheels the next few months to see how they do out in the real world and on the trail.  The wet and muddy winter, along with high water levels in creek crossings, will be a good test of the bearing durability, and my three runs at the Snake Creek Gap Time Trial will provide over 100 rocky miles of racing to test the strength of the wheels.  Stay tuned!

I’d like to thank Fulcrum for providing the wheels for review.

The Glacier Glove company has been making neoprene gloves for various wet and cold activities for almost 30 years and their products have been used by the likes of the Navy Seals, the US Coast Guard, Mt Everest climbers, and on Antarctic Expeditions.

Next month, the company will be releasing a version created especially for cycling. I received a pre-release pair for testing, and so far I am really impressed!

When I first pulled these out of the package, that distinctive neoprene smell took me back to growing up on the coast of Maine around commercial fishing and other cold, wet, winter activities. There’s no lobster fishing going on here in Colorado, but it is frequently cold enough to warrant a good pair of gloves for winter riding.

The cycling-specific Glacier Gloves are just the right thickness and sport articulated fingers for a more natural fit while grasping the handlebars. The gloves extend well up the wrist for extended coverage with no gaps between the glove cuff and your arm warmers, jacket, or long sleeve jersey. Although the natural neoprene fit means they won’t really go anywhere, these gloves also include a velcro strap to cinch things down tight.

On the bike these feel great. Tactile feedback is adequate, the natural padding of the neoprene provides excellent vibration dampening, and the articulated fingers help with working the brakes and shifters. Most importantly, these gloves are WARM! The neoprene does a great job of keeping heat in, and wind and water out. You will feel like your hands are in the pockets of your favorite coat rather than leading the way through the icy wind at 20 miles per hour. In all seriousness, it needs to be colder than 35° or so or they will be too warm.

A couple of things about these gloves take a little getting used to. For example the first couple of times I shifted gears I got a “gear and a half” due to the extra thickness compared to my regular riding gloves. And though I’ve learned to work my smart phone and cycling computer while wearing my regular gloves, there is no way that will work with the Glacier Gloves; they will have to come off. Also, the velcro strap falls exactly where my heart rate monitor / wrist watch fits. I expected this to be a problem, but the glove strap is long enough to wrap around wrist and watch with length to spare, and the glove material is pliable enough that it caused me no discomfort whatsoever. If the gloves start to get a little stinky, like neoprene sometimes does, turn them inside out and wash them in warm water with some mild hand soap. Rinse them thoroughly, dry them out, and you’re back in business.

Bottom line: If you ride your bike in cold and/or wet weather, you need a pair of these gloves! They are scheduled to hit the streets in December, so maybe Santa will drop a pair under the tree for you…

Thanks to the folks at Glacier Glove for sending these gloves for testing.

Footnote: Because these are not publicly available yet, I had to settle for a pair of XXL gloves which are a bit too big for me. They seem to run pretty true to size, so when you order, use their sizing guide, or order the same size you wear in regular cycling gloves.

Since the XXL gloves are too big for me I’ll be buying my own pair, and if anyone can correctly identify the trail where the pic below was taken, I’ll send this pair to our resident Singletracks snow rider, Funrover, for his continuing winter excursions.

Photo by Funrover

We’re almost halfway to our goal of raising $1,000 to provide 10 new bikes to underprivileged kids this Christmas. Your generosity thus far is already generating buzz outside the singletracks community which just proves the power of giving + bikes! This weekend we’ll deliver the first two bikes to Ryder Transportation for their Salvation Army project and we’re stoked.

The remaining 8 bikes will go to select 3rd graders and their siblings at Belmont Hills Elementary School in mid-December and we need to raise another $525 to get there. Many thanks to all who weighed in on the forums to help us select appropriate bikes for these 8-10 year olds. We want to get the best bikes for your bucks so if anyone has connections with a retailer or manufacturer willing to offer bikes at cost, let’s talk!

You can give online using a credit or debit card and every little bit helps. And to say thanks to our top donors we’re also offering small thank-you gifts: $25 (singletracks stickers), $50 (singletracks t-shirt), $100 (pro membership).

Remember the first time you got on a bike? Help make that memory possible for a kid this holiday season!

In case you hadn’t noticed, stores are kicking off their holiday deals early this year and everyone – from local bike shops to online retailers – is offering something for mountain bikers. Here’s the low down on places to save some green on MTB gear this weekend.

Local Bike Shops

You’ll have to check with your local shop but based on what we’re hearing, there should be some great deals out there this weekend. A couple shops near us are offering 12-month, zero interest financing on large purchases and Andy Jordan’s in Augusta is offering $50-$1000 off select bikes plus a 20% off coupon for Camelbak products. Get on your local bike shop’s email list to keep up with the latest deals!

HucknRoll Festivus Sale

HucknRoll has some huge deals this month like 60% off the Six Six One Evolution helmet and 50% off Maloja Freeride shorts. You can also find complete bikes from Santa Cruz, Yeti, Kona, and Rocky Mountain at HucknRoll at up to 40% off (like the Rocky Mountain Element 30 MSL for $1,750, normally $2,999).

Performance Bike: 20% off everything

Performance Bike has more than 100 stores in 18 states and this Friday through Sunday they’re offering 20% off everything in the store between 9am and 2pm. The company is also offering select Black Friday deals like $14.99 jerseys and shorts and a $39.99 Bell Delirium MTB helmet.

Pricepoint End of the Year Blowout

If you can view the Pricepoint End of the Year Blowout ad without going into seizures you’ll find there are some good deals in there. The ad claims savings up to 97% on 800+ items from frames to pedals and brakes. If anyone happens to find the 97% off item(s), let us know – we want in!

REI: Winter Sale

REI is running their winter sale through Monday and in addition to discounts up to 30%, they’re also offering a daily deal on the website. Sadly it’s too late to get the Niterider MiNewt Mini 150 for $69.99 (normally $120) but there are still five days of deals remaining (today’s deal: a Columbia half zip top for $39.99). Take a look at these cycling-specific deals available during the Winter Sale.

Singletracks: $10 off Memberships

Our first ever Black Friday / Cyber Monday deal! Get $10 off your Pro, Trail, or Training membership through midnight Monday, November 28 when you use this link and enter the code GRAVY1.

Did we miss anything? Let us know in the comments!

Dakine is one of the big mountain bike apparel companies that really keeps an eye on performance as well as style. Add in durability and a good fit and you have the recipe for the perfect mountain bike gear! I rocked Dakine for more than half the summer and now I’m ready to share my review of the Descent long sleeve jersey and shorts.

Descent LS Jersey

The Descent LS Jersey has a familiar DH cut with a high v-neck collar and a rather roomy fit. The Raglan-cut jersey naturally has a nice-fitting arm in the long sleeve version thanks to the tubular cut. If you’re planning on wearing full armor you need to buy one size larger than normal for a proper fit.

Made from a durable 220 gm/yd polyester, the Descent jersey takes abrasion fairly well. I have had a few close calls with trees and even a crash or two on the rocks, and with the exception of a small tear (I was using elbow guards at the time), everything has held up great. Sewn into the jersey’s left side seam is a protected chamois to clean up your lens when things get really down and dirty. And to prevent stinking like a trash can, the fabric has an anti-microbial treatment which manages the deluge of bacteria that can cultivate while riding (or leaving you jersey in the trunk of your car for a week after a big ride).

As far as style goes, the asymmetrical  graphics are a bit different but I think they’re pretty cool. What looks like simple stripes from afar is actually an intricately printed maze – the graphics are definitely eye-catching.

Descent Short

The Descent shorts are purpose-built: constructed from 400D plain-weave nylon, they feature a mesh-polyester liner. That makes for a durable and comfortable short.

As far as fit, Dakine has you covered with perforated panels for better air flow, a ribbed crotch gusset for comfort, and a bit of extra stretch to provide maximum range of motion. What makes this a truly downhill-specific short is the 16″ inseam legs: perfect for just covering the knees, even with armor. The ratchet-type waist adjustment and back lumbar pad add to the durability, fit, and comfort.

If you didn’t already pick up on this from the pics, the Descent shorts and jersey are designed to match. Running both together makes you almost feel like a sponsored rider! But critically speaking,  the jersey and shorts do fit together perfectly with approximately the same fit and a similar feel to the materials.

The Test

The Descent shorts and jersey found themselves used and abused on the slopes of Blue Mountain and Horseshoe Valley resorts. Coincidentally, the instructors at Blue also use the same gear. You can imagine the confusion that arose from time to time. I was informed that the guys at Whistler also use the Descent jersey and shorts. With that kind of street cred, I feel like I’m in good company!

During the late summer months and into the fall, the Descent gear held up superbly! Despite taking various spills on rock gardens and hard-packed berms, the jersey and shorts endured, with very little sign of wear. I personally loved the feel of the material and the roomy fit that the Dakine gear provides. In case you haven’t been on a downhill or freeride bike before, there is a lot of body movement going on, with the legs and arms really working it. The combination of roominess and cut keeps the clothing from snagging up. Nothing bugs me more than having my clothing snag and pinch while I’m trying to get my groove on.

Not only do the Descent jersey ($60 MSRP) and short ($100 MSRP) look good, but they measure up in the performance and comfort arena as well.

Thanks to Dakine for sending out the Descent short and long sleeve jersey for review.

Judging by the number of new and improved helmet cameras that hit the market each year, manufacturers are still trying to find the sweet spot where quality, dependability, usability, and affordability intersect. Over the past three years helmet cameras have moved from disappointing to good-enough to… well, almost exciting. The Drift HD is part of a new crop of helmet cams that just might get you excited about shooting video on the trail again.

The Drift HD from Drift Innovation is the latest and greatest in the line-up which includes the HD170 Action Cam and the X170 Action Cam. Compared to the HD170, the Drift HD beefs up the still camera resolution to 9 megapixels while reducing the length of the camera by 25%. The HD also utilizes the 170-degree wide-angle lens in all shooting modes, unlike the HD170 which limited the lens angle in full HD mode (1080p).

Ok, so after that last paragraph I’ve nearly lost about 70% of you who are considering buying a helmet camera. There’s a lot to keep track of here and the camera companies aren’t doing us any favors by trying to pack in dozens of features many of us will never use. The whole spec-war reminds me of buying a digital camera back in the early 2000s when it was all about megapixels and memory size. What about the majority of us who just want to get out, ride, and make a few short videos on the trail? Read on.

Quality

You’re not going to get cinema-quality footage out of the Drift HD or any other helmet camera out there for that matter. The Drift HD does include features like auto white balance and exposure settings to help you improve video quality but it can be hit or miss. Using the camera in “night mode” my footage actually came out pretty true to life, better than I could have done with a digital still camera (see embedded video below). But on a bright, beautiful fall ride punctuated with blazing red, yellow, and orange canopy, the footage ended up looking washed out and bland.

Dependability

One of my biggest gripes about helmet cameras is how difficult it can be to get a steady shot out of a fast ride. No matter where you mount the camera it seems like the video almost always comes out shaky but the Drift HD makes it possible to lose the shakes.

First, the Drift HD mounting system is solid and locks into place using a wide, rectangular clip into the included helmet, bar, and sticky mounts. On a hardtail mountain bike, mounting a helmet camera to the bars (or any other part of the bike for that matter) is usually a waste of time but I actually got some good footage using this camera. Unlike other systems on the market, the Drift HD includes a vented helmet mount and bar mount right in the box so you can figure out what works best for you. Even better: you can use the quick-lock mounting system to swap between helmet, bars, and other mounting positions with ease.

Using the built-in LCD screen you can watch your recorded footage on the trail to help you quickly dial in the most stable mounting points and interesting camera angles. The best mountain bike videos are made by sessioning features until the rider nails it and the Drift HD allows you to keep rolling and adjusting until you get the right shot. It’s always disappointing to get home and realize your camera was pointed at the ground the whole time because you couldn’t preview the footage!

The rubberized camera body is water resistant and does a good job absorbing the occasional glancing tree branch. After one misty night ride I took my helmet off and realized the Drift HD was dripping wet, as if it had been dunked in a stream. Still, the video footage came out great and I didn’t have any problems with the camera afterward.

 Usability

Drift packed a ton of features into the HD – still camera mode, external mic input, half a dozen video shooting modes, and even a rotating camera lens (helpful depending on how the camera is mounted). Still, this is a very usable camera for those who just want to ride and film their adventures. Drift includes a wireless remote control but I found even mounted on my helmet I could start and stop the camera pretty reliably with gloves on.

Four mounts and a remote control are included with the Drift HD.

For those who like to geek out with settings, the on-screen menus are pretty easy to navigate using the four top side buttons. The battery is rechargeable and the camera includes a removable microSD card. There’s even an HDMI output in case you want to air your unedited footage on an HDTV.

Sample Footage

The video below is a short sample of night riding footage shot with the Drift HD (click here to watch on YouTube).

Also check out this video from the Baker’s Dozen race (bar, helmet mount) and this one from Bent Creek (helmet mount, downhill).

Overall I’m pretty impressed with the Drift HD and have enjoyed using it on the trail. This camera is as close to plug and play as I’ve seen in a helmet camera and it doesn’t take a lot of effort to get decent footage. The Drift HD is available in stores now for $369 MSRP.

Imagine my surprise when when a local bike shop employee sent me an e-mail informing me their Specialized sales rep had left a pair of new Specialized 29er tires for me to review.  Sweet!  I went to pick them up and was stoked to see the newly redesigned Fast Trak and the new Ground Control, both in the Control version and 2Bliss Ready.

Specialized got into the bike business with tires, and recently they felt like they had fallen behind some of their competitors.  To up their game they went back to the drawing board on some of the tires and started using Finite Element Analysis (FEA) as part of the design process.  FEA allows the tire to be modeled on a computer and run through virtual tests, which is much faster and cheaper than producing tires to test, and it means the first prototypes that are manufactured are further along in the design process already.  The new Fast Trak and Ground Control are the first two mountain bike tires that use FEA in the design process.  The Ground Control was produced a long time ago, but the new tire shares nothing with the old other than the name.

FEA allows engineers to get a good idea of how a tread block will react under load before any prototypes are produced.  Photo: Specialized

Fast Trak

-Size: 29×2.0 (also available in 29×2.2, 26×1.8, 26×2.0, and 26×2.2)
-MSRP:  $50-$55
-Bead: Foldable
-Casing:  2Bliss Ready
-Claimed Weight: 630g
-Actual Weight: 560g – No, that’s not a typo, my tire came in considerably lighter than the claimed weight.

Specialized says the redesigned Fast Trak has more grip and less rolling resistance than the old version.  The tread pattern has been completely redone, and the tread blocks are now sipped – meaning they have a small groove on the surface.  I had the old version on both ends of my geared bike, so I’m pretty familiar with it.  I can say without a doubt that this new tire is worlds better than the old – and I liked the old version already!  The casing is much more supple and smoother rolling. It eats up little bumps and irregularities a lot better, leading to more stable cornering and higher cornering speeds.  I actually had to increase my air pressure a few psi because the casing is so supple – it felt a little too squishy at the same pressure I used the old version at.  Still, even with a few more pounds it rolled smoother and faster.

The Fast Trak tire I received was a final prototype version, identical to production tires except for this cool prototype decal on the sidewall.

Generally when a tire loses rolling resistance it loses grip as well, but this isn’t the case with the Fast Trak.  It grips better in the corners, under power, and while braking.  In true hardpack conditions it’s a fantastic tire, and in loose conditions it’s much better than you would expect with such small knobs.  The sipping on the tread blocks (something the old version didn’t have) is certainly part of the reason for the increased grip.  I didn’t think it could really make much difference, but it does.  The sipping basically gives you two biting edges on one knob.  To feel it yourself you can press a finger on one of the knobs and try to slide it off – you can feel the sipped edge roll up and dig into your finger.  Cool stuff.

Fast Trak tread design.  Nearly continuous center tread for low rolling resistance and larger siped shoulder knobs to bite in the corners.  The round profile means you can really lean on this tire.

The Fast Trak now rolls almost as fast as the Renegade, but has much more grip.  Because of this I would say the Fast Trak is a much better tire for most riders than is the Renegade.  But if you want the ultimate in low rolling resistance, but still want semi-sure-footed cornering, put a new Fast Trak on the front and the Renegade on the back.  I’ll be trying this set up eventually, but with all the leaf litter on our trails this time of year I need something more aggressive on the front.  But as a rear tire it works great, even with all the leaves down.

Ground Control

-Size: 29×2.1 (also available in 29×1.9, 26×1.9, 26×2.1, and 26×2.3)
-MSRP:  $50-$55
-Bead: Foldable
-Casing:  2Bliss Ready
-Claimed Weight: 670g
-Actual Weight: 630g – Again, not a typo – both of these tires came in lower than the claimed weight.  And yes, the scale is accurate.

The Ground Control is a different animal than the Fast Trak.  While Specialized classifies the Fast Trak as a “Competitive XC” tire, the Ground Control is classified as an “XC Trail” tire.  The Ground Control has larger squarish knobs with plenty of spacing between them.  Like the Fast Trak the tread blocks are siped for improved grip.  Specialized claims the Ground Control has more grip than a Captain and has about 20% less rolling resistance thanks to the more advanced casing and tread design.

The Ground Control rolls much better than the widely spaced square knobs would lead you to believe.  And it has a more square shaped profile than the Fast Trak.

Once again, it looks like all the money Specialized put into the R&D for this tire paid off.  Just by appearance I could tell these tires would grip pretty well – and they do.  The Ground Controls grip even better than I expected and seem to at least match the Captains for cornering grip in most conditions.  The Captain does grip a little better in really loose conditions however.

What surprised me was just how fast the Ground Control rolls, because it doesn’t look like a fast rolling tire. I put the Ground Control on the front of my single speed, which has the very fast rolling Renegade on the back, and was blown away by the rolling speed.  Topping a climb it felt like the bike was getting pulled down the next hill faster than normal, and motoring across the flats I felt like the tire wanted to just keep rolling forever.

Close-up of the Ground Control tread.  The siping on the tread blocks seem to make a big difference in grip.

Verdict

Specialized hit the mark with both of these tires.  The redesigned Fast Trak is better than the previous version in every way and the Ground Control has a ton of grip for as little rolling resistance as it has.  I do wish Specialized would make a wider version, either a 2.3 or 2.4 would be great.   It’s strange that the XC racing-oriented Fast Trak comes in a wider width than the Trail oriented Ground Control, for 29ers at least.  I used both tires tubeless with Stans sealant and no issues at all.  So who are these tires for?

If you value grip over speed, but don’t want something that rolls like a square, and don’t need a big tire – try the Ground Control.

If you value speed over grip, but want more grip than a near semi-slick like the Renegade – try the new Fast Trak.

Special thanks to Specialized for providing the tires for review.  Get all the details on the Fast Trak here, and Ground Control here.

The Ibex Maroc 29er has multiple personality disorder – but it’s the most wonderful disorder a mountain bike can have!

The Test

Any bike that shows up on my doorstep is bound to get the snot kicked out of it. The only question is whether or not it’ll get up and beg for more.

I have put well over 400 miles on the Maroc over the last 3 months, and have ridden it on trails all across the nation. I thrashed epic alpine rides in Crested Butte, Colorado (check out one of those ride reports here), punished it on my local trails in the mountains of North Georgia, and raced it in an endurance race in Sumter National Forest, South Carolina.

Over the course of my testing I’ve destroyed 1 WTB Laserdisc 29er wheel, 2 SRAM X-9 derailleurs, 2 derailleur hangers, and 1 jockey wheel. Despite all of this abuse, the Ibex Maroc got up off the ground, dusted itself off, and asked for more!

Personality #1: Lightweight Race Whip

As I recently demonstrated, the Maroc 29er is light enough and fast enough right out of the box to be competitive on the race course! The carbon fiber frame, carbon bars, carbon seat post, WTB Wolverine and WTB Nano tires, and X-9 2×10 build all contribute to the low stock weight.

As I mentioned in my initial review, my 16.9″ Maroc weighs in at just 24.82 pounds with a cheap pair of Wellgo SPD pedals installed. A number of crucial upgrades could drop this number by 2-3 pounds quickly:

• Lightweight Eggbeater pedals
• Tubeless conversion
• Lighter wheelset

The first two upgrades are fairly inexpensive, and while the third may cost more money, it would really help shed weight where it counts. If you really want to make this bike go anorexic, there are any number of parts that you can continue to upgrade. With a frame that only weighs 1,050 grams (2.31 pounds), the sky really is the limit!

While there are components that could be upgraded, whenever I am out riding the Maroc, either in an endurance race or just in a fast-paced group ride, I never feel like there is one single component that I can point at and say that it is holding me back. This bike was well-planned and features an excellent build. I’ve even had several friends remark that I climb way faster on this bike than on any other rig in my shed. No, the only thing that ever holds me back when riding the Maroc is my personal fitness–the amount of time I do (or do not) spend out on the bike.

Personality #2: Aggressive Trail Bike

While I do go on a lot of fast-paced rides, the majority of my time on the bike isn’t competing in races… it’s just riding around on trails. To that end, I was pleasantly surprised to find that the Maroc 29er is a very capable trail bike!

A number of factors contribute to the Maroc’s general trail-worthiness. As maddslacker astutely pointed out, the Maroc sports a 70 degree headtube angle, which is rather slack for a hardtail. Even so, the Maroc still climbs superbly, while the 70 degree headtube allows it to descend like a demon!

To guard against rocks and random trail debris, the bottom of the downtube and chainstays are Kevlar-reinforced. Any worry that you might have about destroying this carbon frame from a random rock hit should be easily assuaged!

Kevlar-reinforced downtube.

You can see the Kevlar weave (the tan color on the underside) through the outer clear coat.

Cockpit

A few critical components help the Maroc perform admirably as a trail-attack bike. First up, the carbon fiber Race Face Next handlebar measures a glorious 685 mm wide with a nice, low rise. This provides precision handling at high speeds and a comfortable posture when descending steep slopes. I have to be honest, I’m a big-bar-lover, and I think the wide Race Face Next is perfect for this trail application!

Fork

The Rock Shox Reba RLT tapered 100 mm fork handles suspension duties and performs perfectly in all sorts of chunky conditions. I’ve ridden a couple of 29ers with 80 mm forks, and 3 inches of travel never seems like enough squish to my trail sensibilities. Bump it up to a 4 inch fork like the Reba RLT, though, and in my book, that’s just about perfect for a hardtail 29er! It’s enough travel to absorb all sorts of chunder-inducing ‘nast without harshing the climbs. Also, the Reba RLT features a mechanical pop-lock on the handlebar for easy-access remote lock out.

Braking

Many hardtails just run 160 mm rotors front and back. The Maroc, however, features a nice big 185 mm rotor up front to provide maximum stopping power while bombing at speeds. Yes, it’s obviously a bit heavier than a 160, but I really appreciated the additional stopping power during epic descents in the mountains of Colorado and north Georgia.

I’ve ridden a number of 29er hardtails with rotors that felt severely undergunned… not so with the Maroc!

Tires

The Maroc 29er comes stock with a WTB Wolverine 2.2″ tire up front and a WTB Nano 2.1″ tire in the rear. As I mentioned in my initial review, the choice of the Nano 2.1 is due to the tight rear tire clearance between the rear chain stays. While the Nano doesn’t rub, it still runs very close to the stays.

Out on the trail, though, this tire combination is definitely aggressive enough to tackle some serious terrain. The 2.2″ Wolverine is surprisingly aggressive for being so lightweight, and while the Nano is the most aggressive tire that will fit on the rear of the bike, it tracks true through a surprising amount of varied terrain.

SRAM X-9 2×10

While this is my first time on SRAM’s X-9 2×10 group, I’ve spent a significant amount of time on their X-7 2×10 and X-9 3×9.

In short, I am a huge fan of the 2×10 system, especially on a hardtail 29er! If you want more information, be sure to read my general 2×10 review and trek7k’s X-O 2×10 review.

Color, Tube Shape, and Other Details

The tube shape and general attention to detail is truly the icing on the cake. Riding a mountain bike that performs superbly is one thing… riding a mountain bike that performs superbly and looks good doing it is just that much better!

The naked carbon look is definitely “in” right now, and I love the stealthy black with the red highlights from the X-9 group.

The large curved tubes definitely add to the aesthetic appeal. Where the color and graphics end, the curves and cleanliness of the internal cable routing take over.

Finally, Ibex spared no expense and included a custom stem cap and custom head badge (not a decal).

Negatives

Negatives, what negatives? This is such an excellent bike that it is hard to complain about anything!

Nevertheless, it is worth noting (as I mentioned in my “on-test” blog post) that the clearance in the rear chainstays is very tight.

And while I think the Nano provides excellent traction for such a low-profile tire, after 400+ miles it is already showing significant wear:

Before / After

After.

I suppose that’s the trade-off, though: tackier rubber = shorter life span. It’s a tough choice, but with the performance that the Nano has been giving me, I think Ibex made the right choice.

Final Thoughts

In my opinion, the Ibex Maroc 29er is everything that a 29er hardtail should be: lightweight and fast, but at the same time aggressive, and more than capable of holding its own against some rowdy singletrack and equally rowdy riders! In spite of the issue with the rear tire clearance between the chainstays, this is one mountain bike that I could see myself riding for a very long time!

MSRP: $2479.99

Many thanks to Ibex for loaning me the Maroc 29er for review!

Photo Gallery

To view the large images, click on the thumbnail, then click on the thumbnail again on the next page and you’ll be there.

Fox has revamped their entire lineup for the 2012 production year. As a part of this revamp Fox has delineated the lines between their products so that you and I can understand them a bit better. The top-tier Factory line is where you can find the Talas 150 FIT RLC and all the latest and greatest technology by FOX. The mid-level gear is under the Performance category, using conventional coatings on the components and a slightly simplified damper. Finally, the Evolution line features high-quality entry-level forks that are priced for people looking for true quality at a real bargain.

Features

The 2012 Talas is truly something else… “revamp” doesn’t even begin to cover the advancements! For starters, the Talas features the new Kashima coating on the stanchions. To assure you that you got the real deal, the stanchions are now printed with a genuine Kashima coat logo, so that you and all of your friends know it! Kashima is a very low friction hard coating on the stanchions that is designed to extend the service life as well as provide a super low friction surface for the seals and bushings to ride on.

After my 1 1/8″ steering tube was cut to size (7 7/8″ or 200 mm  in length), the Talas weighed in at 3.8lb – pretty respectable for a fork with 5.9″ (150 mm) of travel when extended. The Talas is offered in both 9mm and 15mm QR configurations, but truthfully a fork with this much travel should really be run with the 15QR. If you’re still sitting on the fence thinking about going to 15QR, just stop thinking and go for it.

The last Fox 32 fork I reviewed was the 2010 32 Float 150. At that time it had the non-FIT damper, but this time around the Talas 32 runs a FIT damper cartridge. That in itself is a great feature to have on a fork. The FIT (Fox Isolated Technology) essentially runs a damper inverted with the single walled bladder holding all the suspension fluid. This prevents aeration (the production of tiny air bubbles) and improves the overall performance of the fork. First introduced back in 2005 on the 36 and 40 models in the RC2 dampers, the 32 FIT has benefited from all that development to now provide a 32 version with as little internal friction as possible.

Another big benefit that comes from inverting the damper is the location of the dials. Up top on the damper cartridge you have the low speed compression control, the lock-out adjust, and the lock-out lever. The rebound knob is located down below on the bottom of the fork leg, which makes more sense as the rebound setting is something that is changed less frequently, primarily only when tuning. The TALAS 2-step lever is located on the left leg, and in the middle of the lever is the rather stealthy air valve.

Installation

Installation of the Talas 32 150 RLC should only be attempted if you have the proper tools. With a price of about $880-$895 (depending on steering tube), you don’t want to screw things up and cut the steering tube too short. For this job you will need:

• Threadless saw guide
• Hacksaw
• Vise or stable bike stand
• Tape measure
• Lower race tool (length of aluminum pipe which fits over the lower race)
• Star nut tool
• Torque wrench
• Hex Keys

Begin the installation by removing your existing fork, being careful not to damage the brakes, shifters, or anything else you need to reuse. Once the old fork is off the bike, carefully remove the lower race and then measure the steering tube length. The measurement is taken from the face of the fork where the race fits to the end of the tube (be sure to check out our fork installation guide).

Once everything is installed it literally takes 5 minutes to set up the fork. I started setting sag by placing the fork at its 150 mm length and then playing with the pressure until I got 20% sag using 90 psi in the air spring. I ended up setting the fork with 4 clicks from soft on rebound, 10 clicks on the lock out, and 7 from soft for compression. I found that this combo worked great for the majority of terrain that I have ridden around Southern Ontario.

The Test

So what does Ontario offer? Well, depending on where you ride, there is soft, loamy terrain, slate, and some really rocky areas. It is definitely a great mixed-bag of terrain that is perfect for testing out any suspension.

I used the Talas on my 5.5″ Opus Crate, which is my go fast(ish) trail bike, so I use it for a variety of conditions. I have used the fork on step down drops of 6ft ± with smooth transitions, fast rolling terrain, and technical rocky sections. The Talas hasn’t let me down in any of those conditions.

I found that once I had tuned the fork it was almost a set-and-forget situation. Once the settings for compression and rebound were dialed in, the damper was so effective at keeping me in a good riding position that, aside from a few long climbs, I almost never used the lock-out. In spite of that, the lock-out is easy to get to with or without gloves.

On the technical climbs (usually the rocky ones) the Talas adjustments come into play nicely. Dropping the travel down from 150 mm to 120 mm steepens the head angle and lowers the center of gravity a bit more, allowing for a better position while climbing. Once the climb is over, the control knob on the Talas’s side is, again, easy to get to with or without gloves. Just remember to lean back a bit or cycle the fork to get the bike back into full travel.

The inverted FIT damper with the compression knobs up top, like its bigger cousin the 36 FIT, makes a lot of sense. I find that I tend to play around with the compression much more than rebound, so having the controls up top allows me to access it easily if I have to.

Based on my experience riding with the Talas, and having tested many forks in the past, I think that the 2012 Fox 32 Talas 150 FIT RLC provides superior performance! The fork offered good control over both the small bumps as well as the bigger hits… just what a fork like this is designed to do. The Kashima and low friction seals make a huge difference over older, non-Kashima coated forks. And the 15QR makes for hair-splitting precision steering, even when glancing off rocks. “Control over the wheel” should be the mantra here.

The buttery feeling of zero stiction, the precision tracking from the improved stiffness in the fork lowers due to the 15QR, and the positive click feel to the controls all enhance the performance and repeatability of this fork. But most importantly, take all the tech away, and what you have is a tool to enhance your ride that makes itself known to the rider.

The 32 Talas 150 FIT RLC is listed at $895 MSRP, though some places may sell them a little bit less. Check out Fox for more information and stay tuned for a write up on the RP23–coming soon!

I would like to thank Fox for sending down the Talas for review.

A little bird answered my prayers. Just the other day I was thinking to myself: “Self, you’ve got this great Gary Fisher Collection Rig single speed. Why don’t you buy the drive side sliding dropout with a derailleur hanger and make yourself a whoopass 1×9 trail destroyer?” Well, for that I would need a rear derailleur, shifter, cassette and wheelset up to the task. I took a peek in the parts bin; lo and behold I found a SRAM XO rear “mech” (as poncy British folk call it), an XO shifter, and a fancy-schmancy 9-speed cassette. Check, check, check. Now where do I find suitable wheels? Shazam! Novatec comes through in the clutch with a set of their TX 29ers, a set of straight-up XC wagon wheels perfectly suited to my project specifications.

Weigh in:

Front / rear. Weights include standard QRs.

For reference, Shimano has an XT 29er wheelset that weighs 1867g. You could make up the weight difference by having a nut surgically removed, or taking a pre-ride restroom constitutional. Either way, the TX wheels are in the “ball” park. Teehee.

The look: these wheels are very pretty. With red anodized hubs and over-sized non-drive side flanges they look high end for sure. Style points are lost with the decal graphics though; they scream “I’m not a graphic designer, but how hard could it be?” Another odd feature is the machined rim bed with wear indicator. Apparently Novatec used a non disc-specific rim but the decals wrap onto the braking surface, so you’d need to do some modifications if you desire v-brakes (remember those?).

Some assembly notes: when I was installing the cassette I noticed the steel insert on the aluminum freehub body. Novatec calls their version of this technology ABG for Anti Bite Guard. It is an elegant way to save some grams while preventing all your pedaling torque from doing this to your delicate parts:

Also worth noting is the hand-built goodness that comes with every wheelset of this quality level. There’s a set of beautifully machined inserts for running a standard QR, or 9 or 15mm through axles up front. They spin on Japanese EXO cartidge bearings (2 front, 4 rear). Sapim Laser double butted spokes join hub to rim, and in addition to being hand laced and hand stress-relieved, they come with some very official documentation of the post-build testing that is carried out.

Numbers! Charts! Graphs!

The ride: These wheels were a vast improvement over my stock 2011 Rig wheels in terms of weight and stiffness. It is a great feeling to be able to spin up with less effort and then rail through the corners knowing that you’ll be able to hold that line. The freehub engagement is precise, and the pawls provide a really pleasing, medium-volume “angry bees” kind of soundtrack to accompany your shred session. After at least 25 rides on my local trails with some sloppy lines and cased landings they are still as true as the day they came out of the box. Even if I were over the 90kg recommended rider weight limit, I have a feeling these wheels would provide lots of happy, snappy, drama-free spinning. If your upgrade budget has room for these ($549, plus $100 shipping), I would say it’s a great way to drop some weight, add some flash, and get a versatile set of hoops under your bike.

What can I say? Wisconsin has a lot of corn.

Thanks to the folks at Novatec for providing these 29er wheels for review.

Sentry Jersey

The Sentry Jersey from Dakine is a baggy t-shirt-style jersey designed for downhill mountain bikers. It features a very roomy design to accommodate bulky pads and body armor underneath. Special features include mesh panels that run down the side for excellent ventilation, an anti-bacterial fabric treatment, an eyewear chamois located on the left interior sideseam, and eye-catching sleeve graphics.

Wearing the Dakine Sentry jersey, Sentinel gloves, and Syncline shorts.

Based on my personal experience with the Sentry, this jersey breathes very well even with serious body armor on thanks to the mesh side panels and lightweight fabric. I was actually surprised at how light this jersey is, and yet somehow it still feels durable enough for shredding. It’s lightweight which makes it comfortable on a cross-country or all-mountain ride, but it does feel pretty baggy without body armor. No worries – this jersey is meant for the chairlift!

Downhilling at Crested Butte Mountain Resort in the Dakine Sentry, Sentinel, and Syncline.

I really like the subdued graphics on the Sentry – to me they’re understated but stylish, not bright and obnoxious like many DH jerseys I’ve seen. The Sentry is available in black, burgundy, and concrete (tested).

The Sentry offers an excellent blend of comfort, style, and performance. And for only $50, it’s hard to go wrong!

Sentinel Glove

Dakine’s Sentinel full-finger glove features padding on the knuckles for plenty of protection, an adjustable velcro closure, and a D30 flexible palm that features synthetic suede and a one-piece seamless construction. The two brake fingers on each hand feature silicon grip for maximum control.

The seamless palm construction completely eliminates any possible pressure points. However, the stiff d3o padding can definitely take its toll if your hands aren’t up to the challenge. The first several days I used these gloves I developed some serious blisters, but after a couple of months of use those blisters have transformed into durable callouses, and I can ride for hours without a problem. I have noticed that the uniform padding gives me more control on the trail – there’s nothing to dull the feedback from the front end, providing a very snappy, precise feel.

Despite being full-finger gloves, the Sentinels feature excellent venting and are comfortable even on cross-country rides in 80 degree heat. If the temps get much warmer than 80, though, I’ll probably be reaching for a fingerless glove.

The knuckle armor is respectably burly and has saved my knuckles from several trees that were way too close for comfort!

The only possible negative that I have to mention from my test is that the silicon grip at the ends of the index and middle fingers has started to peel away. At present, there is only about 50% of the original grip left.

The Sentinel is available in black (tested) and white.

MSRP: $40.

Many thanks to Dakine for sending out the Sentry and Sentinel for review!