Alas, all good things come to an end. After two and a half years of serious bashing and pushing my Opus Maadh to its limits, the bike started showing signs of its final days. So before I got stuck, the good folks at Opus sent me the Maadh’s replacement: the Opus Clutch 1.

At this point you might be wondering how I knew the frame was nearing its end and how you might identify the same signs on your bike. Assuming that you haven’t smashed your bike up badly and haven’t bent the crap outta it, you may not see any visible signs but you can tell in other ways. On my frame, the early warning signs came via excessive noise from the suspension. The creaking noise was most noticeable when I was hammering on the pedals.

Taking the bike apart the first time there was no visible damage but I did notice uneven wear on pivot spacers and such (which is a good warning and may itself generate noise). I cleaned the pivots up, making sure that they were still parallel and within spec and I looked at the pivot bearings where I didn’t find any issues (I had exchanged a lower pivot that was worn away earlier this year).

I put the bike back together, re-torqued all the bolts, and took the bike back out for a ride. The bike seemed to get better and rode great once again for a little while but after a few more rides at Kelso, Hydrocut and Three Stages in Collingwood, the noise was even louder than before. Taking a closer look I finally saw the problem: fatigue cracks. Yup, it happens and this is why I’m writing this article, focusing on how to identify problems but most importantly, how to deal with warranty issues.

I recommend totally cleaning and inspecting your bike every so often (especially after a major crash) for cracking or any abnormal behavior. For example, one of my good friends and riding buddies was experiencing a nasty creak when the rear suspension on his Santa Cruz Blur LT went through its motions. The bike was also ghost shifting from time to time which was strange. Taking a closer look at home I found there were two cracked bearings in the lower pivot. The cracked bearing ran out of grease (making the noise) and the cracks allowed the rear triangle to shift around a bit and slightly twist (accounting for some of the ghost shifting). Well in his case all it took was a complete bearing and bushing kit (about $100) and he was good to go. Another good friend of mine had a Rocky Mountain Slayer that wanted to do its own thing while he pedaled away. Well that one had bushing issues (an item which, like the Blur issue, is considered wear and tear, not covered under warranty). About $20 dollars later and he was good to go.

My new Opus Clutch 1

The Clutch 1 frameset is the replacement for the Maadh in Opus’s line up for 2010 and 2011. With 150mm of rear travel using a floating pivot point arrangement, the frame is made from 7005-T6 triple-butted hydro-formed tubing, same as the old Maadh. But that’s where the similarities end. First, and most importantly, the Clutch seat tube is a smoother, less manipulated affair with fewer welds (where cracks can form). Along with the improved and cleaner looking seat tube, the rear triangle was reconfigured for even more tire clearance. If you put the two frames side by side you also notice that the down tube has been flared wider at the bottom bracket for an stiffer, more responsive pedal stroke. I also noticed that the folks at Opus did away with the unique “C’ style plastic clamp used to hold down the shifting / brake hose on the down tube. Now the frame uses regular tie wraps that can be easily sourced whenever needed.

So it’s kinda funny how things pan out. It was great heading to Interbike with a brand new frameset at home waiting to be tricked out with the latest components. Mad props to the guys at Opus for sending down the new frame so quickly and taking care of me.  Once the bike is built up and ready I will give you all the low down on the build and more importantly, a review on how it handles.

One thing I love about spring and summer is the abundance of demo days hosted by bike companies and local bike shops. I had a chance a few weeks ago to attend the OGC (Outdoor Gear Canada) test day which included both Opus and Intense bikes.

If you haven’t been to a demo event you should really make it a point to give one a try. For one thing, the factory reps are there and these guys and gals can typically answer any and all of your questions. Another great reason to attend is that you get a chance to ride several bikes back-to-back, giving you a real feel for how the bikes compare where it counts: on the trail. This is especially helpful if you’re stuck on the fence about which model in a line-up you want to purchase. Think about it: some manufacturers have over 50 bikes in their MTB line-up. Just imagine the amount of time it would take you to demo them at a LBS (that is if the bike shop has a test bike to lend you in the first place).

When you head out to a test event, be  sure to bring your bike shoes, pedals, helmet, and a credit card and/or driver’s license. If you don’t bring your own pedals you may find yourself waiting for the right pedals all day. The credit card is used as a guarantee that you’ll come back with the bike. New bike plus open trail equals temptation for some folks to just ride off into the woods. Not saying that anyone here from singletracks would do it, but there are opportunists that just happen to swing by and think they can get away with it.

If you’re planing on testing any AM or DH bikes, check ahead to see if the companies will be demoing those types of bikes. Some manufacturers may shy away from bringing some of those bikes since a decent DH bike can run well over five grand and some companies aren’t willing to have a fleet of them trashed (let alone the increased liability). I know that may sound cheap for a company to think that way but let’s face it: having someone on an unfamiliar AM or DH rig trying their hardest to see what the bike can do is a recipe for a crash.

At the OGC test day I got a chance to hit a few new bikes including the new Intense Tracer VP with an XT build kit, The Intense Spyder, and the new Opus Clutch. I also did a back-to-back comparison of my modified Nelson FR bike with a bone stock Nelson FR (mine was so much nicer… shhhhh).

I spent a lot of my time at the test day talking with the OGC PR manager Sylvain B. Since I’m planning a few write ups on Opus bikes later this year I wanted to get a sense of what’s up and coming and not yet on display. It’s also fun to give valuable feedback to company reps that just might improve the next generation model.

On the trail I did notice that some of the bikes felt odd – almost like something was wrong with them – but I realized that feeling mostly comes from the fact that I’m so used to my own rigs. My advice is to be patient and get used to any test bike before you pass judgement – most bikes will feel unfamiliar at first.

At one point during the demo I lent my Nelson FR to Sylvain, the OGC PR manager, and he ended up showing off his mad skills. I was amazed at how he could get the bike up on one wheel and bounce at least two feet in the air. Lesson learned: never bet someone a beer unless you know someone’s skill level first. Another great thing you learn about industry folk is that they more than likely come from a rich background in bicycling; in this case, Sylvain is an avid trials rider.

Check with your local bike shop and find out when you can attend the next test day. You’ll have a blast and you never know – you just might discover that dream bike you were searching for.

Hi folks, this past weekend Toronto held its 24th annual bike show, this time at the Better Living Centre. The weather was perfect and as a result the show was full of local and US attendees.  This year also marks the first 24 hour spin marathon complete with a live band and heart-pumping music. All the stationary bikes were filled with riders of all athletic abilities and I have to say the whole thing was a massive hit.

I was impressed with the show this year compared to a few of the previous Toronto bike shows. For one thing the show seemed better organized with crowd-pleasing demonstrations and exciting races to watch. By the sounds of the cheers and ooohs and ahhhs, many people were really enjoying the 4X racing that was going on. Along with that there was a massive crowd around the trials area where riders were showing off their 40 inch+ vertical step up jumps. It never ceases to amaze me how much balance those guys have on the bike. Think about it: jumping from a rolling start onto a chain and riding along it. I bet very few can say they do that all day long.

I managed to hook up with a few folks from the industry at the show including Jon Wells from Hayes who was there with his BMX team. Jon came to Hayes after an eventful carrier in Pro BMX and now shreds up the trails whenever he can. It was fun to see the enthusiasm he had as he was talking about the new Circus DJ fork from Manitou and the new Answer bars and stems (which, by the way, I will be reviewing in the next little while.)

I also had a chance to meet up with Mark Summers (one of the owners of Joyride 150) and he was excited to talk about how well the indoor bike park is doing. He mentioned the great interest south of the border and the deal they recently struck with Hilton suites and Howard Johnson’s close by. Mark also filled me in on the constantly changing features that have been popping up at Joyride (many of which I am super stoked to give shot.) The new expert skinny area at Joyride is high in skill but low in consequences which makes it great for practicing your skills without worrying that you’re gonna snap an ankle or shatter your clavicle.

I also checked in with my good friends at Opus and spoke with Sylvain Bosse (Marketing Coordinator) while checking out the new rides for next year (I like to stick with one company for my test bikes). Although they didn’t have it on display, Opus is working on a DH bike for next year that hopefully I’ll have a chance to saddle up soon. Sylvain mentioned some key features on the bike such as the massive pivots (about 40mm) which will make sure that there is very little flex in the rear. The bike also features hydro-formed tubing with a VPP set-up which sounds very interesting. Now if I only had a photo…

The show also featured a large marketplace where you could pick up parts or even complete bikes for a great deal. Speaking with some of the retailers, they were also pleased with the show. It seems people are a bit more free with their disposable income this year and are more willing to spend some of it. After watching all the new bikes heading out the doors I quickly lost count!

Below are a few photos of the rest of the show.

I was in a total haze when I saw all these forks! Picture an entire wall of every fork you can think of. Imagine  the possibilities.

Well it was a great weekend in Toronto. If you’re around next year, stop by and check out the show, and while your here stay a while and enjoy the city. The venue is right in the middle of town so you can also catch a show or if you’re up for a small drive you can also hit Joyride 150.

Cheers!

Introducing the 2010 Opus Nelson 1 (MSRP $4160.00 CDN), the much anticipated freeride bike that has been 2 years in the making. With a full 7-inches of travel front and back, this machine is purpose built. A floating shock incorporated in a VPP-style suspension manages the rear travel and a Totem coil fork up front with a onepointfive steering tube will keep you on the path, what ever that path may be.

With full head of steam on your hands you’re gonna need to stop this beast so Opus decided to use Avid Code brakes front and back, with a 8″ rotor up front and a 7″ rotor in back, giving you just enough stopping power to tame that wild beast. The Nelson is tricked out with SRAM components including a Truvativ Holzeller 36T crank, SRAM X9 trigger shifter, and SRAM X9 long cage rear derailleur. Seat post, stem, and bar are all FSA Gravity-Lite components. Novatec hubs keep things rolling (135mm through axle rear, 20mm front) and the hoops are Mavic’s 28mm wide EN521 32 hole rims. Geax Neuron 230 TNT tires provide the rubber to meet the trail.

Taking a closer look at the Nelson you can see this machine is built for abuse. With large, oversized, manipulated top and down tubes and a one and a half inch head tube, this front triangle can take any abuse that bike parks and downhill slopes will dish out.  The folks at Opus (Quebec, Canada) really spent time figuring out what their customers wanted in a freeride bike. Most of the initial product testing was done in BC with many tweaks made as a result of those sessions. Taking a quick look at this bike you can see the time was well spent considering durability and ease of maintenance.

Case in point: the oversized rear end allows you to use a 12x135mm through axle rear wheel which will save a bit of weight compared to a 12x150mm but also noticeably stiffens up the rear triangle. The use of oversized bearings on the pivot points, along with the oversized brace between the left and right seat stays, contribute to the overall strength and stability of the rear triangle and suspension. Up front you have the 180mm travel, 40mm stanchion Totem coil fork combined with a one and a half inch steering tube which takes care of front end stability and strength.

As with any FS mountain bike, getting the Nelson dialed in requires setting the front and rear suspension for your weight and riding style. On the front end, the Totem Coil has Mission control settings and Dual Flow rates that need to be customized. Using the guide provided on the Rockshox website, I started off with their recommendation of 4-4-1, and then went from there for my personal taste of a slightly more plush ride (I hit many rock gardens and I need a softer compression for that). I ultimately found that my low speed (silver knob) setting was 6 clicks and since I’m on the heavier side (195lbs) I ended up with 14 clicks rather than the 12 that they recommended as a starting point.

Now it’s time to set the rear suspension sag. The medium-sized Nelson comes with a 400 lb spring which may sound like a lot but for those who are heavier than 200 lbs, you’ll need at least a 450 or 500 lb spring. Once the sag is set at about 25 – 30% (preloading the coil), you can work on rebound. Here you’re looking to set the shock so that the bike won’t spring up too fast. Start with a little rebound and hit a few bumps in rapid succession. If you feel like you’re getting bucked off the back of the bike, keep adding clicks until the ride smooths out. You’ll know when you go to far when the rear end starts to lose travel over each bump.

Descending

Well, once the suspension is dialed in, the slack 66 degree head tube, 68 degree seat tube, and fairly generous 50mm stem will place you in a comfortable position, ready to roll! Now with numbers like these this bike is meant to do one thing very well: point down and go. The great thing about the Nelson is just how well the bike descends and I found that the faster the bike started to go, the better it handled. Keeping up speed on the Nelson seems to be the trick to make it work its magic.

One comment that I made with a few of my crew on a photo shoot was how easy it was to take the bike over drops. I found that 3 to 6 foot drops were nothing for the Nelson. Just to give you an idea, picture yourself going over a sidewalk curb at medium speed – that’s how the Nelson felt on the 3 to 6 footers. For the brave, 10 to 12 foot drops are actually even more fun. Taking a look at the drop pic below you can see that the bike just soaks up the impact like it’s nothing, If you look carefully you can also see that the bike used all its travel on this particular jump. Hey, when you’re a freerider you learn how to use everything you’ve got – in this case I had 7 inches! Nailing jumps like the one below was simple and easy but with a bike like this you have to remember to keep your weight slightly behind the bottom bracket. Due to the oversized construction I found that off big hits the rear triangle sometimes brushed on my calf if my knees were tucked in a bit.

Pictured below is the 10ft drop sequence.

Here is a short video on the OPUS Nelson 1 at Kelso’s DH run.

Cornering / Railing

At low speeds this bike did fairly well cornering, however the slack head angle would probably cause the steering to feel a bit heavy if it weren’t for the wide 28-inch bars. At speed the bike behaved totally different and allowed me to use hip motion to change direction rather than steering input. With the wider bar and short stem the Nelson placed me in a perfectly centered position to allow for rapid changes in direction. Hitting berms and twisty sections between trees was a breeze and fun.

Upgrades

Having some time to play with the bike I managed to do some part swapping and found a few upgrades that would make this great bike even better. For starters, the wheels that come with the Nelson are decent and work well however I found that slapping on a set of Mavic Crossmax SX wheels with a set of Maxxis Ardents (2.40 instead of 2.30) made the bike stick so much better in the corners and the lighter mass of the wheels made this come out of corners a bit quicker. I also found myself wishing I had my Crankbrothers Joplin mounted on this bike so I could change the seatpost height without stopping. Up front a Hammerschmidt would give you a granny gear as well as the overdrive for pointing downhill. Plus the added clearance of a Hammerschmidt would also be a benefit when hitting big obstacles.

Overall

For my first time out on a freeride bike I would have to give a big thumbs up for the Nelson. It’s a fun ride, a solid build, and a no nonsense set-up that doesn’t ever harsh the flow. The frame is solid and the choice of front and rear suspension gave me a comfortable ride with no issues. If I had $4200 CDN to spend on a bike I would certainly give the Nelson serious consideration. If your budget isn’t quite that high, OPUS also has the Nelson 2 which is downgraded a bit with X-7 shifting, Husselfelt cranks, and a Domain fork but at just $2960.00 CDN. Sweet.

Specs from OPUS:

Nelson 1
Frame:      7005-T6 Aluminium triple butted alloy 150mm travel VPP
Color:       White, gloss
Shock:      Fox DHX 4.0  8,75 X 2,75
Fork:        Rock Shox Totem coil – MCTL, 180mm 1.5″ steerer galv. finish
Headset:  FSA OrbitT Z 1.5 Deepcup Semi Integrated
Bar:         FSA Gravity-Lite 710 9-4, 25MM rise, 31.8
Stem:       FSA Gravity-Lite 1.5 STEM 60mm
Grips:       Velo VLG975 lock-on
Shifting:   Sram trigger X9
Brakes:     Avid Code – 203-185mm galv finish, 203-185mm rotors
BB:           Truvativ Howitzer BB
Cranks:    Truvativ Holzeller 36T, galv. finish
Rear D.:    SRAM X9 long cage
Cassette: Sram PG 950 11.28T 9 spd.
Chain:       Sram PC951, Powerlink
Wheels:    Mavic EN521 Black, Disc 32 hole Novatec 992-991 Black – gold
Tires:        Geax Neuron 230 TNT
Saddle:     Selle San Marco Ischia, black
Seatpost: FSA Gravity -Lite SP 31.6mm, black

Just a quick thanks to my bud Ryan for helping with the video as well as the nice folks at Opus for sending the bike over for allowing me to hit the slopes for my test.

After much anticipation I finally received my new frame set for this year – the Opus Maadh Limited. It was love at first sight as I removed the frame from its packaging – truly stunning. The original graphics were created by Alec Stephani who took his inspiration from an earlier work of his on canvas. The attention to detail on this frame takes it to a level I haven’t seen before.

The Maadh frame at 6.8 pounds is made from hydroformed 7005-T6 aluminum with 150mm of VPP suspension. This machine also had improvements over last years models with new upper and lower 3D links as well as an improved suspension path that isolates the rider’s input to the bike’s suspension travel. These are but a few of the highlights that Opus has done to improve there Maadh from last year.

I built up my Opus Maadh Limited frame with a Fox RP23 in the rear and a Float 32 RLC 140mm up front, top shelf components in the cockpit, Raceface Deus seatpost, Selle Italia saddle, and Next bars for the steering. I also chose the Raceface Atlas crank and BB for power, Sram’s X-9 shifters and rear derailleur and a Shimano XT top pull front derailleur to finish off the shifting. I also splurged on Gore’s RideOn shifting cables for good measure. To stop this machine I opted to continue using Hayes Stroker Ace’s – I love the way these stop using 7″ rotor up front and 6″ on the rear. To keep this bike moving along smoothly I am rolling on Mavic’s Crossmax ST wheels, or depending on the ride, Mavic Crossline wheels. Finally, where the rubber meets the trail I’m rocking Specialized Eskar S-Works 2.3 tires or Geax Sagurao 2.3 tires.

I initially set up the suspension with 25% sag in the rear, being careful not to run too much rebound. After a few rides I found for my riding style I kept the Propedal on and set at level 2. With this setup, hitting the trails with the Maadh I noticed that the bike steers and changes direction quickly. Going through twisty sections of rooted forest, the Maadh1 tracked well without wandering. At my weight of 200lbs wet I didn’t feel too much frame flex when seated, but I did note some off the saddle when climbing, which did annoy me a bit. Going down rock gardens was fun and predictable and the Maadh1 allowed me to change lines rather than plowing through them (I personally don’t recommend that).The good thing about long legged trail bikes is that you can use them for almost anything: they climb well, they can go over almost anything, and the best part is that you can do it all day long.

If you want a beefier set up, this frame will allow you to use 160mm front fork and a 20mm axle. As the bike stands with the Crossmax ST’s the bike weighs 27.1lb which is respectable for a long legged trail bike. Adding 20mm wheels like the Crossline and a 20mm fork like a PIKE, LYRIC, or Fox 36 will add about 3lb bringing the bike into the 30lb range, but will allow you to hit some steeper drops and bigger drops.

As you can tell I’m pretty stoked about my new rig – I can’t wait to keep you folks updated on this fine new ride through the spring and summer!