Formula started producing motorcycle brakes and wheels in 1987. By 1993 they were the first to produce and distribute a disc braking systems for mountain bikes and they’ve been refining their MTB products ever since. The Formula RX brake set is the perfect example of that commitment.

Borrowing technology from Formula’s top dog THE ONE and R1 brake sets, the RX is a pared down, less expensive alternative(MSRP from about $189.00 each). The first thing you’ll notice is the RX calipers are not forged like THE ONE and R1 calipers and the RX features a master cylinder with a single bleed port (the other brakes feature two). While those features are nice to have, the tradeoff is a higher price for the high end brakes. Fortunately these differences don’t make the RX brakes any less capable for the XC to light freeride mountain biker.

Formula RX brakes have some really cool features that should pique any rider’s interest. For starters, the brake caliper is a one piece design which makes it relatively lightweight and stiff. The one piece design also supports the perfect alignment of both cylinder bores which ensures even pad contact and rotor wear.

Stopping force is generated by two 22mm pistons. With the RX brakes you can change up the pads without removing the caliper from the bike which is actually my favorite feature. The caliper is equally advanced in design, using a radial cylinder and integrated high capacity reservoir (more fluid = longer fluid life). The caliper can also be used on either side of the bike thanks to its flip-flop design. The weight of each unit including a 160mm rotor is 351g which is a decent weight considering the R1 tips the scales at 270 grams - not too far off.

Installation and Configuration

When ordering these brakes, be sure to get the correct hose length and adapter for your intended application. Because the RX brakes can be used in a wide variety of conditions, follow this simple guideline: XC riders will do well with 160mm rotors front and rear; trail riders should use 180mm front and 160mm rear; and all-mountain (enduro) or light freeride folks may want to consider the 203mm up front and the 180mm rear. On my AM bike I went with a 203mm disk on the front and 180mm disk on the rear and the installation only took a few minutes - nothing too strenuous.

When installing items like brakes, be sure to follow all safety precautions as well as all the included instructions. Most importantly, use a torque wrench when installing any brake set. If you’re using carbon components like a carbon frame or carbon bar, do not even consider installing these (or any other) brakes without a torque wrench. All the proper torque values can be found in the instructions. The last thing you want to do is crush your tubes by over-torquing. I also recommend turning your handlebars to their limits carefully after installing the brake levers. Make sure that the lever blades don’t strike your top tube.

On the trail

Out at Kelso and a “secret” spot about 40 minutes from my place (my new favorite place for testing), I did the usual routine of breaking in the pads. This involves stopping with medium force about 20 - 30 times on straight, level ground followed by riding with a finger on the brake to generate some friction. Once the pads are burnished in and seated nicely, I really hit the trails hard.

The first thing I noticed during my test was the nice, crisp feeling of the brake lever. Even using one finger on the lever I got decent force along with a comfortable feel to the brake. The lever action is silky smooth with no hang-up whatsoever and there’s no excessive lever travel with the RX. On a full squeeze the lever blade was just about parallel with my handlebar, right where it should be, and felt rock solid - not spongy at all. Lever position is adjustable with a 2mm allen key.

On the rougher side of the trails with steeper descents and rocky, rooted areas I got a good measure of how well the RX brakes perform. On steep descents I found these brakes brought me back to sane speeds quickly, but the stock organic pads needed to heat up a touch. Unlike some other braking systems, these brakes didn’t pop my eyes out of their sockets on short stops but their performance was pretty damn close.  The RX brakes offer more than enough braking force for your AM bike or Trail bike.

I also really enjoyed the modulation on the Formula RX brakes. These babies came on gradually with consistent braking force and released pretty quickly without a hint of pad drag. Running these brakes with sintered pads rather than the stock organic pads should increase stopping power even more. In low temperatures and dry conditions the brakes didn’t make a sound.

Overall the Formula RX is a decent MTB brake set with good power and excellent modulation. For those who plan to shuttle these brakes I say switch up the pads to  sintered but for those who will be riding technical trails the RX brakes are good to go. The performance chart below is based on using the stock organic compound pads; sintered pads would add another point on braking levels.

Technical data from FORMULA:

• Radial master cylinder
• High capacity, integrated reservoir
• Removable handlebar clamp
• Flip-flop design
• 1-piece caliper design with 22mm pistons
• Post mount
• Top loading pads
• Matte black / Gloss White
• Organic pads
• 351g complete with 160mm rotor and hardware

Thanks to the folks at Formula for providing the RX brakes for review.

Holidays are just around the corner and Hayes has introduced some new products for use with their MTB braking systems. Check these out: the new Pro Bleed kit, the Stroker tool kit, and my personal favorite, the brake pad spacer called the Feel ‘r Gage. Each item is sold individually and certainly won’t break the bank. In fact, these tools can help you save in the long run by avoiding costly repairs due to poor maintenance. I have personally used and found each of these items very useful, particularly the Feel ‘r Gage. I cannot say how much time that tool alone has saved me since I started using it.

The Pro-Bleed kit (PN # 98-23572, $30 MSRP) is the most comprehensive kit out there that is made for Hayes brakes. It covers all models that Hayes has made over the years and all the adapters and hoses are included. Once assembled all you need to do is select the correct fitting for your brake lever and you’re good to go. Brake fluid is included along with two bottles which allow you to do the job drip free.

Next up is the Stroker tool kit (PN# 98-23971, $39 MSRP). This kit is only for the Stroker Aces, but will make the job of rebuilding the brakes a non-issue. All the tools as well as instructions are included in this pouched kit. The kit contains the piston bore tools as well as the multi-function piston alignment tool plus spare seals.

Finally, check out the pad/rotor alignment tool called the Feel ‘r Gage (PN# 98-23972, $15 MSRP) which is super easy to use and gives you perfect alignment every time. The Feel ‘r Gage is designed so that you can insert the steel shims on either side of the disk to get the correct pad spacing as well as make sure the caliper is parallel with the rotor. The Feel ‘r Gage also can be used as a pad spreader.

Coming up shortly, a video on rebuilding a Stroker Ace caliper using all these tools.

Thanks to the folks at Hayes for providing these products for review.

Back in September I got a chance to preview MTB pedals and shoes from Time and I was curious to see how they performed on the trail. The Time Z-Control pedals ($125 MSRP) are designed for freeride/DH/BMX and are so named for their Z-shaped side profile. I soon found out these are versatile pedals that can stand up to serious abuse!

The Z-Control features an aluminum body with machined surfaces for a slight weight reduction (525 grams per pair). The Z-Control pedals also come with a chromed steel axle to prevent corrosion and are tough enough to stand up to the abuse of free riding and shuttle running. To keep things running smoothly the Z-Control sports a bushing as well as a single bearing up front. Everything is well sealed to keep the dirt out which ensures these pedals will last.

The cleats on the Control-Z pedals look very similar to those found on CrankBrothers eggbeaters and like the eggbeaters you have a choice between setting a 13 or 17 degree pedal release angle. This is accomplished by choosing how you install the cleats (see instruction sheet for further installation info). I tested the bike with both settings and even though I’ve been riding for a very long time and consider myself an expert, I still chose the tighter 13 degree release angle. For me the 17 degree option was too much and made it more difficult to remove my feet from the pedals.

The Time Control-Z cleats are 100% compatible with any cleated MTB shoe so there’s no need to invest in a new set of kicks. These pedals also boast an oversized platform that Time claims will improve power transfer but I didn’t really experience that myself. The oversized platform did make it easier to catch the pedal when clipping in which is definitely a plus in freeride / DH situations.

Riding along the trails with the Time Z-Control I have to say that these pedals are tough. Despite hitting large rocks that would shatter the casing of lesser pedals, the Z-Controls held up just fine. Since these pedals are solid aluminum they did show some signs of abuse but they continued to function like new (though I did get a few small dings and scratches).

In muddy conditions the Z-Control pedals worked about the same as they did when they were clean, though getting clipped in took a bit of getting used to. I’ve been riding another brand of pedals for a long time and I’m used to clicking in a certain way. Once I was comfortable with the motion it still seemed to take a little bit more effort to lock into the Z-Contorls than with other pedals I’ve tried.

The float on the Time Z-Control pedals is a nice touch which allowed me to swerve a bit on the bike and slightly pivot on the pedals without inadvertently releasing my feet. The ability to swivel comes in handy when navigating tricky rock gardens and allows the rider greater body motion for threading tight lines along the trail.

Overall the Time Z-Control pedals work well, won’t clog up with mud and dirt, are adjustable, and can take a beating on the trail. These pedals offer a great value for the money, especially for those who like a larger platform clip-in pedal system.

Specs from Time:

Chrome-plated steel axle
Surface coated aluminum body
SELF-CLEANING  - RELIABILITY
EASY ENTRY
ANGULAR FLOAT: ±5°
LATERAL FLOAT: 6 MM
Weight: 525 g per pair

Thanks to the folks at Time  for providing these pedals for review.

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

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

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

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

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

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

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

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

My overall impressions for the pair

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

Specs from Maxxis:

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

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

Over the weekend you may have noticed some changes we’re rolling out to the MTB review pages here on singletracks and I wanted to talk about some of the new features. In terms of look and feel, the gear pages are following the template of the trail pages with tabs, key stats at a glance, and an enhanced dashboard. For those following along at home, take a look at the review page for the Garmin Edge 705 GPS.

Info tab: Keeps most of the same info as before but we’ve also added gear recommendations to the page. We’ll continue to tweak the recommendations based on member ratings and offer more in-category links to help you find the best stuff. We also moved stats from the left side of the page to the front and center. Reviews follow the official product details and specs.

Pro reviews: Element22 has written dozens of detailed reviews of MTB products from wheels to brakes to bikes and this tab links you directly to applicable articles. Of course many products still don’t have Pro Reviews so on this tab you can find out how to contribute your own detailed product write-up to singletracks!

Photos: This functionality has been around all summer but now it gets its own tab. View member photos of MTB gear in action. For example: Did you know singletracks has 55 photos of the Trek 4300 mountain bike alone? Scary.

Video: Now you can view and share videos of the best mountain bike products. We’ve been really surprised at the quality and quantity of video reviews, instructions, and promos already available online so we created this tab as a place to get all. Help us fill this tab up by adding product videos you find on sites like Youtube and Vimeo!

How-to: Like the Pro Review tab, this is the place to find articles explaining how to install, repair, maintain, and operate all types of mountain bike equipment. So far we have articles on servicing Manitou forks, loading data on Garmin Edge GPS units, and installing disc brakes.

In addition to the new stuff, you can still sign up for email alerts for items, add stuff to your own/wish lists, and write product reviews. Add your content to improve this MTB review resource!

Calling these bike lights “Ultra” is an understatement. There really should be a warning label on the box saying “DANGER! Do not look directly into the light as permanent eye damage may result.” After fully charging these monsters I plugged them in, lightly tapped the switch, and POOF! I can’t see. OK, so maybe the label would just be for people like me

Light & Motion introduced the Seca 900 Ultra bike lights (MSRP $699.99) this year for the serious rider and XC marathon / 24-hour racing crowd. These lights come with six Cree R2 LEDs which are the highest rated LEDs available anywhere. And as if it wasn’t enough to have six R2s in this lamp, Light & Motion also designed a very high quality reflector to efficiently direct and sculpt the beam pattern to maximize light output (this is key and where other lights fail). The Seca 900 includes a nine cell 11.1V  Li-Ion battery capable of tossing out 900 true lumens* for 3.5 hours of run time on the high setting. Other settings include medium (450 lumens for 7 hours), low (250 lumens  for 14 hours), and a flash setting that will run for 100+ hours.

The included Multi-Chem smart charger uses the ultra-efficient Delta temperature method of charging. This method basically monitors the temperature of the battery over the charging cycle to ensure that the battery gets both a full charge while not overheating. And it does the job in just 3 and a half hours.

The graphic on the right shows the test data for the Seca 900 and you can see that it produces more than the advertised 900 lumens. Actual light output during testing was more like 953 lumens but for sake of honesty and accounting for possible production variances Light & Motion keeps the rating at 900 (besides, Seca 953 just doesn’t have the same ring to it). You can also see most of the light is in the light-blue to white area of the spectrum which keeps everything as bright as possible.

Light & Motion uses a custom array to optimize and maximize the light pattern for night riding. The Seca 900 features a gem shaped beam that’s flat on top and converges toward your tire in a V-shape. Extra light converges toward the center of the beam for maximum distance.

Installing the Seca 900 Ultra literally took less than 5 minutes on my bike. The handle bar mount is a one-handed breeze: simply loop the light through the mount, stretch the strap to secure it on the hook, and adjust the angle. In setting the angle you’ll want the outer pattern to just touch your tire with the lower edge of the spot about 20 feet in front of the bike. Installing the battery was a matter of simply feeding the strap through the adapter slots, slipping the battery into the adapter, and strapping everything down securely.

On the trails I have to say these are by far the most powerful set I have tried. These lamps toss so much light it’s literally like riding in a perfect bubble of daylight. Even when the terrain got bumpy or required a lot of steering, I felt very comfortable thanks to the light intensity and pattern. I found I could go as fast as I wanted without fear of missing a root or obstacle in the shadows. The video below shows me on a pitch black trail with no external lighting. The only light in the video is coming from the Seca 900 which basically has about as much power as a nuclear reactor. Notice how the light illuminates the trail even when cresting bumps!

The Seca 900 system also includes something called “Race mode” that allows you to quickly toggle between low and high intensity light settings for climbing and descending (respectively). This means fewer clicks to get to the two light modes you really need during the race!

Overall I can honestly say if you can afford to spend the extra bucks on this bike light, you will not be disappointed in any way. With the Seca 900 Ultra you’re getting a superior product with incredible battery life and leading on-trail performance in a svelte, easy to use package.

If you don’t think your riding isn’t quite up to the level of the Seca 900, consider giving the Stella 300 Dual a try. At half the cost of the Seca 900, this system is a bit more affordable and provides enough light to navigate dark trails with a good degree of comfort.

* One lumen is defined as the amount of light produced by a light source that emits one candela of luminous intensity over a specified angle. This is a more consistent way of measuring output rather than using Watts.

Technical specification from Light & Motion:

Battery Type: 9-Cell Li-Ion
Battery Weight: 486g
Mounts: Helmet, Handlebar
Modes: Race, Cruise, Flash
Charge time: 3:30min
Charger: Multi-Chem Smart
System Weight: 686g

Run Time (HR:MM)

• High - 3:30
• Med - 7:00
• Low - 14:00
• Flash - 100+

Output (lumens):

• High - 900
• Med - 450
• Low - 225
• Flash –
  

Maxxis is a name in MTB tires that needs no introduction. The company has been around for over 40 years producing high quality tires for almost everything that rolls, especially mountain bikes. This time around I tested the Maxxis Ardent 2.4 (MSRP about $50) which is one of the newer, large volume tires for the freerider / trail rider.

The Ardent is categorized for aggressive trails and medium to wet conditions with an emphasis on cornering control. If you look carefully at the photo below you can see two rows of very sharp and aggressive side knobs which will really grab and hold your line through the corners. Featuring a 60 TPI casing and 60a rubber compound, these tires will take rocky abuse and should last a long time.

Installing the Ardents along with a set of the Maxxis Freeride tubes (26x 2.20- 2.50, 1.2mm thick) on my Mavic Crossmax SX rims (removing the tubeless valve stems), took very little time at all. In fact I spent more time gathering the talcum powder and necessary tools to remove the valve stem than actually installing the tires and I didn’t even need a tire iron. The job took about 5 minutes per tire to dust up the tubes with powder and slip the Ardents on the rim (minding direction). Inflated the tires to 40psi and I was off.

I decided to take the tires to the 3-stages trail which is right next door to two great spots - Blue Mountain and Kolapore. 3-stages features a run that’s about 1km of just winding downhill with tight and twisty turns, lots of rooted sections and rock gardens plus tight singletrack which provides a great cardio workout. Basically 3-stages is the perfect place to put these tires through their paces!

Climbing with the Ardent tires was pretty awesome, especially considering this is meant to be an all-purpose tire. The aggressive multifaceted center tread really keeps this tire going in almost any type of terrain, grappling at everything and propelling the rider forward. Even getting caught up on rooted sections going up or down didn’t sway this tire’s progress. Likewise, the stable casing and tread really kept this tire pointing in the desired direction without any hints of wandering. The tough casing also helped absorb the abuse of step descents without a hint of trouble even when barreling through rock gardens and rooted terrain. This tire is like a laser with exacting tire placement on demand.

The Ardents really made me feel comfortable in the corners and I quickly learned to trust them when hitting the turns hard. With tons of grip and absolutely no squirm, I never even felt the tire roll when I was threading my way through tough rock gardens.

While the Ardent tires will run comfortably on nearly any trail surface, they really shine on terrain that is slightly on the softer side of things. I found that the great traction the Ardents offer drops off a bit when hitting dry hardpack or dust over hardpack. The tire basically seems to push more when it encounters hardpack and in these conditions it gets just good traction - not great. Hitting rivers and muddy spots was a no-brainer as these tires shed the gunk and kept moving along, ready for more.

‘

Overall I gotta say the Ardent is one of my favorite tires in this size category. They are not uber-expensive, they wear well, they’re super stable, and most of all they offer tons of traction. These tires are like the stability control system on a Porsche Turbo: they make anyone look like they are as good as an F1 driver.  I wouldn’t hesitate in recommending these to anyone who loves to ride.

My overall impressions:

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

Specs from Maxxis:

Durometer 60a rubber compound
Usage: All Mountain / Freeride
Conditions: medium to wet
Size: 26 x 2.4
Weight: 855 grams

The next tire in the WTB series that I’ll be testing is the ground-ripping Stout 2.3. This tire is meant for nasty, gnarly terrain! With its wide offset spacing center tread pattern and aggressive corner knobs, this tire performs best on loose trail surfaces. The Stout ($50 MSRP, on sale for $41.97 @ HuckNRoll) makes use of the same Super Track rubber compound and lightweight casing as the Prowler but with a different tread pattern. The Stout sports a very open, staggered center tread design which allow the tire to efficiently roll through adverse trail conditions. The side transition knobs allow for good cornering grip and leaning characteristics.

I decided to mount these tires onto a set of Sun-Ringlé STR8 Track wheels that I tested previously to give me a good indication of how the tires themselves would perform. I only needed a single tire iron to place the bead of the tire over the rim. As usual I added a bit of talcum powder before inserting a heavy duty tube to reduce friction inside the tire. I chose to inflate the Stouts to 40psi in front and back and I was off.

Hitting the trails for the first few times was a bit of a dull ride. The trails were very dry and hard and I found that on hardpack and dry clay the tires slipped a bit in the turns, slowing me down on an otherwise fast ride. I found that the Stouts just didn’t bite enough on those very hard surfaces. Fortunately with the varying weather that we have up here in Ontario (rain, sun, wind, overcast, rain again, sun), the next few days the very same trails were soft enough to walk and leave prints, but not soft enough to be considered muddy. In the softer terrain, the Stout performed amazingly well. I found that on loamy, softer trails these tires really hugged the ground.

Cornering with the Stouts was fun - I could lean with the tires without that gut feeling of tanking the bike. The tires did not squirm at all; rather they were very responsive and predictable when entering and exiting corners. With the lower center knobs and increasingly deeper side knobs, the tire did transition well from one knob to the next, especially compared to other tires I’ve tried.

Climbing and braking with the Stouts I did slip from time to time when the trail got very dry. However, when the trails were a bit softer these tires did very well without any slip when the power was put down. Braking with the Stouts was great - very little slippage and tons of control. The tread pattern allowed the wheel to stay pointed in whatever direction I wanted and didn’t slip side to side.

Overall I would say if the terrain you’re running in is mostly on the softer side of things or very rocky, the WTB Stout is the tire for you. The Stout tread pattern can get you to the trail head and promises to be a stable and comfortable tire even on a skinny!

My overall impressions:

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

Specs from WTB:

Usage: All Mountain
Conditions: Wet to dry / Loose to Rough
Size: 2.3″
GMS: 55/60
Durometer: 53a DNA rubber
Weight: 863 grams

ITS - or as most people know them, Intense Tire System - recently debuted new tire updates for 2010. The 2010 Edge EXDX comes in two flavors once again - a 1-ply for all-mountain riding and a 2-ply for DH /FR. I got a chance to test the 26″ x 2.35″, single ply version ($50 MSRP) which tips the scale at about 935 grams. These tires are trail-rated for dry to soft surfaces and have a ramped and siped center tread with U-shaped side knobs.

Mounting these tires with a single tire iron on a set of Mavic Crossmax SX rims was a snap. I decided to run these tires with heavy-duty tubes and talcum powder since ITS doesn’t recommend using sealant. Filling the tires up to about 38psi front and 42 psi rear, I was off to the trails at Kelso where the conditions were mixed with both dry hard pack as well as softer sections with some mud spots.

The first bit of my ride I took some time to get used to the profile of the tire. On the ITS Edge, the tread is wider than the side wall which tends to give this tire sort of a “square” profile. This produced small amounts of squirm in flat corners, though in banked turns on berms they offered decent grip and a solid feel.

On rocky and gnarly trails with tons of roots, the Edge found its sweet spot, giving me a good sense of control. At 40psi these tires performed well but I found at lower pressures the tires started to squirm a bit too much.

Climbing and descending with the Edge was a pleasure and I found the tread design was optimal for these conditions. Starting to climb the tread got a firm hold in a variety of terrain conditions - rocks, hardpack, loam, branches and even sand. I found the tires to be just as versatile on the decent as well.

In terms of stopping power the ITS Edge comes out on top. If you’ve ever broken a bone or two on the trail you know how important stopping traction can be. Of course it’s up to you to hit the brakes but fortunately these tires won’t let you down.

All that traction can have its drawbacks: I found small serations on the knobs over just a short period of time. This may indicate a shorter tire life but more testing is needed to confirm.

All in all this is a good tire for those of us who have a long travel bike. If your terrain includes a variety of conditions this may be a good choice for you. And if you’re into climbing without slipping, this tire has your name on it!

My overall impressions:

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

Specs from ITS:

Size: 26″ x 2.35
Weight: 985 grams
Durometer: 55/60D Dual compound
Construction: 1 Ply 72 TPI Aramid Bead

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

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

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

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

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

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

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

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

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

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

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

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

Cheers.

29er mountain bikes are more popular than ever these days but there still aren’t a lot of choices when it comes to components, especially wheels. Fortunately Easton offers 29-inch versions of two of its most popular wheel sets - the XC One and XC Tw0 - and I recently got a chance to try out the former on my Redline d660. The Easton XC One wheels are “designed to inspire the most demanding XC rider,” a claim I definitely needed to verify for myself

If you’ve been following the 29er debate over the past year or two you know one of the big disadvantages of 29er wheels is their weight, specifically when it comes to the rotational energy required to get things rolling. The XC One wheel set weighs in at just 1720 grams for the pair which is 170 grams lighter than the 26″ XC Twos (and only 135 grams heavier than the 26″ XC Ones!). I knocked off nearly a pound (425 grams) replacing the wheels that came with my bike and noticed quicker acceleration and faster climbing right away. I still haven’t found a major MTB wheel company offering a lighter stock wheel set than the Easton XC One 29ers.

By default 29er wheels face another disadvantage in the strength and stiffness department. Because the wheel radius is larger (14.5″ vs. 13″ for standard MTB wheels) spokes are 11.5% longer and are more prone to bending and flexing along their length (believe me, I already destroyed one set of 29er wheels in pretty a minor crash). Wheel manufacturers usually compensate by making the spokes stronger (read: heavier) or adding more spokes (also adding weight) but somehow Easton has avoided both. The 29er XC One wheels use just 24 double butted, cold forged Sapim spokes which are lightweight and high strength. The upshot? Easton XC One 29er wheels are up to 36% stiffer than the competition while remaining 10% lighter.

The Easton XC One 29er wheels use the same high tech hubs found in the original XC One wheels. This means you get the same large diameter axle to reduce wheel flex and the wide diameter rear wheel pawl carrier to improve torque transmission. And just like the original XC Ones, these babies are hand built and as true as George Washington right out of the box.

On the trails these wheels transformed my ride into a brand new bike (no exaggeration). On fast, twisty singletrack the stiff XC Ones helped compensate for the wide 29er turning radius with laser accurate cornering and control. During test rides I noticed responsive acceleration coming out of sharp turns and even dead stops, leaving my legs fresh and begging for more! Climbing on the lightweight 29″ XC Ones was a breeze and made swoopy descents feel a bit undeserved.

The XC One freehubs produce just enough buzzing to let you know they’re working smoothly but not enough to annoy the crap out of everyone around you. While these wheels are meant for epic XC riding and not FR or DH, mine have remained true even after some serious bumps and bruises at high speed. Small jumps (less than a couple feet or so) felt great on these wheels and produced no noticeable flex.

Thanks to Easton, 29er riders don’t have to settle for heavy, poorly designed wheels any longer. The XC One 29er wheels allow you to reap all the benefits of bigger wheels without many of the hassles you’ve come to expect. Looking for a set of lightweight, dependable, and stiff 29er wheels for racing and epic rides? Look no further than the Easton XC Ones.

If you’re in the hunt for a great All Mountain bike tire at a decent price, look no further than the Prowler MX from WTB ($50 MSRP). Aggressive, talon-like knobs will help you navigate the trail like a jungle cat so you can catch even the fastest prey!

Installing these tires on my Easton Havoc wheels was a snap and required just a few minutes. I did myself a favor and used heavy duty tubes along with some talcum powder to improve performance and reduce friction in the tire. I inflated the tires to 40 psi and was off to the trails!

I wanted to hit as much varied terrain as I could since WTB says this tire can handle wet to dry terrain as well as loose to rough. Fortunately Kelso and Blue Mountain have plenty of both.

On hard packed surfaces the Prowler MX tires did fairly well and didn’t vibrate too much. Both tires had decent traction and didn’t feel squirmy like other aggressively patterned tires I’ve ridden. Rolling efficiency seemed decent and I didn’t feel like I had to labor too much to maintain my speed.

Under climbing and braking the Prowlers were great and did not lock up or slip unexpectedly. Even when braking on very hard surfaces such as rock and hard roots the tires did a good job stopping without sliding. At times when the tires did lock up, they tended to remain in line - no wandering - thanks to the pronounced transition knobs. On climbs the ramped knobs kept the tread firm on the ground without slipping. Extra siping (small grooves) on the knobs adds even more edges for an overall higher level of grip.

I guess the shining point on the Prowler MX tire is its ability to take corners in a variety of conditions. I loved the way these tires gripped in softer, dusty trails. When the terrain got technical, tight, and twisty - these tires just kept hanging on and worked exceedingly well. I also loved this tire’s ability to bite down on the fallen log runs without slipping (that is a big plus for me at least). The corner knobs on Prowler MX tires have almost double the number of blocks and are also siped to increase gripping.

Overall, the Prowler MX is a great tire that will really boost your riding performance and enjoyment. If you haven’t tried a set now may be the time!

My overall impressions:

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

Specs from WTB:

Durometer 53a  DNA rubber
GMA 54/60
Usage: All Mountain / Freeride
Conditions: Wet to dry / Loose to Rough
Size: 2.3″
Weight: 869grams