RED HOT VEGAS BIKE SHOW:

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BIKES, PARTS, GIZMOS ALL IN THIS ISSUE!

BIKE
ACTION
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JANUARY 2006

INNOVATIVE, CLEVER ACCESSORIES COMING TO A BIKE SHOP NEAR YOU STOP GUESSING: DISC BRAKE SHOOTOUT

$3.99 CANADA $4.99

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ISSN 0895-8467

70989 37199

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LAND ACCESSWINNING THE BATTLE

THIS MONTH
Travel to a faraway place to uncover yet-to-be released bikes and goodies for mountain biking. If you cant find it here, you probably dont need it. Page 30.

Photo by John Ker

Photo by John Ker

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SHOOTOUT

46
TRAINING & FITNESS

BIKE TESTS

96 The Big Four Disc Brake Shootout

Avid, Hayes, Magura and Shimano squeeze off in a battle that had to be stopped. FEATURE

26 Titus Moto-Lite
Arizonas vision of the one bike that will do it all.

90 Winterize Your Bike, Body And Brain

Let it snow, let it snow, let it snow.

56 Specialized S-Works Epic Disc

Carbon comes to the Epic.

100 Should You Be Training?

Tips that are not just for racers. DEPARTMENTS

46 Its About Access

Mountain bikers play, while trails are taken away.

78 Specialized Demo 8
Race-ready ripper tested at the Whistler Mountain Bike Park. INTERBIKE SHOW SPECIAL REPORT

8 Happy Trails
Racing and the modern age.

64 One Mammoth Day

Mountain bikings 2005 National Champions.

10 Mac Attack
Questions unanswered.

75 Quality, Not Quantity

Chromag: more human bikes and components.

30 The Bike World Reveals Its Hand In Las Vegas

We check out the winners and the losers.

86 Take A Ride With Iron Horses Brain Trust

A conversation with Dave Weagle. TECHNICAL

41 Downhill Madness
Sir Isaac Newton would be proud.

42 Show Weirdness
The strange and unusual.

104 2006 SRAM Downhill Components

Another contender for king of the hill.

44 Faces In The Crowd

This was the place to be seen.

108 Inside The Pros Bikes

Cody Warrens downhill title machine. 4
www.mbaction.com

Scalp protection: A new entry into the bicycle helmet game launches with a strong first move. Page 22.

contents
Photo by John Ker

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Photo by John Ker

90

Brake it off: The four biggest names in disc brakes get compared on our test fleet. Page 96.

112 Quick Releases

Brand-new stuff, real riders.

VOLUME 21, NUMBER 1 JANUARY 2006

114 Down The Trail

Dual-slalom nirvana. ON THE COVER
A selection of new bikes and products from the Interbike show vie for your attention; Eric Carter flies to another title (photo by Ryan the auteur Cleek); and the wrecking crew crowds together for a disc-brake shootout (photos by John dust storm Ker).

12 Hardtales
A Kamikaze attack on Mammoth.

18 Trailgrams
Name that trail.

Down from the mountain: There is a new player in the downhill component game. Page 104.

20 Ask R.C.
Finding a mountain bike gem in the garage.

WARNING: Much of the action depicted in this magazine is potentially dangerous. Virtually all of the riders seen in our photos are experienced experts or professionals. Do not attempt to duplicate any stunts that are beyond your own capabilities. Always use discretion and wear the appropriate safety gear.
MOUNTAIN BIKE ACTION Magazine (ISSN 0895-8467 Canada GST 12500#9266RT: CPC INTL. PUB MAIL 40024492) January, 2006 is published monthly by Daisy/Hi-Torque Publishing Company, Inc., with editorial offices at 25233 Anza Dr., Valencia, CA 91355. Subscriptions $19.98 for 12 issues (one year). Canada add $12 additional postage for one year, $24 for two years. Foreign add $15 additional postage for one year, $30 for two years. Foreign subscriptions are shipped by surface mail and may take up to 15 weeks to receive. Copyright 2005 by Daisy/Hi-Torque Publishing Company, Inc. All rights reserved. Nothing in this magazine may be reprinted in whole or in part, by any means, without the express permission of the publisher. Contributors: Photographic submissions must be 5x7 or 8x10 glossy black and white, or 35mm and larger color slides. Please mark each photo with owners name and address. Manuscripts should be typewritten. Unsolicited contributions, manuscripts, photographs and illustrations must be accompanied by a stamped, selfaddressed envelope. Unless special arrangements are made in advance, all published material becomes the sole property of Daisy/Hi-Torque Publishing Company, Inc. The publisher does not assume responsibility for unsolicited material. Periodicals postage paid at Santa Clarita, CA 91355, and at additional mailing offices. POSTMASTER: Send address changes to Mountain Bike Action Magazine, P.O. 958, Valencia, CA 91380-9058. Printed in U.S.A. For Canadian returns mail to: Hi-Torque Publications, 4960 -2 Walker Rd., Windsor ON N9A 6J3.

22 Thumbnail Thrash Tests

Stuff for your head, feet and stomach.

106 How To Subscribe

Easy, schmeazy.

111 Travel Directory

Mountain bike travel companies.

January 2006 / MOUNTAIN BIKE ACTION

Happy Trails
happened? The question came from a former bike maker who had surfed the wave when all eyes were focused upon the NORBA National and the World Cup series. He had just returned from the U.S. National Championships at Mammoth Mountain, Californiaan event that was once so large that mountain bikers filled the city to capacity. In its heyday, the fields were so deep that there were four full days of competitioncross-country at dawn and dual-slalom after dark. Long after the medals were awarded, bicycle box vans, race-team semis and passenger vehicles with bikes loaded on car-top racks would be strung out on the highways for hundreds of miles to all four points of the compass. Yeah, I remember the good old days, I said, when racing was mountain biking. Now, after a somewhat ugly adjustment period, I think that racing has taken its rightful place as just one aspect of the sport. Thats a black vision, replied the man in the golf-logo shirt. Time will prove you wrong on this one. The whole industry took a beating in the 90s, not just racing. Attendance was small potatoes at Mammoth, but the vibe was strong. I think that racing is making a comeback. What that really means is that you are planning a comeback, I laughed. Is it a cross-country or a downhill bike? I cant show it to you yet, his voice lowered, but I can tell you that it has lots of CNC-machined magnesium, over eight inches of travel and that some big-name pros are pretty impressed with its performance. Right now, were searching for some talent to head up our race team. Now, theres a marketing plan, I chided. Choose the smaller of the two most atrophied mountain bike markets and then jump in with both feet. After youve given away half of your fleet to the pros, who are you going to sell the rest of your production to? Not so fast, Mister Black. (I sensed that I was in for a lecture.) When BMX spiraled in, GT bought up as much business as they could. When BMX came backboom! GT was sitting pretty and making bucks. The way I see it is that downhill is the only thing weve got going that has a visual presence, and this countrys all about the visual. All we need is a more exciting format, some TV coverage and bingo, gravity racing will be back on 8
www.mbaction.com

By Richard J. Cunningham do well in the NORBA national series or a guest appearance for pros who were too busy (or lazy) in Europe to race for the home crowd. So far, so good, I smiled. Then, Id combine the mountaincross and downhill disciplines into one national series, he continued. This would bring the National circuit closer to major population centers, because mountaincross events can be staged on smaller mountains, or hillsides in urban parks. Id give out colored arm bands and number plates to the leaders in each discipline, but the points in each event would accumulate towards one national championship. A title has to mean something to everyone. The man or woman who earns the number one plate will be the best downhill racer in the U.S.A.end of story. Then, Id make mountaincross courses more technical, with at least one fast, flat corner, and Id throw in some rocky or sandy sections and highspeed whoops made from logs or telephone poles. I dont ever want to see Brian Lopes win a gravity race on a stupid hardtail again. What about big-format races? I asked. In this great vision, how would you improve downhill? Open up the courses. Docker Dan traced an imaginary downhill, his hand emulating a rider in action. Enough of this puttering down the mountain at 20 miles an hour. We need some flat-out speed sections with sliding corners, dropaways and risers that leave the racers dangling above the ground for 50 yards at a time. Watch a downhill ski race and you dont have to be a skier to appreciate whats going on. Mountain bikers know how hard it is to bounce and weave down an ultra-technical course, but its stiff and boring for outsiders to watch that kind of stuff. We need speed. Fortyyear-old John Tomac beat all comers on the Mammoth Kamikaze two years running. That tells me that todays pros have never been over 50 miles an hour on a bicycle. Skiers hit 70 on a practice run without suspension or brakes. We should be able to get close to that without too much trouble. Well, youve got me interested in racing again, I admitted. But I still think you are wasting your time making bicycles again. Hows that? Mister Power-Stroke Pickup looked puzzled. Another nine-inch-travel gravity bike isnt going to change the world, I said. But there is a desperate need for a new national downhill racing organization.

he racing scene is only a fraction of what it used to be. What do you think

top. If I water the flower now, Ill be sitting pretty when it blooms. Where have I heard that before? (Now it was my turn to take the pulpit.) Remember when cross-country racing became an Olympic Sport? The huge influx of new mountain bikers that everyone predicted never materialized. World Cup racing at its peak, with spectators lining the course and helicopter cams following the riders down the mountain, wasnt visual enough. Made-for-television formats like King of the Mountain werent visual enough. Youd think that downhillers throwing themselves off cliffs at the Red Bull Rampage would have easily earned a spot between Disparaging Housefraus and the Worst Wing, but that never materialized either. Exactly what kind of visual presence did you have in mind? Dressing up downhillers like WWF wrestlers and sending fourperson teams down the course to duke it out for the win? Ha, ha, ha. Now theres a visual, snorted Mister Buff-Colored Dockers. As much as Id love to watch that on the tube, I had something quite different in mind. The whole NORBA National Series needs to be overhauled. It has no continuity. Each event needs to build tension towards the end of the season. Okay, I sat down on the tailgate of Golf Mans F350 Ford pickup, Lets pretend that NORBA was capable of thinking outside of its box and that you have already convinced some affluent promoters to adopt a new format. Im all ears. First of all, Id get rid of the one-day National Championships. Mister Snow-White Tennis Shoes was finally making some sense. All that it really amounts to is a last-chance consolation race for unfortunate racers who didnt

The Mac Attack

ou would think that after twenty some odd years of mountain biking, Id have all the answers. Not true. There are plenty of troubling questions Ive not been able to answer. Like... Why do they call it the professional class when it doesnt pay any purse? Why do fork companies measure travel in millimeters, yet frame makers measure rear-wheel travel in inches? How come a rider will spend hundreds of dollars to shave a few ounces off a bike and then eat an entire pizza while watching TV? Why are they called clipless pedals when you have to clip in to use them? Ladders and bridges were first incorporated into mountain biking so riders could traverse muddy sections of terrain. So how come you see them constructed in parking lots now? How did skater helmets ever become the first choice of so many mountaincrossers who need more protection than any other discipline of mountain biking? How come 198 grams sounds lighter than seven ounces, but 453.59 grams sounds heavier than one pound? How come all cross-country bikes dont use wide bars like the ones single-speed riders use? How come you hear riders at the back of the pack in a cross-country race say, Im only riding this race for training. Why are there more climbs than downhills on every ride? Why do energy bars have to taste like that? How come component makers publish weights in grams and bike makers list their weights in pounds? Why are the hours of Barney Baxters Bicycle Barn only convenient for unemployed people? How come it takes forever to get into riding shape, yet only a week to lose everything you gained? Why are there production mountain bikes that sell for $7000!? Why is it understood that an eight oclock ride starts at 8:30? Why is it called a waterbottle cage when one end is always open?

By Jim McIlvain

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You can contact Jimmy Mac directly at JamesMac@hi-torque.com

www.mbaction.com

Photo by Jeff Johansen

How come a 20-mile easy ride always ends up being 16 miles of hammering? Why do so many mountain bikes gain one or two pounds on the trip from where they are made to where they are sold? How come you get so grumpy when you fall, but laugh uncontrollably when a riding partner gets pitched? Why hasnt Ned Overend slowed down? How can bike builders annually discover frame tubes that are lighter and stronger than the ones they used last year? Wouldnt that make bicycle frames weightless by now? How come we call it a pedaling platform now, when we used to call it suspension with bad stiction? How come they dont make a great-grandma gear for really steep hills? Why do businessmen take over mountain bike companies and put them out of business? If you consumed ten supplements that claim to deliver a ten percent boost in performance, would you be 100 percent faster than you are now? Why do we complain about paying $3 a gallon for gasoline, but gulp down $29-a-gallon Red Bull? Why do so many TV, camera, computer and car companies use mountain bikes in their advertising, but so few of them sponsor mountain bike events? Why isnt there a mountain biking resort (with lifts) that is open all year long because its mountain isnt covered in snow six months of the year? Why doesnt everyone mountain bike?

Hardtales

Surviving A Kamikaze Attack

Not all the secrets have been revealed

The 2004 return of the most legendary mountain bike event in the history of our sport, the Mammoth Mountain Kamikaze Downhill, was such a hit that the race was held again in conjunction with (but not as part of) the 2005 NORBA National Championships. The event attracted 110 starters (a fraction of the 1200 riders who raced the event at its peak), from seasoned professionals like last-years winner, John Johnny T Tomac; Chris Kovarik; Sam Hill; and Phil Tintsman, to riders like Lanie Aldridge, who won the Junior Women 18-and-under with an impressive time of six minutes, 45.5 seconds. When the dust had settled, Johnny T had scorched the course in just under five minutes, three secondsa time good enough to again win the event and prove that last years win was no fluke.
Lunar landing: Part-time wrecking crewer Mo Hutchison tries to find traction on the lunar surface that makes up the top section of the Kamikaze course. To imagine that riders used to race this without suspension sends shivers up the spine.

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Longest trip: Dan Takuma made the trip from his native Japan to make the top ten in the Pro/Semipro class. Day-glo colors were all the rage when the first Kamikaze was run in the 1980s.

Whats your excuse?: Bobby McMullen (530) is legally blind, but he wasnt going to use that as an excuse for missing the 2005 Kamikaze. Riding behind his friend, Andy Friesen, Bobby reached his goal of a top-ten finish. He took eighth place in the Beginner Mens class, beating three riders in the process.

Wind tunnel: Visors were removed from helmets to reduce wind resistance, and keeping elbows close to the body is a necessity when your speed is way above 30 miles per hour. Doug Frei demonstrates.

Da winner: There are a lot of tricks to this course, explained Johnny T (above and right) to a photographer he had almost run over while using a creative line. The trick to winning the Kamikaze is in your tuck and use of the brakes. We figure use of brakes means not touching them.
January 2006 / MOUNTAIN BIKE ACTION

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Hardtales

Seen in the pits: Mike David of Troy Lee Designs was spotted in the pits at the Mammoth Nationals wearing this prototype, open-face D2 helmet. The idea is to meet the needs of Super-D racers who want more protection than a cross-country lid and not as much claustrophobia as a downhill helmet. Mike wore the helmet in the Super D. Will we see a production version? If enough riders want them, well make them, said Troy Lee.

14 www.mbaction.com

Hardtales
REALLY FAT TIRES NEVER GET STUCK AGAIN
Giving new meaning to fat-tired bicycles, Surly offers the Pugsley. The Pugsley frame and fork will accept 4inch tires on 26-inch rims. The floatation and traction gained by using largevolume, low-pressure tires can get you over and through otherwise unrideable terrain, including ice, snow, sand, mud, wet rocks and roots. In many conditions, bigger is better. Surly also offers Endomorph 3.7 tires with a 3.7-inch width and modest paddle-like tread pattern to allow the tire to float, rather than dig. You can get more information by calling Surly at (877) 743-3191.

What are teammates for?: Eventual 2005 National Mountaincross Champion (and reigning 4-Cross World Champion) Jill Kintner had a rough morning of practice before her event. A teammate accidentally took her out in practice. Its amazing, isnt it? World Champions even crash gracefully.

Best dressed: Becky Brain shows high-fashion form on her way down Mammoth Mountains amateur downhill course. MBA riddle: Becky came in last in her class and still won. How? Answer: She was the only racer in the class.

Broken down and disgusted: Using carbon bars? Keep an eye on any clamping area. If a clamp has a rough edge, it can score the bar when tightened. That creates a stress riser where the bar will eventually fail.

Soil sample of the month: Winner Keith Kanawyer of Santa Clara, California, takes a digger with style and class.

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www.mbaction.com

Trailgrams
HELL TAKE AN ISSUE
I cant believe the amount of negativism Jimmy Mac got towards MBA when he was trying to give copies away (Mac Attack, October 2005). What planet are these people living on? While I enjoy occasionally picking up a copy of another bike mag to flip through, I truly feel that MBA is the only one that reads like it was actually written by writers and edited by editors. MBA was the first mag that really grabbed me when I was a mountain bike newbie (even if you did trash my Mongoose MGX). See, I grew up with another Hi-Torque publication: Dirt Bike. It was the first motorcycle mag to really test bikes and have the courage to be honest in their evaluations. It made a lot of companies mad in its early days, and more than one rider predicted its demise; but its funny, all the mainstream cycle mags started following their lead and getting a little tougher in their tests. Its also interesting how quickly dirt bikes started evolving in quality once there was some critical reporting going on. Its like dirt bikers were finally given a voice to expect more out of the makers than they were being given at the time. So, when I started getting into mountain bikes and saw this Hi-Torque pub called Mountain Bike Action, I expected no less from itand it hasnt disappointed me. As far as Im concerned, you guys are the gold standard that all the other mags are judged by. Sure, youre not going to make all of us happy all the time, but I think you come the closest to covering the full spectrum of our sport and doing it in a well-written yet easy-reading way. Doug Minor Nine Mile Falls, Washington Doug may be slightly biased because he is an honorary wrecking crewer. He penned an excellent story on obtaining sponsorships in our November 2005 issue.

mba@hi-torque.com READER PHOTO OF THE MONTH JESME IN FLIGHT

I took this photo at the 2005 Crankworx. It is a series of three shots, and my mate compiled them together to create this sweet sequence. This is John Jesme laying down a superman during the Jump Jam session. I have just started to mountain bike in the last two years. Your magazine has been the single best source for learning about tech-

niques, bike components, and bikes that is available. Rael Lange Vancouver, BC, Canada Got a killa shot? Wanna become famous? Burn your photo to a CD and mail it to MBA Trailgrams, 25233 Anza Drive, Valencia, CA 91355. It may appear right here.

NAME THAT TRAIL MYSTERY SPOT

KEEP IT REAL
In your August issue, the average price for the bikes tested is $3749.50, and theres a frame for $2486 (you didnt give the as tested price for the Foes). In the case of the Specialized S-Works Enduro, a $5700 playbike, you stated, you get what you pay for while giving it a rave review. I wonder if, in addition to that companys three full page ads, the bike test isnt another three page ad. Oh, and for $600 less, one can buy a topshelf 125cc motocross racer. Still say you get what you pay for with the S-works? Please keep it real. Lou Mahar Bedford, Massachusetts 18 www.mbaction.com

The Flume Trail, Lake Tahoe, California.

Can you name the trail in the photo of my Specialized Epic out on an epic ride? Roy White Bend, Oregon

Trailgrams
FOLDING FORKS
Me and two of my friends are dirt jumpers. In the past nine months we have broken seven forks. Two just today! Weve demolished one Marzocchi XTR, four Marzocchi Z1 freerides, one RockShox Pike Race, and one RockShox Pike SL. Can any fork stand up to a dirt jumpers punishment? Our forks were mostly broken during spins. The Pikes were broken learning 360s, which were landed successfully by the end of the day. If any company thinks their fork is strong enough, send it to us. We still need to practice the 360s. Collin Morrison Bethesda, Maryland Marzocchis 06 Dirt Jumper forks with 32-millimeter alloy stanchions are about as tough as dirt jump forks get. If that doesnt work, youll either need to increase your health insurance, or buy a motocross bike and increase your health insurance.

TRAIL DECORATION HANGMANS TREE

BETTER NUTRITION
You made a couple of terrible misjudgments about Crested Butte (MBA, October 2005). Im a diehard Crested Butte fan and resident and was psyched to see you highlight the amazing riding and beautiful scenery of our town. Unfortunately for you, someone steered you in the wrong direction on your visit. First of all, the food in Crested Butte is quite amazing for a small town. You just happened to hit the absolute worst restaurant and most overpriced restaurant in town. Second of all, most locals do not ride hardtails. Sure, we have lots of buff singletrack, but we also have lots of rugged downhills and technical trails. With the exception of the people on rental bikes, and the occasional hardtail purists with back problems, youll see way more 4-5-inch trailbikes than anything else. I welcome you back to Crested Butte, and Ill take you out for some delicious food and sweet riding. Just let me know when! Oh, and your magazine rocks. Janae Pritchett Crested Butte, Colorado

I was out riding in Park City, Utah, on the Mid Mountain Trail and ran across this bike hanging in the tree. About a mile down the trail, I met the guy who was riding the bike. He broke the fact that everybody out there is enjoying the nice temperatures. Instead of complaining and trying to see if you can prove MBA wrong, why dont you put on your night gear and head out to McDowell Mountain Regional Park so you can see a different weather outside this concrete jungle. Ill see you there. Ill be the one enjoying the weather. Carlos Samano Phoenix, Arizona

his collar bone, and his face was all banged up. If not for a helmet, he would probably not be here today. Gordon Brown Salt Lake City, Utah barks. So does 9 speed for mountain bikes. Remember the show Eight is Enough? Well, it is. We dont need such minute ratio options for mountain biking at the expense of operational latitude when confronted with mud and dirt. Im no luddite. I drool for carbon fiber, X-type bottom brackets, SPV valving and all other truly worthwhile advances. Think of how light and efficient an eight-speed Grip Shift drivetrain could be made if it was focused on. Maybe it could be marketed as a Race 8 option? Ill take one, please. The future is sometimes in the past. Scott MacDonnell Auckland, New Zealand Send e-mails to mbaction@hitorque.com and if our spam filter kicks it back, send a letter to MBA Trailgrams, 25233 Anza Drive, Valencia, Ca. 91355. Please include the town and state where you live. Trailgrams tip of the month: Duct tape is now available in small, flat packaging (as opposed to on a big roll). Stick some in your hydration pack. The tough stuff works for many on-the-trail repairs.
January 2006 / MOUNTAIN BIKE ACTION

GET A GRIP
I find it frustrating that Grip Shift is not speced on almost any new highend bike because it would not sell well according to product managers. Grip Shift is simple, light and compact. Nothing dumps or grabs a bunch of gears as well as Grip Shift, and it has stood the test of time. Dual Control, conversely, is a crock. It is clumsy, heavy and ugly. Its vague under pressure, terrible to change up with an unnatural back-of-the hand movement, and slow to move large gear numbers quickly. Plus, it is reliant totally on spring pressure, which can be tricky mid race, or epic, if the cables start getting a fraction sticky. Did I mention the limitation of brake choices? Wake up, people. Dual Control

A COOLER ARIZONA
In response to Abe Golds letter from your October 2005 Issue, I think the one who has it all wrong is Abe. I am proud to see that he is knowledgeable of weather conditions here in the Valley of the Sun, and while it is true that we still retain triple digits through most parts of the day, McDowell Mountain Regional Park is located outside the city, which helps lower the temperature considerably. I have participated in the parks night ride, and its a great experience due to the huge participation and

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Ask R.C.

By R. Cunningham

Post no drills: Manitou forks (like this Nixon Elite) use a pair of cast posts to mount the brake caliper. Would steel thread inserts improve their strength?

PUT AWAY THAT DRILL! Q: I was wondering if it is a good idea to Helicoil the brake bracket holes on a Manitou Minute fork. R.C.: Steel thread inserts like the Helicoil require you to drill an oversized hole and then thread it to an even larger diameter. Inflicting such an operation on the minimal-sized post-mount caliper bosses of your Manitou fork could do more harm than good. Leave well enough alone.
VINTAGE GEM FOUND IN GARAGE Q: A coworker is selling a steel Bontrager frame of unknown vintage. I havent found any information on this bad boy. It has a wishbone seatstay and a nifty, bolt-on, anti-chain-suck device integrated into the chainstay. Im stumped as to the model and year. A frame sticker reads, Hand built in the USA with True Temper OX 2 Main Tubes and Stays. Can you help? R.C.: Your Bontrager is probably an early to mid 90s vintage Race or Race Lite made in Santa Cruz. Keith Bontrager says that the Race frames have 7/8-inch chainstays and heavier .9-.6-.9-millimeter butted tubes. The Lite frames have 3/4-inch chainstays and lighter .7-.5-.7 butted main tubes. Its head tube is offset machined with thicker bands in the forward area of the head tube. If its in good shape, buy it. Few hardtails have that magic Bontrager feel. By the way, Keith has been tearing up the 24-hour circuit lately and raced the Trans Rockies this yearAnimal! 20
www.mbaction.com

Big-guy bike: Cannondales Prophet is well suited for man-sized bodies and aggressive East-Coast trail ridingbut the new Rush (says R.C.) may be even better.

NOT HYPNOTIZED BY HIS TRANCE Q: I have played with the suspension settings of my Giant Trance 1 all summer, and I still find it to be the worst bike I have ever ridden! It climbs pretty well, but on descents it has a rough, chattery ride that really beats me up. I feel like I get no small-hit compliance, and the bike has a cheap feel. Should I sell it? R.C.: I also noticed that the Trance can feel rough in the rear while descendingespecially when I am dragging the rear brake. That said, I am a fan of Giants Maestro chassis, so, before you sell it for scrap, try two important setup changes: First, add some low-speed compression damping up front. This will make the fork ride higher in its travel, and it will force the shock to work harder on the descents. Second, set the shock to its correct sag (25 percent of its stroke) so that the rear suspension rides farther into its travel. I have noticed that the Giants dual-link rear suspension will not function

smoothly under braking unless it is operating in a neutral zone somewhere near the first third of its travel. Use the ProPedal function to tune your pedaling platform, and keep the shock-spring pressure as low as possible without causing the suspension to bottom out excessively. WISE PROPHET Q: Im trying to pick a new fullsuspension bike. I like to ride technical trails here in Maryland, but I also have to ride pavement, so I cant deal with suspension bob. I am 51, weigh 215 pounds, stand five-feet, ten inches and have a 32inch inseam (I have a long torso). I like the Trek Fuel 8 EX and the Cannondale Prophet 1000. Any advice? R.C.: Cannondales Prophet is the better choice. Cannondales top tubes run long, and the Prophet 1000 has Manitous SPV air-adjustable pedaling platform in its Lefty fork and Swinger 3-way shock. For your information, the new Cannondale Rush is lighter and more cross-country worthy than the Prophet and shares similar geometry. Both handle rocky East Coast singletrack very well.

Thumbnail Thrash Tests

Thrash test rating: Perfection Delivers above average value and performance Recommended for intended application Shows potential but has drawbacks Save your hard-earned bucks

HUTCHINSON REP AIR TUBELESS PATCH KIT

The company most responsible for the tubeless movement offers a repair kit with special glue that mends most punctures without removing the tire. Its available for $10. Features: Repair uses a special glue that requires no surface degreasing or sanding for the patch to stick to the inner casing. Even better, the glue will seal thorn punctures without tire removal. The kit includes a tube of glue and four patches. Hutchinson can be reached at (888) 664-8824. MBA Rating: We tested for a thorn repair by drilling a 1/32-inch hole in a Hutchinson Scorpion. After deflating the tire, we squeezed some glue into the hole, let it dry for three minutes, inflated the tire and hit the trail. We tested for larger punctures and rips by drilling a 5/32-inch hole. Again, we followed Hutchinsons instructions, this time gluing a patch to the inside of the tire casing, installed the tire and inflated. Both of our repairs have stayed permanently sealed after 15 plus hours of riding. Repair works both on UST and converted tires. It can also be used to repair a small rip in the sidewall area that is too flexible for Stans to seal. This product will save you from throwing away an expensive (yet damaged) tire.

LAS SQUALO HELMET

A cross-country helmet from an uncommon company with an unusual name (LAS) promises to make you a standout. Just ask Gary Fisher, who will ride in nothing else. The LAS Squalo sells for $144. Features: The 29 vents are configured to create a center ridge of shark fins and a tailfin (Squalo is Italian for shark). LAS also offers the Squalo in solid blue, gray and white, as well as mixed versions of the colors. Custom team finishes are available on request. The Squalo weighs 11.2 ounces. It sells for $154 with a visor. You can reach LAS at (888) 867-4334. MBA Rating: The Squalo just screams Ferrari styling and finish. Durability and protection are promoted by extending the hard shell down and around the bottom of the sides and rear quarter of the helmet. Another innovative feature is the one-piece, padded lining. Its the first lining weve seen that can be removed and thrown in the wash. Once clean, it takes just a second to put back in. Included in the front sphere of the liner is an anti-insect net that keeps ugly bugs from finding habitat in your hair. The shell is available in two sizes and includes a very well-thought-out and functional retention system. LAS strap design is easy to adjust and features tidy, continuous loop strap ends. On the trail, the Squalo is comfortable and stays in position. We experienced some interference between eyeglass ear stems and the skull lock. (A common problem with retention devices.)

NIKE MTB 101 SHOE

The Nike MTB 101 is a high-performance mountain bike shoe named after the singletrack trail that Lance Armstrong built on his ranch in Texas. The $249 shoe is sold only at Trek Bicycle shops, and one dollar from every purchase goes to the Lance Armstrong Foundation. Features: The MTB 101 has Nikes X-change lug system, so you can replace and customize (with two different durometers) the rubber grips on the shoes sole. The sole has a carbon fiber plate with toespring for maximum stiffness and power transfer. Retention is handled by two Velcro straps and a large adjustable polycarbonate nylon ratchet buckle. A Pebax nylon cage integrates the heel cup, strap and buckle. The shoes upper and straps use KNG100 synthetic leather. The shoe is SPD compatible and comes in 18 sizes. Each shoe weighs 15 ounces. The 10/2 symbol on the left shoe represents the day that Lance was diagnosed with cancer. You can check them out at any Trek dealership. MBA Rating: The attention to detail is top notch. There is not a drop of excess bonding material, any loose threads or even a misaligned seam. Fit is dialed in for fat-footed Americans. You wont pinch your toes in these shoes. The sole is racetuned, meaning it is stiff for transferring power to the pedals but not so great for hikea-biking. Cosmetically, wed like to see a molded protector added to the front of the shoe. We tore the surface of the synthetic leather in the toe area after a few rides. 22
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MBA BIKE TEST

Arizonas Version Of The One Bike

The Titus Moto-Lite
By R. Cunningham

itus may have discovered the perfect blend of a quick-accelerating climber and an ultra-capable, dual-suspension chassis. Titus founder Chris Cocalis previously designed two dual-sport contenders: the big-dropcapable Super-Moto, and the lighterweight, cross-country-oriented Switchblade. Both earned a place on MBAs short list of ultimate trailbikes. Chris, however, is one of those insatiable, detail-oriented guys who cant leave well enough aloneeven if well enough is great.

MEET THE MOTO-LITE The five-inch-travel Moto-Lite represents the culmination of everything that Chris learned from developing the Super-Moto and Switchblade, with a couple of tricks thrown in that reduce the overall weight to a figure that rivals many production cross-country racing sleds. Our medium-sized test bike weighs 26.4 pounds, with a parts pick that wont shy away from a high-speed downhill run at the summertime ski resort of your choice. Specially designed, flared and butted main frame tubes give the Moto-Lites frame great strength without the bulk and patchwork gussets that adorn most long-stroke trailbikes. Titus employs the fully active four-bar rear suspension that Chris has been honing to perfection since he hooked up with AMP Research back in the early 90s. Depending upon your courage, you can order your Moto-Lite with a range of airsprung shocks, or choose a more gravity oriented, coil-over damper. The beautifully crafted rear end pivots on ball bearings and uses rectangular tubes to boost its stiffness, without cramping the space necessary to clear tires, chains and sprockets. Our test bikes medium chassis weighs only 5.9 pounds. Want a lighter frame? Moto-Lites are produced in aluminum for most of us, but aficionados can have one custom made in titanium or with Exogrid top tube and downtube. Exogrid is a Titus term for a honeycombed titanium tube that has an internal layer of carbon fiber pressure-molded inside of it. The tricklooking composite pipes replace the taper-butted main tubes of the custom Ti chassis. 26
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MOTO-LITE BY THE NUMBERS A sturdy, lightweight chassis is only a starting point for a top-performing trailbike. A half-degree here or a quarter of an inch there can mean the difference between a lethargic and a lithe-feeling chassis. The Moto-Lites geometry shifts between sizes to insure that riders of differing physiques can experience the same quality of handling and performance. All told, the Moto-Lites geometry leans strongly towards the crosscountry racer side of the box, which left us wondering if there was any SuperMoto influence in the Moto-Lite. A Moto-Lite frame starts at $1395 for the aluminum version. Youll shell out a lot more ($2820) for titanium, and the Exogrid model costs a staggering $3850. Sizes come in extra-small (reportedly the Moto-Lite is the most compact longtravel chassis you can buy), small, medium and large. Titus offers five build options that range from the Base Kit ($2294), to the Ultimate Race Kit, like our test bike, that runs $4775. Femalespecific frames are available, too. LETS GO RIDE Step over the Moto-Lites top tube and youll readily appreciate that Titus has radically sloped it to add some extra standover clearance. The seat tube is reinforced by a formed sheet metal strut, so you wont be flexing the frame when your seat is at full cross-country extension. Roll out and the Moto-Lite feels nimble and ready to move forward with a slight push on the pedals. We intentionally set the Fox RP3 shock and F100 RLT fork to give a plush ride (25-percent sag) to benchmark the pedaling performance of its active rear suspension before we fussed with pedaling platforms and fork lockouts. In all but the most aggressive pedaling situations, the Titus accelerates without sapping leg power with wallowing suspension. Switch the RP3 shock to the middle or maximum platform positions and you can hammer at will. Pedaling performance: No surprise here. Titus cross-country bikes have consistently rated at or near the top of MBAs all-time best climbers, and the Moto-Lite pedals as if it were a Racer-X. Its TALAS (travel-adjustable, linear air spring) fork can be reduced from five to four inches of travel to assist climbing,

Whats in back counts: Titus has honed its four-bar active rear suspension to near perfection. Clamp its Magura Marta SL disc brakes and you can still reap the smooth ride of its Fox RP3 damper.

but we never touched the dial. The longer-stroke fork rolls over rock steps and keeps the bike moving over rough trail surfaces. The same can be said of its rear suspension. The net effect of the Moto-Lites longer legs is a greater level of pedaling efficiency in real-life trail riding situations. Singletrack handling: The MotoLites steering geometry is slightly relaxed, but steeper than the 69-degree trailbikes we have been testing lately, so it felt cross-country quick at first. At singletrack speeds, however, the Titus became an integral part of its rider. Nimble and light, and with wide, sticky Kenda knobby tires, the Moto-Lite could claw its way up or swoosh down almost anything that nature and forest trail builders could throw in front of it. Flick the handlebar and master tight switchback corners with ease. The Moto-Lites smooth-riding suspension and intuitive steering move you through the forest silently and with uncanny swiftness. Technical skills: Experienced riders will find little fault with the Motos ability to land moderately scary drops and jumps. Its front end tracks well when it is pointed towards the center of the earth, and its eight-inch front brake rotor and Magura Marta brakes are

More than cross-country: If you didnt know that there was five inches of suspension travel below you, youd believe that the trail had recently been smoothed out. Titus Moto-Lite handles like a racing chassis that can do no wrong.
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Long legs: The Moto-Lite makes up time over rough, rocky terrain. It makes stair steps and any drop within the height of its front wheel an easy roll.

impressive stoppers. Less experienced technical riders (the ones who release the brakes and hope for the best) will miss the stability that a slacker head angle would give the Titus. But what the Titus gives up in the drop-in department, it makes up for everywhere else. The chassis balances close to the center of the bike, which makes it easy to flick the wheels up, over and around boul-

ders, stumps and other nasty sections that would reduce most bikes to being pushed. Speed work: Neutral cornering makes it possible to change lines while the Titus is drifting and shifting. This is a real confidence builder, because both wheels tend to follow each other regardless of the soil and roughness of the trail. You can push the Moto-Lite harder around any corner without sacrificing control. Too much speed? Simply lean it over and burn it off with a little drift. Too little and you can accelerate early without pushing the front tire. In the air: The Titus stays where its put, and if you do miss a takeoff, the Fox fork and shock will catch you and guide you back on line in almost every case. The Moto-Lite leaves the earth smoothly and lands like a big cat. Suspension notes: The Moto-Lite can be ordered with burlier suspension than the lightweight RP3 air shock and F100 fork of our test bike. That said, our Moto-Lite put in a surprisingly stellar performance down our flat-out ridge run. Finesse riders can really squeeze some speed from the Lites five inches of cushion over rocky and rutted descents. Heavy-handed types who are used to working the bumps on dedicated downhill rigs, however, will need a more capable fork and shock to descend with the same intensity. Technical report: SRAMs X.O trigger shifters and rear derailleur, paired with Shimano XTR drivetrain components, delivered nearly flawless perfor-

Five or four inches?: Two shock mount options on the Moto-Lites swing link are perfect for the rider who may race an occasional Marathon or 24-hour event.

mance. Add feather-light Magura Marta disc brakes and DT Swiss wheels and you get a very, very fast trailbike. For its intended purpose as a high-performance long-travel trailbike, we wouldnt change a single component. FINAL WORDS The Moto-Lite is the perfect One BikeTitus style. This is an ultracapable, cross-country trailbike that can do just about anything in the hands of a good rider. The Moto-Lite is about maximizing the technical skills of an accomplished cross-country trail rider or boosting the range and climbing abilities of an experienced technical specialist. Either way you look at it, Titus has produced a winner.

TITUS MOTO-LITE
Price...$1395 (frame), $4775 (as tested) Country of origin...USA Weight...26.8 pounds
Frame size....................................Medium (19") Bottom bracket height ............................ 13.5" Chainstay length...................................... 16.85" Top tube length ...................................... 23.25" Head angle ..................................................70.5 Seat tube angle ..............................................73 Standover height ......................................28.75" Wheelbase ................................................42.75" Suspension travel (front) ........5" (adjustable) Suspension travel (rear)............................5.25"
Frame material ....................................................................Aluminum Fork ..........................................Fox Racing Shox F100 TALAS RLT Shock ......................................................Fox Racing Shox Float RP3 Rims ......................................................................DT/Swiss XR 1540 Tires .... (F) Kenda Kinetics (2.35"), (R) Kenda Kharisma (2.1") Hubs................................................................................DT Swiss 540 Brakes ......................................................................Magura Marta SL Brake levers ..............................................Magura Marta SL carbon 28
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Crankset ...................................................................... Shimano XTR Bottom bracket .......................................................... Shimano XTR Shifters................................................................ SRAM X.O triggers Rear derailleur ................................................................ SRAM X.O Chainrings ..........................................................Shimano (44/32/22) Cassette ....................................................Shimano 9-speed (12-34) Pedals ............................................................................................None Hotline ........................................................................(480) 894-8452

MBA 2006 SHOW COVERAGE

Welcome To The Big Show

Las Vegas hosts Interbike

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colossal show held once a year, Interbike is where bicycle shop owners and their staff gather to peruse the latest offerings from individuals and companies who make products for mountain bikers. Of course, the MBA wrecking crew was in the house, running up and down the aisles like kids in a candy store. Come along and enjoy the sweetest treats we could find.
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MBA 2006 SHOW COVERAGE

BEST IN SHOW Ibis is back! The Ibis Mojo Carbon gets 5.5 inches of rear wheel travel utilizing a DWLink suspension. All links are forged and nickel plated with easyto-service pivots and bearings. Ibis claims the frame is 5.8 pounds and will sell for $1899 with an RP3 Shock. This may be the most sought-after bike of 2006. The Ibis booth was jammed during the entire show. Call them at (866) 424-7635, and put your name on the list!

Show grid: This expansive view reveals less than five percent of the exhibits floor. Over 1000 vendors vie for the attention of bicycle shop buyers. This show is a make-it-or-break-it proposition for new companies. 32
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SMALL TOUCHES AWARD Fox leads the charge in the attentionto-detail department. Every 2006 Fox jersey has a no smear sunglass wipe cloth sewn inside the jersey. After sweating it up the climb, youll be able to see the descent.

OUTFOXING AWARD Foxs Launch knee/shin pad ($69.95) utilizes their patented X-up strapping system. The retention strap locks in both sides of the knee cup, making for a super-snug, slip-resistant fit. It also eliminates Velcro rash! A killer idea.

TOUGH GUY AWARD Primal Wear had a unique take on arm warmers. Theyre perfect for tough guys who are afraid of needles. Primal Wear can be reached at (303) 745-8442.

LOADING ZONE AWARD The first two days of Interbike take place at Bootleg Canyon in Boulder City, Nevada, where buyers can test-ride bikes. Tony Ellsworth (of Ellsworth Bicycles) couldnt keep up with the requests for rides on his all-new Rogue. This bike got in more laps than the winner of a 24-hour race.
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MBA 2006 SHOW COVERAGE

ANNIVERSARY CELEBRATION AWARD Rocky Mountain turned 25, and in celebration they rolled out a brand-new, hand-made-in-Canada Slayer. The Slayer gets LC2R (Low Center Counter Rotating)the suspension design causes the top link and Thrustlink to counter rotate when activated. Rocky Mountain claims this lowers weight, eliminates reliance on the shock for optimized rising rate, and increases lateral stiffness. The any-trail, one-bike Slayer will be available in four models from $2199 to $4499. Find a Rocky Mountain shop near you by calling (604) 527-9906.

GOT-YOU-COVERED AWARD The Pressure Suit (top) from SixSixOne offers an open weave stretch fabric, injection-molded plastic shoulder cups, large cutout areas under the shoulder for increased mobility and a removable plastic chest plate. It sells for $190. The SP2 (bottom) is a more compact version of the Pressure Suit, with EVA foam in the chest. It will go for $170. You can get more info by calling (888) 520-4888.

LOCALS ONLY AWARD One of the original Vancouver North Shore bike shops, Cove now offers a line of ten bikes that were conceived between gondola rides at Whistler. The Peeler offers 8.5 inches of rear wheel travel out of a rear suspension that operates on a massive four-bearing single pivot. They sell it with a Fox DHX 5.0 shock. You wont find these bikes in many U.S. bike shops, so call them directly at (877) 929-2683.

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GRAND THEFT AUTO AWARD The bikes that Haro displayed were all stolen the last day of the show. If somebody offers you a smokin deal on a 2006 Haro Sonix, beware. We rode Haros new Sonix prototype (MBA October 2005) and came away impressed, but we definitely didnt steal it.

THE WELL PAY AWARD Scott unleashed their Ransom all-mountain bike that uses Scotts carbon frame (made with their CR1 carbon welding process), an interchangeable dropout system and on-the-fly travel control options. The heart of the Ransom is the Equalizer TC rear shock. This large-volume shock bathes its seals and bushings in an oil bath that Scott feels makes it easier to tune and more reliable. The Intelligent Rebound Valve (IRV) is a speed-sensitive rebound adjustment, and a Power Stabilizer knob allows dialing in the shocks pedaling platform. You can get more info at (800) 292-5874.

SO LONG NRS AWARD Giant has extended their Maestro suspension to their cross-country race line with the intro of the Anthem. The Anthem replaces the Giant NRS with 3.5 inches of rear wheel travel controlled by a Manitou S-Type shock with SPV. There will be three modelsall aluminum frames targeted towards cross-country racers.

THE PROTO AWARD Mountain Cycle shocked the show by unveiling a number of non-production prototype bikes. It was a risky move that seems to have paid off. This proto is made for the stunt rider who likes to go fast, too. Specs were not published, but one rider summed it up by saying, The faster you push it, the better it gets. Will they make it? Mountain Cycles American manufacturing gives them a great opportunity to take a good idea and run with it. Expect to see this in production before 2007. Mountain Cycles phone number is (503) 294-4340.
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YARD SALE AWARD What looks like a train wreck is actually Nokons display for their cable and housing system. A single system for both brakes and index shifting, Nokon cables and housing remain supple when braking, yet laterally stiff to ensure crisp shifting. Available in the original polished aluminum finish or in black. You can get more information at (310) 316-9831.

THE SEVENTIES SHOW AWARD Azonics display featured a fried-out combi, psychedelic graphics, three cute go-go girls and tons of new products. Trying to choose one product to highlight was impossible, because Azonic offers everything from frames to gloves! Best idea is to call them at (800) 326-6325 and get a catalog.

COOL SHOE AWARD The Oakley Slant shoe has a sole that is tuned for pedaling, yet with enough style to wear as your off-the-bike footwear. The soles offer great scuff protection from heel to toe, and the shoes are available for $90 at any bike shop that sells Oakley products.

IF-THE-SHOE-FITS AWARD Sidis Daniele Signori and Eleonora Canal were showing off their most popular mountain bike shoe, always the MBA wrecking crews favorite-fitting shoe, with a new twist. Riders with wider feet now have a size just for them. These wider shoes bring the legendary Sidi fit to all of us who spent our childhoods in flip-flops. Get all the size breakdowns from Sidi at (831) 394-7114. 36
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ADDED POWER AWARD Jamie Ramsden is the mountain bike point man for Goodridge, who introduced steel-braided brake hoses last year. Weve had great results upgrading to expansion-resistant lines, and the news has traveled fast. Goodridge offers more color choices for 2006, and a line of brake pads. If you are looking for more braking power, call (310) 533-1924.

THE JELLO AWARD Clif Bar saved a lot of show walkers who were down on energy. The samples of their new Clif Shot Bloks were a major hit. The little squares have the consistency of Jello and the punch of Clif Shot.

GREAT LITTLE IDEA AWARD Shimano shortened the lever reach on the shift triggers used for the Hone and Saint groups. The shorter levers allow the shifters to be run inside of the brake perch clamp. This allows downhillers to adjust their brakes so the levers meet their fingers in a perfect positiona simple and effective idea.

THE BLING AWARD Dirty Dog offered seven different laser-cut disc rotors. These rotors are not cut to reduce heat, increase stopping power or prolong brake pad life. They are made to impress. Got a bike that looks a little plain? Dirty Dog rotors bolt on for a totally fresh look. You can reach them at (408) 892-6468.

THE HAPPY DUDE AWARD Why is this man smiling? Chris Cocalis, the man behind Titus Bicycles, had a great show. His 2006 models are the result of careful evolution and insightful modifications. While no one bike stood out (okay, the 19-pound Racer-X had our collective jaws dropping), they all appear to be flawless. Titus bikes are for the rider who wants the best. You can reach them at (800) 858-4887.

WEIGHT SAVINGS AWARD Fox has removed material from their suspension to save weight. Kidding! The cutaway suspension views (a costly and timely process) were so dealers could see the internal workings. Expect the cutaways to show up at select events and races.
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MBA 2006 SHOW COVERAGE

THE COMING ALONG AWARD Hayes showed a rough prototype of their internal transmission at last years show. The project has progressed to working mules from Ellsworth (above) and Hayes (right). The design is the one most likely to succeed, because it doesnt stray far from the time-proven derailleur. In the simplest of terms, the Hayes tranny is a derailleur in a box. Stay tuned for updates and, hopefully, a ride impression. THE 29-INCH AWARD Look closely at this Lenz long-travel trailbike. You are gazing at a 29-inch-wheeled, dual-suspension, low-top-tube trailbike. Lenz brings the 29-inch experience to riders who want a long-travel trailbike and are not over six feet tall. One of their tricks to fitting the long-travel fork is the specially made front hub (left). The hub youre looking at took about a week to fabricate. You can get more information by calling Lenz at (303) 857-9151.

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THE METALLURGY AWARD Moots showed the Zirkel, a three-inch-travel trailbike named after the highest peak in the vicinity of Moots. The Zirkel uses an aluminum swingarm for rigidity and a titanium front triangle to dial in the Moots ride. The Zirkel will set you back a cool $2750 for the frame and shock, or $3100 for a frame with your custom dimensions. Call Moots at (970) 879-1676.

THE FLOYD FACTOR AWARD BMC is best known in America as the road race bike of mountain-biker-turned-roadie Floyd Landis. Maybe Floyd had some influence on BMCs decision to bring their mountain bikes to the states. The Superstroke 01 has 5.9 inches of travel and a burly, replaceable dropout. The aluminum-framed bikes should hit our shores this spring. You can reach BMC at (952) 656-3100.

THE MOTO AWARD Jim Felt was a motocross mechanic for Johnny O Show OMara back in the eighties, and he has parlayed his mechanical knowledge into Felt Bicycles. Known for their strength in triathlon competition, Felt is making a bigger push into mountain biking. Starting with high-end, hardtail race bikes (an area Jim understands), expect an expanded line for mountain bikers. You can reach Felt Bicycles at (949) 452-9050. THE 2:1 RATIO AWARD Brent Foes unleashed a new rear suspension that uses a 2:1 ratio, meaning for every inch the shock shaft travels, the rear wheel moves twice as much. You cannot believe how much easier it is for a racer to dial in the exact ride he wants, explains Brent. Developing the Curnutt Shock and the 2:1 rear suspension at the same time allowed me to do things you just wont believe. Brents booth was full of more spies than the United Nations. You can reach Foes at (626) 683-8368.

SHOCK-IN-A-POCKET AWARD Unknown to most of us in America, Focus Bicycles are a major player in Europe. Their line of marathon bikes has the shock tucked into a pierced top tube, giving the bikes the cleanest profile of any dual-suspension bike out there. They dont have a contact in America yet, so if youve got to have one, e-mail them at info@focus-bikes.de.

MBA 2006 SHOW COVERAGE

NORTHERN INVASION AWARD It seems like bike builders are popping out of Canada faster than riders bombing down the A-line trail at Whistler. One that stands out is Knolly, with their V-tach, Delirium and FreeRadical frames intended for resort riding and extreme stunt riding. The purpose-built line appears to be indestructible. You can reach them at (604) 523-6635.

THE PROTO AWARD Honorable mention goes to RockShox. RockShox showed a number of design concepts to judge dealer interest. Pad printing, cable routing management and tube size were just a few of the ideas being tested out here. Putting the fork under glass increased the unobtainable mystique.

CHAIN MANAGEMENT AWARD Race Face showed this brand-new $159 chainguide system that may finally bring compatibility and ease-of-installation up to snuff. It offers 50 degrees of articulation, so it fits a wide range of frame/suspension designs. The boomerang is made from aluminum, and upper and lower blocks from a highimpact secret material (said to withstand abuse without breaking a sweat). You can get more information at (604) 527-9996.

MAKING-AN-APPEARANCE AWARD Specialized introd the 2006 line to their dealers at a big bash in Santa Cruz, California, months ago. Their presence at Interbike was subdued; they showed only select models and accessories. And speaking of accessories, their helmet line is impressive. CLOSET ORGANIZER AWARD What do you do with all the space in a Cannondale Leftys steerer tube? You design a mini tool that folds into a bulletshaped container, and then you slide it into the steerer tube. Very clean.

THE GRAPHICS AWARD Cannondales new platform pedal is called the Grind. The pedals name reads forwards and backwards. Go ahead and try it out. Turn your magazine around.

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Downhill Madness
Sir Isaac Newton would be proud
hile still one of the smallest segments of mountain biking, there was no lack of innovation in the ranks of downhill race bikes. Here are just a few that jumped out at us.

THE GARBANZO AWARD The Marin Quake AL7 was a show stopper. The 6.9-inch-travel bikes rear suspension is designed by Formula One suspension guru Jon Whyte. Jon based it off his QUAD suspension system that works on a four-pivot, floating swingarm platform with the path of the rear axle tuned to cancel out pedaling forces yet conform to the terrain. The top-of-theheap Quake AL7 will go for $4250. Get more info at (415) 382-6000.

NOT-NEW-BUT-WHO-CARES? AWARD Santa Cruz doesnt play the new-model-year game. When they come up with an improvement, it is made right then and there. So even though the V-10 is not a new downhill bike, it packed the gravity junkies into the Santa Cruz booth. BEST UPGRADE AWARD Many riders were worried that GT might replace their perennial favorite, the GT DHi, with the internal-transmissioned iT1. Why worry? The 2006 GT DHi was the slickest downhill bike at the show. You get a beautiful carbon fiber seat mast and GTs proven i-Drive underneath. This is the every-man downhill race bike.

BEST SIGNATURE BIKE The Mongoose EC-D (the EC stands for Eric Carter) gets the Mongoose Freedrive floating bottom bracket, an aluminum frame, a RockShox Boxxer Team fork with Motion Control Damping, and a Fox DHX-5.0 shock. Components by Avid, Truvativ, Kenda and Sun make the EC-D ready to race. And thats just what E.C. plans to do with it.
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MBA 2006 SHOW COVERAGE

ShowWeirdness
The strange and unusual

THE WEIRD SCIENCE AWARD Mondo Design showed this continuously variable transmission (CVT) for cycling. It operates on mechanical principles. There are no electronics or batteries required. The rider just pedals, and the CVT does the rest. There is never a need to shift, because the gear ratios are achieved by the relative movement of the satellite gears in two AutoGX discs. The inventors explained that when the satellite gears in the first disc are fully expanded and the satellite gears of the second disk are fully contracted, you get the largest gear ratio. When the first disc is fully contracted and the satellite gears of the second disc are fully expanded, you get the smallest gear ratio. You pedal, and the transmission reacts to your pedaling force and the terrain. Dont expect to see this licensed by your favorite mountain bike company any time soon. Its application would be better aimed towards riders who frequent railsto-trails routes. You can e-mail Mondo at psi@psi-tw.com.

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THE CONTRAPTION AWARD No explanation necessary. HELPING HAND AWARD This would either be the best-feeling saddle youve ever ridden, or the creepiest thing youve ever sat on. The Hands-On saddle is available from A&M at (970) 215-8734. Believe it or not, a titanium-rail version is in the works!

FUTURE CHAMP AWARD The Electra Rockabilly Boogie (reviewed in August 2005) became such a hit for the company that they are offering a kid-sized version for 2006. It is still a little big for some riders, but they can dream.

POP-A-WHEELIE AWARD

LOOK-BUT-DONT-TOUCH AWARD SRAM, RockShox, Truvativ and Avid commissioned an artist to construct these Alien-like creatures out of their components. The results were stunning.
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MBA 2006 SHOW COVERAGE

Faces In The Crowd

The place to be seen

Cannondales Doug Dalton

Nelson Cheetah Vails

Michael Broderick and Mary McConneloug

Stan NoTubes Koziatek

Tinker Juarez and mom Rose

Kyle Strait, Tara Llanes and Thomas Frischknecht

Melissa Buhl

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Marla Streb

Fabien Barel

Kathy Pruitt

Shonny Vanlandingham

Alison Dunlap

Brian Lopes

John Tomac

Steve Peat, Troy Lee and Mike Redding

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Its All About Access

Mountain bikers play, while our trails are stolen away
R. Cunningham

MBA FEATURE

resently, 23 states have proposed wilderness legislation in their books. This amounts to hundreds of miles of trails that will potentially be lost to mountain bikersand that is singletrack. Add in dirt roads and it could easily add up to thousands of miles.

The words were those of Mark Eller, Communications Specialist for the International Mountain Biking Association (IMBA). Arguably, IMBA has been the mountain bikers guardian angel any time the issue of trail access, or the lack thereof, comes into questionat the local and national level. Need a trail? IMBA can provide the how-to information, planning resources, government contacts, and even send a trail crew to oversee the project. More recently, IMBA has 46
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established a legal fund and a presence in Washington D.C. in order to fend off anti-mountain-bike attacks in the hallways and meeting rooms, long before the resulting decisions affect your local trails and riding areas. IMBAs efforts have resulted in a long string of successes in every land-access arena except for one: the issue of designated wilderness. For the most part, mountain bikers have simply been ignored, while Jolly Green Giants like the Sierra Club march new wilderness bills through Congress faster than a hungry child goes through a bag of M&Ms. Wilderness has such a positive value judgment attached to it, so its hard to fight. Mark Eller, IMBA

HOW IT ALL STARTED Eller has a point. In its highest interpretation, the Wilderness Act is the best thing that has happened to this countrys outdoors since Theodore Roosevelt. The Wilderness Act was written into law in 1964 to protect the most pristine and untouched areas from any form of development and restrict human recreation to the most primitive means, banning any form of mechanical transportation. The law carefully specified the minimum size and set strict standards for the quality and primitive nature of an area that could qualify for wilderness designation. Bicycles are specifically mentioned as mechanical devices, so we were locked out almost from day one.

What this means is that any land that is designated as wilderness is legally off limits to mountain bikesforever. WILDERNESS: FROM SPECIAL TO SPECIOUS Despite some inequities, as written, the Wilderness Act was a necessary and timely piece of congressional legislation. Since then, however, the scope of the Wilderness Act has been broadened by a dozen acts of Congress to include virtually any open space of any size. At one time, the existence of man-made features like dirt roads, abandoned railways, mining complexes, ranches and electrical facilities excluded areas from being designated as wilderness. The size and man-made features
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Access

Soon to be wilderness: A breathtaking view of Mount Hoodand if you have the lungs and the leg power, you can explore most everything you can see. Unfortunately, environmental lobbyists in Washington, DC, are working hard to evict mountain bikers from the back country and corral us onto resorts and special use areas.

Photo by Gordon Van Zandt

issues were erased in 1975 by the Eastern Wilderness Act, which was enacted because there were few, if any, wild places East of the Mississippi River that were devoid of mans handiwork or large enough to qualify for wilderness designation. This little modification means that lawmakers from any state, who hang out in Washington D.C., can close any patch of land to mountain bike use on the advice of a lobbyist who may never have visited the place. Such is the present trend, and it leads to the question: If everything now qualifies as wilderness, has it lost its meaning? WE CANT RIDE BECAUSE NOTHING IS THEREYET The Endangered Species Act now protects critical habitat, which is any land, private or public, that could possibly become important to a threatened species at a future date. At present, a ruling is being considered that will set aside five percent of the state of California (5.4 million acres) as protected habitat for the red legged frogregardless of whether any frogs live there or not. It can be argued that any wild place is critical habitat and an irreplaceable resource that should be protected for future generations. Just as it can be argued that any recreational use of such habitat could be construed as a threat to its well being. The word argued is important. During the course of enacting the three phases of the Endangered Species Act (1973, 1978, 1982), Congress voted in strict guidelines for public land managers that outlined how and when plants and animals would be placed on the list. To add teeth to the law, it placed strict timelines on each processthen went one step further and voted, for the first time in history, to allow private citizens to sue and collect fees from agencies that didnt comply. This opened the door for private law firms to force land managers to close areas and put species into the endangered or threatened category simply because the study ran over its deadline. Targeting slow-moving and understaffed land managers like the BLM, Forest Service and Fish and Game is like shooting fish in a barrel, and it costs taxpayers millions each year. The law spawned an environmental legal industry. The Sierra Clubs Earthjustice Legal Defense Fund and the Center for Biological Diversity head the list. Civil suits are easier to win because the plaintiff only has to prove just cause and not beyond a reasonable a doubt as in criminal cases. In the case of critical habitat suits, all that the plaintiff has to prove is that there is evidence that if a threatened species happened to find its way to an area, it could thrive. Because civil lawsuits are easier to win, timelier, and less expensive than lobbying for votes in D.C., habitat and endangered species suits have become the weapon of choice for environmental organizations wanting to

We all want the same thing: Being bathed in the natural elements is the core mountain bike experience. Bicycles are classified as a means of mechanical conveyance in the language of the Wilderness Act and thus banned from designated wilderness lands. Oddly, with all of their high tech gewgaws, whitewater kayaks are not. Clearly, science, not emotional judgments, should determine who and what should be allowed into protected areas.

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Photo by Gordon Van Zandt

block development, close trails and expel recreationists from public lands. What this means to mountain bikers is that we can be evicted from our trails by a law firm in San Francisco, in the name of a plant or animal that doesnt exist where we ride and may never live there. No local input and no prior warning necessarySorry, say the park rangers. We settled out of court, and mountain bikers have to leave. CAN MOUNTAIN BIKERS WIN THE WILDERNESS GAME? You guys are going to have to fish or cut bait on this issue. You are wasting your time hoping that mountain bikes will be included into the Wilderness Act. Thats just not going to happen. Don Amador, BlueRibbon Coalition Back in 1984, Clark Collins, the head of an Idaho off-road vehicle club, was testifying at a hearing about a proposed wilderness area in the Caribou National Forest that encompassed a sizeable portion of trails that OHV riders had traditionally used in the Mink Creek area. Collins hooked up with a Sierra Club representative at the hearing and brought other motorized groups in to work out a way to preserve the OHV trails there. As Clark puts it, I got local snowmobile and 4x4 enthusiasts involved in our little working group, and it seemed to be working fine. The OHV guys were working hard to put together a compromise, thinking that the Sierra Club was negotiating in good faith. When local politicians and the Governor switched allegiance and backed the existing wilderness plan, Clark smelled a rat. I asked the Sierra Club guy what was up? writes Collins. And he said: We have political support for wilderness designation for this area, so were going for it. Collins realized that he was a fish swimming with sharks, and that recreationalists had better get politically involved or they would be overrun by the wilderness juggernaut. He helped organize other recreational groups and eventually won the battle. Shortly after that, he co-founded the BlueRibbon Coalition in 1987 to head off trail closures in the future. Today, the BRC has 11,000 members and 1200 business and organization members. The first line of its mission statement reads: Secure, protect and expand shared outdoor recreation access and use. The first line of its vision statement reads: Provides leadership in responsible use. Wilderness-wise, the BlueRibbon Coalition suffers losses similar to those familiar to the mountain bike community. Perhaps greater, because most of the places we ride are already closed to motorized vehicles, and OHV areas are a prime target for anti-recreation forces. The BRC learned quickly, however, that the most successful 50
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Mechanical, but human powered: Riding deep in the forest near Mount Hood. Unlike hikers and pack animals, mountain bikers cannot stray too far from a prepared trail. Our impact on habitat is substantially less than any other user group. Both IMBA and the BRC are hoping for a new, less-restrictive wilderness law that will open public lands for appropriate forms of recreation.

It could have been different: When environmental extremists moved to restrict access to a huge block of the Headwaters Forest in Eureka, California, which logging interests gave up, the BlueRibbon Coalition asked mountain bike and equestrian groups to join in the planning process. Despite the fact that OHV use was never planned for the area, the BRC was willing to go to bat so other groups could use the primitive logging roads and trails there. Without support, the BRC abandoned the fight.

Photo courtesy of BRC

Access

Another important aspect of the proposed bill is an emphasis on local management. The present trend of environmental law is to remove control from state and local land managers and impose the authority of Washington-based legislators who have little or no connection with the specific region, its resources or its recreational user groups. Amador isnt blind to the impacts of our sport and the land access problems cropping up within the mountain bike community that OHV riders shareespecially now that heavier, long-travel bikes are becoming popular. The popularity of both sports has been causing management issues. A lot more people are using trails, yet the budget to sustain these trails is going down. We are going to have to find new sources of funding to sustain these activities. When asked what mountain bikers can do to stem the tide of land and trail closures, Amador gets right to the point: Join and pay! The legal issues cost a lot of money. Become part of an organization that will do something to help you. IMBA BUILDS BRIDGES IMBA has still never directly opposed a wilderness area. We recognize that there are places where bicycles are not an appropriate use, but we want land managers to have greater discretion as to what types of recreation should be allowed in a wilderness area. Mark Eller, IMBA IMBA was also stung by the Sierra Clubs bait-and-switch negotiating tactic. IMBA worked closely with Senator Barbara Boxers staff when she was spearheading the California Wild Heritage Acta behemoth wilderness bill that, if passed, would have doubled the amount of designated wilderness throughout California. IMBA was hopeful that Boxers staff would work with the Sierra Club and other backers of the bill to adjust the boundaries of the proposed areas to preserve trail riding opportunities wherever their use was compatible. IMBA even went so far as to work within the bike industry to quell resistance to the bills passage. As the bill gathered support, however, IMBAs input was systematically ignored and the bill went forward without modification.

Not extreme: The lions share of mountain bikers dream about exploring beautiful places on moderate trails, as far from the hustle of civilization as possible. IMBA has worked every angle to convey this fact to Federal land managers.

PROTECTION WITHOUT EXCLUSION The BRC has been pushing for a new second-tier level of congressional protec52
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The other kind of threatened: The Red Bud trail, a popular mountain bike route, will be closed forever if a Northern California Wilderness bill, number HR233, is passed.

Photo courtesy of BRC

approach to fighting anti-recreation environmental groups was to go after the same lawmakers as aggressively as the Jolly Green Giants, with a well-funded legal staff and a broadly based membership that included the OHV industrys support. This year, the BRC specifically included mountain bikes in its mission, primarily because we are all lumped together as mechanical devices in the eyes of our opposition and in the letter of the wilderness laws. When asked about the BRCs position on wilderness, Western Regional Representative Don Amador explains: The BRC supports designating it if the land truly meets the 1964 description. We strongly object to designating land that is presently used by our constituents.

tion called Backcountry Designation to provide a method to permanently protect areas that may or may not qualify for wilderness designation, and provide for a broader range of recreational use. The legislation seems like it has broad support and a guarded chance of moving through Congress. At present, it is with Senator Richard Pombo, Chair of the House Committee on Resources. The new classification will require land managers to maintain the primitive, rugged nature of our back country areas and emphasize forest health and fire management. Don Amador, BlueRibbon Coalition

Access

IMBA wasnt the only agency that Boxers bill snubbed. It was timed to override three years of public and interagency hearings that the National Forest Service had conducted to comply with its mandatory ten-year revised management for California. One of the five plans offered up for comment included the vast expanse of new wilderness that was encompassed in Boxers bill. Throughout the hearings, however, private citizens and recreational users of all types voted against wholesale wilderness designation and opted for a more moderate plan that the agency eventually adopted. Boxer went ahead with the bill as if the NFS management plan didnt exist, and the Sierra Club allegedly sued to force the NFS to adopt the more wilderness-oriented version of their plan. Does that sound familiar? IMBA TRIES AGAIN Building strong relationships with local land managers and various trail users has been the strength of IMBA. Combined with the addition of legal assistance and a full-time presence in Washington DC, IMBAs bridge building helped to turn the tide in a landmark Virginia Wilderness bill. We were lucky in Virginia, because we had good contacts with mountain bike organizations there. We were able to work with hunting and hiking groups, and there were many new legislators in place. Mark Eller, IMBA IMBA learned early on about the proposed wilderness in the Jefferson National Forest and got busy with local mountain bike groups to map out the trails that we stood to lose in the original documents. Eventually, the team was able to convince the legislators to re-designate some of the proposed wilderness into National Scenic Areas. The new designation permanently protected the lands in

So far, so good: The Subaru Trail Care program has been a powerful tool for opening doors and creating bridges between mountain bikers and land managers. Environmental law firms, however, are using the courts to drive wedges between pro active user groups and local land managers.

question in pristine condition, while allowing mountain bike use and other forms of nondestructive recreation. It was a decisive victory, simply because it proved that compromise was possible when dealing with pro-wilderness groups. The fact that we retained a beautiful trail network was a bonus. IMBA REMAINS HOPEFUL Armed with the success in Virginia, IMBA has focused its attention on Oregons proposed Lewis and Clark/Mount Hood Wilderness, where they hope to strike a similar compromise. The trail riding opportunities there are well worth saving, but the West Coast Wilderness advocates are known for their my way or the highway approach to negotiation. The pendulum, however, may be swinging in IMBAs direction, as there is a growing resistance among citizens and lawmakers alike to massive Wilderness legislation that lumps multiple regions into one bill. The Oregon bill may be the last of its kind. Boxer and the Sierra Club, fearing a defeat, disassembled the California Wild Heritage Act into a number of smaller wilderness bills. We are building a legal defense fund and we have lobbyists in Washington. We want to be prepared to fight this battle when the time comes. Mark Eller, IMBA The amount of money that it takes to launch and sustain legal action is staggering. The fact that legal opponents to mountain biking, like the Center for Biological Diversity and Earthjustice, can afford to launch multiple lawsuits should raise the red flag for all mountain bikers. In terms of miles of trails gained versus the amount of time and money that is spent, however, IMBA points out that negotiation has proven to be the more effective tool. Our whole strategy at IMBA is about building alliances and working as a group. Mark Eller, IMBA WHAT IS THE NEXT STEP? There is a land access battle brewing on the horizon, we can be sure of that. How quickly mountain bikers respond to the call will ultimately be measured in miles of trail. The bottom line is that if we want to continue riding our bikes in the mountains, we are going to have to elbow our way in between the Green Giants to get there. We want to preserve the landscape as much as anyone elseperhaps more, because we are out there living in it. Both IMBA and the BRC are making headway, but we are outmanned and outgunned on all flanks. The next logical step is, as Don Amador so aptly put it, Join and pay. Contact: www.imba.com (IMBA) or www.sharetrails.org (BlueRibbon Coalition).

BRC photo

Tolerance works both ways: Few mountain bikers know that motorcyclists put up the routes in Moab, Utah. Elsewhere, hundreds, perhaps thousands of miles of trails and primitive roads were made and are maintained by OHV usersover half of which are now banned for motorized vehicles. We should treat responsible OHV riders with the same tolerance and respect that we wish to receive from hikers and, in a perfect world, from environmental extremists.

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MBA BIKE TEST

FACT Is The Final Act

2006 Specialized S-Works Epic Disc

ince its introduction in 2003, this is the cross-country race bike that all others have had to compete with. It never mattered that the Epic was too heavy or too quick handling; its ability to sprint like a hardtail and absorb bumps with full suspension was simply overwhelming. Specialized set the precedent for stable-platform performance. Nothing else compared. CARBON TO THE RESCUE The bane of the Epics design is the size and necessary rear axle location of the Brains terrainsensing inertia valve damper. At 14.7 ounces, the 12-inch-long shock with 4.5-inch Brain reservoir instantly puts the Epic at a weight disadvantage. Its an extra half pound that Specialized has to erase elsewhere on the frame. They couldnt do it on the premier model, and the frame weighed a hefty six pounds, six ounces. Specializeds Functional Advanced Composites Technology (FACT) was first applied to the Epic in the form of a rear suspension link. That, along with two years worth of pruning weight off the aluminum frame, cut almost a full pound. It was enough to build a 23-pound steed that became the first suspension bike to win a World Championship. ALMOST AS ONE For 2006, the S-Works Epic receives the same FACT Az-1 pseudo-monocoque treatment as the Specialized Tarmac that Levi Leipheimer took to sixth place in last years Tour de France. Premolded carbon tubes and fittings are first glued together. To give the job the look and behavior of monocoque construction, the S men then wrap and mold the tube junctions with strips of carbon. Az-1 takes all the advantages of a monocoque chassis and elevates them to the next level. It allows full control of the shape, thickness, tapering and weave of each tube, specific to each frame size. It gives all of the tuned stiffness and compliance of a full monocoque, but with more control over bottom bracket stiffness, frame twisting, and best of all, frame weight. More weight was saved through a tube-conserving, asymmetrical swingarm with an ouncecrunching butting profile. A medium 2006 SWorks Epic frame (with Brain shock) weighs a more effective five pounds, three ounces. TWO FLAVORS OF CARBON The bike you buy will feature disc-specific seat stays that werent done in time to make it onto our test unit. Specialized also offers a rim brake version of the S-Works Epic. The big weight savings on that build are the wheels and tires. The SWorks Epic frame goes for $3800.

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Race what we sell: The carbon Epic was finished in time to make the final 2005 World Cup in Scotland. Olympic bronze medal holder Sabine Spitz rode it to 2nd. The increased travel lets it absolutely fly over braking bumps.

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A GOOD LAPSE OF CONCENTRATION Superseding the IQ Brain shock is what Specialized calls Brain Fade. The IQ was an adjustable inertia valve blow-off. Any time you increased sensitivity, you decreased the platform on last years shock. Brain Fade gives back the optimally set platform of the original, with an adjustable bypass bleed port. The latter is the Fade part, which lets the rider tune how forgiving the ride is when pedaling over chatter while the Brain is engaged. Fade lets the suspension erase the ripples while the rider hammers away on a solid platform. GEOMETRY CHANGES Specialized increased the travel by stroking the rear wheel further into the frame. By doing this they have retained the half-degree-slacker head angle given by the longer 3.9-inchtravel fork. The longer-travel fork is a hot upgrade for any of the earlier-model Epics (with their 3.1-inch-travel fork and too-steep, 71.5-degree head angle). Another important geometry change is a one-degreesteeper seat angle. For no particularly good reason, Specialized sees a need to spec the Epic with a 0.8-inch setback post. On the old Epic, the rider sat too far back and fought to get on top of the chassis. The steeper seat tube pushes the front center out and lengthens the wheelbase (a little over half an inch). A shorter stem brings the bar back to status quo. Its a zero-rise stem to accommodate the slightly taller head tube wth the new-for-2006 integrated headset. Another big upgrade this year is a higher bottom bracket for improved pedal clearance. SLINGSHOTTING SINGLETRACK The fit: Tightening the rider compartment with the steeper seat angle is one of the best changes for 2006. The rider is more centered, more upright, more comfortable, and more in command of power delivery and steering. The Specialized Ti-rail Body Geometry Rival saddle; FACT oversized carbon five-degree flat bar, and dual-compound Specialized grips complement what is finally a more agreeable chassis layout. Pedal to the carbon: The tighter pilots compartment alone pays big dividends in the power department. Pedal force is much improved with the rider comfortably on top of the crank. The generous top tube keeps the front wheel in better contact with the ground when on the gas. Specializeds claim of the new Epic being 20 percent stiffer is not hyperbole; you can feel it at the crank. Aboard the 2006, youre in a much better power position and feel greater inspiration to give it your all. Up the climbs: The Epic is no longer the wandering, over-correcting climber of the past. It still has the quicksteering, narrow, flat bar, but now its connected to a wheel that stays more in control up steep pitches. Even with the Brain Fade bleed closed offwhat Fox labels as locked out on the adjusterthe Epic soaks up holes and ruts when clambering up technical climbs. Flying back down: Zero-point-four inches doesnt sound like that big of an increase in rear travel, but its nine percent more forgiveness that the old Epic was sorely lacking. The Brain Fade adjuster is very effective. It delivers a new level of small-bump compliance for the Brain shock. This new feel also aids the rider while launching jumps and skipping whoops, because the chassis reacts more intuitively. The adjustable Brain Fade bleed lets the wheel absorb hits even while the inertia valve is filtering out the violent pedaling motion that would normally cause a bike to bob. Some may feel slighted by the Fox F100 RLT fork replacing last years Fox F100X Terralogic inertia valve fork. They shouldnt. The RLT can be tuned to work close to last years Terralogic. Set the threshold adjuster at the bottom of the right leg to full firm. Then use the adjustable lockout to custom tune your anti-bob platform. 58
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S-Works

Integrity: The bottom bracket is generously wrapped in carbon and molded into its final box-like appearance. On busy singletrack the FACT Az-1 frame keeps the steering precise and the bike pedaling with a snappier response.

Material matrix: Specialized spared no cost when it came to saving weight. All linkage hardware is 7075 aluminum. Sealed roller bearing pivots are used throughout the true-to-life, fully active Horst Link suspension.

More for less: FACT Az-1 gives Specialized more freedom to custom tune frame tubes and fittings. The net result is a frame that weighs 1 pound less, yet has more torsional rigidity for better handling and explosive response.

EPIC WEAK SPOTS The S-Works Epic Disc is an amazing racer, but it is not perfect. The S-Works rider will contend with a few idiosyncrasies. It took channel locks to get the Brain Fade adjuster knob to move the first time. The knob likes to stick when set to the locked-out position. The Epics bottom-run cables (for the derailleurs) are a maintenance nightmare. Shifting problems occur if you (or your shop) run the cable housings (and cables) too short. The Epic needs a good sized loop of housing below the bottom bracket so the cables dont bind (or produce ghost shifting) when the suspension is bottomed. The bottom-run cables also require more attention after riding in extreme conditions. And while this is not a shootout, there is a bike that beats the S-Works Epic in a head-to-head race. The bike? The Specialized S-Works Epic with rim brakes! You save $600, get lighter brakes, wheels that can be converted to tubeless (more weight savings) and a SRAM drivetrain that should prove less finicky for Specializeds bottom-run cable routing. Finally, are you sitting down? The price tag on the S-Works Epic is a mind-numbing and wallet-draining $7100. For that much dinero, wed like to see the S-Works offered as a custom-build with every rider given the option of choosing brakes (Magura Marta calipers would be sweet), drivetrains, forks and wheels. THE EPIC RIDE Specialized has spent four years making the Brain shock more forgiving while competitors have been dialing in their rear suspension to work with platform shocks like the Fox RP3 or Manitou Swinger. The performance gap between the original Specialized/Fox Brain shock and platform shocks (applied to well-designed suspension) has narrowed dramatically during this development period. Todays dual-suspension, cross-country playing field is more level than in 2003. The 2006 Epic is a more congruous, all-together package with handling far superior to last years model. It responds to the demands of the most talented pro-level cross-country racer, but it does all this at a price. Specializeds decision to use the Brain Fade shock has forced them to use exotic materials in other areas to get the bikes weight in line with the competition, and this puts a premium on the bike. Can the S-Works Epic Disc still win? Absolutely. Are you willing to pay the entry fee? Only you can answer that.

Brain power: Brain Fade custom tunes a smoother transition between the inertia valves locked-out and full-open positions. More than ever, the Epic floats over bumps while still giving a solid response to pedal input.

Modular: Look carefully and you can see the fine line where the carbon wrap is added to strengthen the joints between each frame member. The piece-bypiece monocoque construction allows for greater control of stiffness and weight.

SPECIALIZED S-WORKS EPIC DISC

Price...$7100 Country of origin...Taiwan/China Weight...25.1 pounds
Size tested ......................................................19" Bottom bracket height ................................13" Chainstay length ........................................16.8" Top tube length ..........................................24.2" Head angle ..................................................70.5 Seat tube angle ..............................................74 Standover height............................................31" Wheelbase ..................................................44.1" Suspension travel (front) ............................3.9" Suspension travel (rear)..............................3.9"
Frame material ....................................................Carbon/Aluminum Fork ................................................................................Fox F100 RLT Shock............................................................................Fox Brain Fade Rims ....................................................................Mavic CrossMax SL Tires ................................Specialized S-Works FasTrak UST (2.0) Hub ......................................................................Mavic CrossMax SL Brakes....................................................................Shimano XTR disc Brake levers ..................................................................Shimano XTR 60
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Crankset........................................................................Shimano XTR Shifters ................................................Shimano XTR Dual Control Front derailleur............................................................Shimano XTR Rear derailleur ............................................................Shimano XTR Chainrings ................................................Shimano XTR (44/32/22) Cassette..........................................................Shimano XTR (11-34) Pedals ............................................................................................None Hotline ........................................................................(877) 808-8154

MBA FEATURE

ONE MAMMOTH DAY

Mountain bikings 2005 National Champions
very important to their sponsors. A National Championship win sells more bikes, tires and helmets in America than a fifth place finish at a World Cup run on a grassy field in Europe. THE BAD The downside of the 2005 National Championship this year was its timing. The 2005 event fell too late in the racing season. The World Cup Series, NORBA National Series and World Championships had already been put to bed by the time racers trudged to Mammoth. Racers didnt peak for Mammoth; they simply tried to survive for it. NORBA has tentatively scheduled the 2006 National Championships two months earlier, in July. That should reduce the burnout rate. Choosing Mammoth as the races venue is not necessarily a downside, but it does give a marked advantage to racers who live at altitude. Six of the top ten men in the cross-country event call Colorado home. If you are serious about winning at Mammoth, you need to live at altitude or sleep in a hypoxic tent. Finally, spectators stayed away from the Mammoth event by the thousands. Take the Canadians out of the crosscountry races and the rest of the world out of the gravity races and you end up mericas 2005 National Mountain Bike Champions were decided in a one-day battle at Mammoth Mountains Canyon Lodge in Mammoth Lakes, California. It was the second year that NORBA (the National Off-Road Bicycling Association) crowned its champions using the American-citizen-only, winner-take-all format instead of presenting each championship to the top American points earner in the NORBA National Series.

Quality, not quantity: The small fields may have been part of the reason for the light spectator turnout. It was a shame, because the racing was some of the tightest and most exciting of the year.

with an event that spectators feel is a participant-only spectacle. That attitude is unfortunate, because even with the thinned-out fields, there were close, exciting, dramatic and decisive battles taking place in many categories. The fans who didnt show missed the show. THE FAST Thousands of riders, from seasoned pros to first-year beginners, who had qualified for the Nationals through local events, battled for 158 National Championship jerseys over four days of racing. There were more stars and stripes at Mammoth than at a Fourth of July parade. Once the dust had settled (and Mammoth has no lack of the stuff), racers loaded battered bodies and bikes into their team vehicles and headed down the big mountain in a long caravan. Each competitor was leaving Mammoth with the promise to return next July to defend a title or avenge a loss. Blow-by-blow race reports of the professional events at Mammoth are posted on our website at www.mbaction.com.

THE GOOD How is the new one-day system working? Well, and not so well. The good part is that our borders are protected and foreigners are kept out. And before you start shouting racism, understand that all the countries who compete in the NORBA National Series, World Cup Series and the World Championships go home to race their respective national championships (and Americans are not invited). The decision to stage an American-only, one-day championship puts us on par with other countries. The absence of foreign riders changes racing tactics, giving the National Championship its own unique feel. Another benefit of the notemporary-visas format is the chance for our top racers to, in theory, plan their training to peak for the event, which is 64
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Mountaincross: The year was really roughthis is a good piece of redemption, said Eric Carter (1), referring to his many injuries and then capping the year with his big win. It feels good to get one for the guys and show that Mongoose is on the map as far as high-end goes.

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MAMMOTH

Short track and Super D: Adam Craig came through the Super D course so fast that spectators grabbed their kids and jumped back. The man was flying. He won his second National Championship jersey by using perfect tactics against GTs Todd Wells in the short track event (and getting a gift in the form of Jeremy HorganKobelskis flat tire).

Mountaincross: The newly crowned 2005 World 4-Cross Champion didnt have a cake walk to her national championship. Jill Kintner was taken out during practice by her own teammate! She brushed herself off and then brushed off her competition. This young racer could very well dominate mountaincross for the rest of this decade.

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Short track: Shonny Vanlandingham was walking away with the cross-country race until she punctured her front tire near the end of the last lap. A lesser rider would have cracked. Shonny was disappointed, but she didnt let it show. She came back the next day to bury her competition and dominate the short track.

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MAMMOTH

Super D: Kelli Emmett chose to use her cross-country race bike on the long Mammoth Super D course. It was a wise decision. She left her competition in the Mammoth dust.

Inspiration: Ned Overend finished on the cross-country podium in celebration of recently turning 50! By the way, Ned was racing the pro class, not the 50+ class. Jay Henry, who finished just behind Ned, said, I was getting tired of people yelling, Dont let that old man beat you.

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Downhill: Melissa Buhl is one of those riders who thrive under pressure. With Kathy Pruitt and April Lawyer breathing down her neck, Melissa unleashed her limited-edition KHS downhill bike to set the winning time.

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MAMMOTH

Cross country: Mary McConneloug was in the right place at the right time to take advantage of Shonny Vanlandinghams misfortune (a flat front tire). Mary pounced in the final meters of the race to take the championship, proving that a rider from sea level could win at Mammoth.

Cross country: Jeremy Horgan-Kobelskis blistering pace wore down early challenges from Adam Craig and a newly un-retired Walker Ferguson until JHK had built up a comfortable lead. Only GTs Todd Wells had a shot at the championship after that, but JHK would have had to have cracked. He didnt.

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MAMMOTH
Pro Men Cross Country Rider, age, state, time 1. Jeremy Horgan-Kobelski*, 27, CO, 1:50:39.87 2. Todd Wells, 30, CO, 1:54:32.45 3. Adam Craig, 24, OR, 1:55:38.80 4. Walker Ferguson, 23, CO, 1:56:08.80 5. Ned Overend, 50, CO, 1:56:24.58 6. Jay Henry, 30, CO, 1:57:09.10 7. Michael Broderick, 32, MA, 2:00:04.88 8. Carl Decker, 30, OR, 2:00:26.66 9. Cody Peterson, 26, CO, 2:01:38.90 10. Erik Tonkin, 31, OR, 2:02:19.89 Pro Women Cross Country Rider, age, state, time 1. Mary McConneloug*, 34, MA, 1:40:54.04 2. Alison Dunlap, 36, CO, 1:41:03.46 3. Willow Koerber, 28, NC, 1:41:03.87 4. Shonny Vanlandingham, 36, TX, 1:41:39.85 5. Susan Haywood, 34, WVA, 1:41:53.54 6. Heather Irmiger, 26, CO, 1:41:56.36 7. Dara Marks-Marino, 30, AZ, 1:43:25.91 8. Georgia Gould, 25, ID, 1:45:16.77 9. Kathy Sherwin, 32, UT, 1:45:33.63 10. Kelli Emmett, 28, CO, 1:48:27.12 Pro Men Short Track Rider, age, state 1. Adam Craig*, 24, OR 2. Todd Wells, 30, CO 3. Carl Decker, 30, OR 4. Cody Peterson, 26, CO 5. Alan Obye, 23, CO 6. Brian Laiho, 28, CO 7. Jeremy Horgan-Kobelski, 27, CO 8. Ross Schnell, 23, CO 9. Chris Eatough, 31, MD 10. Michael Broderick, 32, MA

Downhill: Cody Warren crashed his brains out in the mountaincross, tweaking his ankle so badly that it was doubtful he would race the downhill event. Cody sucked it up, ignored the pain, squeezed his swollen foot into a shoe and smoked everyone. This young rider has many championships ahead of him, but hell always remember Mammoth 2005.

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FAST PRO FINISHERS 2005 NATIONAL CHAMPIONSHIP RESULTS

Pro Women Short Track Rider, age, state 1. Shonny Vanlandingham*, 36, TX 2. Dara Marks-Marino, 30, AZ 3. Susan Haywood, 34, WVA 4. Mary McConneloug, 34, MA 5. Heather Irmiger, 26, CO 6. Georgia Gould, 25, ID 7. Kerry Barnholt, 33, CO 8. Alison Dunlap, 36, CO 9. Kathy Sherwin, 32, UT 10. Sara Bresnick-Zocchi, 30, MA Pro Men Super D Rider, age, state, time 1. Adam Craig*, 24, OR, 20:11.45 2. Mike West, 31, CO, 20:44.29 3. Bryson Perry, 26, UT, 21:12.85 4. Chris Eatough, 31, MD, 21:29.90 5. Sam Schultz, 20, CO, 21:35.53 6. Ross Schnell, 23, CO, 21:36.24 7. Amon Pease, 28, CA, 21:41.64 8. Brian Laiho, 28, CO, 21:47.26 9. Jason Moeschler, 26, CA, 21:51.86 10. Michael Broderick, 32, MA, 22:27.03 Pro Women Super D Rider, age, state, time 1. Kelli Emmett*, 28, CO, 25:02.05 2. Jamie Whitmore, 29, CA, 25:34.92 3. Dara Marks-Marino, 30, AZ, 25:36.42 4. Susan Haywood, 34, WVA, 25:36.50 5. Lorien Lightfield, 35, ID, 26:08.13 6. Elke Brutsaert, 37, CO, 26:39.55 7. Tonya Laffey, 32, Colorado, 26:48.44 8. Heather Svahn, 31, CA, 26:50.93 9. Sara Bresnick-Zocchi, 30, MA, 26:56.68 10. Mary McConneloug, 34, MA, 27:01.17 Pro Men Downhill Rider, age, state, time 1. Cody Warren*, 20, CA, 4:05.88 2. Chris Van Dine, 25, PA, 4:14.28 3. Justin Havukainen, 21, CA, 4:14.29 4. Duncan Riffle, 19, CA, 4:14.37 5. Evan Turpen, 20, CA, 4:15.95 6. David KlaassenVanOorschot, 22, CA, 4:16.43 7. Rich Houseman, 27, CA, 4:18.49 8. Colin Bailey, 26, CA, 4:19.67 9. Aaron Peters, 26, CA, 4:20.08 10. Luke Strobel, 19, WA, 4:20.28 Pro Women Downhill Rider, age, state, time 1. Melissa Buhl*, 23, AZ, 4:46.39 2. Kathy Pruitt, 23, CA, 4:52.66 3. April Lawyer, 30, OR, 4:53.17 4. Amelia Colasurdo, 28, WA, 5:13.15 5. Wendy Reynolds, 24, UT, 5:15.22 6. Kote Driscoll, 26, CA, 5:16.97 7. Jackie Harmony, 27, AZ, 5:20.24 8. Tenille Smith, 23, CA, 5:23.19 9. Danni Connolly, 23, CA, 5:23.23 10. Jennifer Jones, 27, WA, 5:54.34 Pro Men Marathon Rider, age, state, time 1. Travis Brown*, 36, CO, 4:18:11.61 2. Jay Henry, 30, CO, 4:21:45.33 3. Chris Eatough, 31, MD, 4:27:52.43 4. Michael McCalla, 28, UT, 4:31:18.59 5. Nat Ross, 34, CO, 4:31:47.03 6. David Yakaitis, 32, CA, 4:33:34.11 7. Michael Lee, 39, CA, 4:39:48.08 8. Arlo Buijten, 35, CA, 4:46:20.13 9. Manuel Prado, 24, CA, 5:23:10.59 10. James Williams, 25, CA, 5:23:10.69 Pro Women Marathon Rider, age, state, time 1. Gretchen Reeves*, 34, CO, 4:56:06.84 2. Monique Sawicki, 25, CA, 5:09:02.15 3. Mandy Eakins, 35, CA, 5:47:02.77 4. Shari Hausbeck, 34, CO, 5:59:19.62 5. Hillary Harrison, 31, WA, 6:12:35.34 Pro Men Mountaincross Rider, age, state 1. Eric Carter*, 35, CA 2. Brian Schmith, 32, CA 3. Rich Houseman, 27, CO 4. Chris Powell, 23, CA Pro Women Mountaincross Rider, age, state 1. Jill Kintner*, 24, CA 2. Melissa Buhl, 23, AZ 3. Kathy Pruitt, 23, CA 4. Tara Llanes, 29, CA

(*2005 NORBA National Champion)

MBA FEATURE

Chromag: More human bikes & components

dont have formal training in engineering or design, but when I want to make something better, I believe I can do it, says Ian Fritz, Chromag founder. A Whistler resident since 1989, Fritz owned the Evolution bike shop in the Whistler village during the transformation of the Whistler ski hill into the Whistler mountain bike hill. The shop was a major influence in my decision to make bikes and components, says Fritz. I learned a lot about which products worked, the ones that didnt, and most importantly, what people were looking for in a mountain bike.

ABOUT CHROMAG After leaving the retail world, Ian set out to create a family of products that he wanted to use, resolving flaws he found in current designs. According to Fritz, Chromags success is the result of living in such a mountain bike oriented community. I created some designs, met a good welder, and learned about what it took to make the process a reality. Chromag was born in 2000 when the first frame, the TRL, was made. Fritz was intent on building quality frames and components, uniquely targeted towards the demanding and diverse trails of Whistler. Although a small operation (just a few people make Chromag happen), it offers three steel hardtail frames (with a six-inch-travel suspension frame in the works), stems, and handlebars. My frames combine the simplicity of classic steel hardtails with modern features and angles catering to todays riders and terrain, explains Fritz. Although the current frames are hardtails, theres more than meets the eye. We use a lot of CNC-machined dropouts and yokes. The CNC capabilities are amazing these days, but its not common to steel. Its particularly difficult and hard to tool, says Fritz. THE FRAMES TRL: The original Chromag design, the TRL is a hardtail made from 4130 chromoly. This is no cross-country hardtail. It is a frame made to withstand the abuse of Whistler, day after day, The TRL has vertical dropouts and disc brake mounts designed to eliminate brake flex and frame fatigue. Reinforced head and seat tubes optimize overall strength. The TRL will feature the RockShox Maxle quick-release-style rear throughaxle for increased rigidity. Samurai: Named after the famous cult bike race Samurai of Singletrack, its a trimmed down version of the TRL, tougher than most steel hardtails, but light enough for an occasional cross-country race. Gypsy: Built from 4130-chromoly tubing, the Gypsy is an all-purpose trailbike with an emphasis on jumping and mountaincross. It features the same construction as the TRL, but offers more standover height and quicker handling geometry. All models sell for around $915.

Made in Canada: Ian Ritz wrenches on one of his Chromag bikes. There are currently three hardtails available, and a suspension frame in the works.

Good start: The TRL frame design is the steel hardtail that got the Chromag ball rolling. Its evolved into a proven allmountain design and incorporates new technology like RockShox Maxle rear through-axle.
January 2006 / MOUNTAIN BIKE ACTION

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OUT AND ABOUT If the brand Chromag rings a bell, its possible you spotted their stems on Iron Horse/Mad Catz rider Sam Hills Inside the Pros Bikes feature (MBA, June, 2005), or on Canadian National Downhill Champion Tyler Morlands race bike. Chromag has been working to develop components like direct-mount stems for the Marzocchi 888 and RockShox Boxxer forks, and already incorporates new technologies like the Maxle from RockShox. Id like to develop more components to go on bikes, says Fritz. Ive got plans for some new products. I cant be too specific yet, but Im going to expand the product line and be innovative whenever I can. For more information on Chromag, call (604) 938-3869.

Torture tested: The TRL is the original Chromag frame design. Here Ritz takes off for the over-17-minute Red Bull Psychosis downhill race in Golden, B.C., Canada. Ian took third and fellow Chromag rider Kevin Phelps won the hardtail division.

A FEW GOOD MEN THE CHROMAG CREW

Chromag stems: The Chromag stems are beautifully CNC machined, and available in two versions, the Softblock and Cutblock. Both stems have rounded edges to be more bodyfriendly, and prices range from $50-85. Ian RitzFounder/Creator
Ian

has been involved in mountain biking for over 14 years as a rider, competitor, mechanic, designer, and bike store owner. In 1994 he founded Evolution Bike Shop, which quickly became the locals favorite and played a major role in developing the freeride scene in Whistler. Ian is responsible for the design process and the creation of Chromag products. Mike TrueloveMaster frame builder Mike has been welding steel bikes for over twenty years, and his level of perfection shows in the meticulous detail of each frame. He is a longtime rider and a force to be reckoned with at the local races. Pete HammondsMachinist Pete has been a machinist for over fifteen years and has developed bike products for many well-known brands. Tyler MorlandTeam manager, head mechanic An accomplished racer and mechanic, Tyler is a valuable player in the Chromag family. Tyler is known for his extensive knowledge of suspension tuning and is relied upon by many local competitors and riders. Tyler has proven himself a formidable competitor in the downhill race scene with a history of top finishes, including first place at Mount 7 in Golden, first place at the B.C. Nationals, and first place in the Air DH in Whistler. Kevin PhelpsTeam rider, product tester The Caged Animal, Kevin is strong. He once tore a handlebar in half right off either side of the stem, then he rode home on 20 kilometers of singletrack holding on to the stem with one hand and the dangling brake levers with the other.

FUBARS: The Chromag handlebars are available in 6061 and 7075 aluminum. Both types feature a 1.5-inch rise and are 28 inches wide. Handlebars cost between $55 and $65.

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MBA BIKE TEST

Race-Ready Ripper
Riding The 2006 Specialized Demo 8 II
e tested the versatile Specialized Demo 9 (MBA, August 2004) and raved about its plush travel and big-hit capabilities, but there were weaknesses. In trying to keep both downhill racers and black-diamondtrail resort riders happy with one bike, Specialized had to make some compromises. The bike needed geometry tweaks and component changes to make it nimble enough to rank it among the upper-echelon downhill rigs. Specialized cured this dilemma by offering their Demo in two distinct flavors, the 8 and the 9. The Demo 8 is a trimmed-down version of the 9, with eight inches of travel instead of nine. The 8 has a slightly lower bottom-bracket, and a lighter frame was achieved by using a longer downtube and less forging around the bottom bracket. The Demo 8 has 135-millimeter rear wheel spacing to fit standard dropout wheelsets and hubs. This is a bike built for downhill racing.

DEMO RIDE We scored a new Demo 8 during the Crankworx festival in Whistler, B.C., Canada, and ripped it through the world-class terrain. Heres how it performed. Pedaling: The Demo 8 uses Specializeds patented FSR suspension, with a sub-seatpost-actuated shock. For a bike with eight inches of front and rear travel, the Demo 8 pedals exceptionally well, with a very efficient transfer of power from the crank arms to the rear wheel.

January 2006 / MOUNTAIN BIKE ACTION

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Demo 8

Top shelf: The Fox 40 RC2 fork has vaulted to the top of the list of high-end downhill forks. Its got eight inches of travel and weighs less than seven pounds.

The Fox DHX 5.0 shock has an adjustable pedaling platform to minimize pedal bob and help fine-tune rider positioning in the cockpit. Riders preferring platform pedals cant go wrong with Specializeds Lo-Pro Magnesium pedals with removable pins and oversize Chromolly axles. They are awesome. The swap from a Shimano XT rear derailleur to the SRAM X.0 means crisp shifting, and the stiffer spring eliminates the annoying chainstay slap of Shimano designs. Jumping: Although the Demo 8 frame has a tangled and complicated appearance, with tubing seemingly flowing in all directions, it delivers refined finesse in the air. After all, this is the bike that Kyle Strait used to win the last Red Bull Rampage. The surprisingly nimble Demo 8 weighs 42 pounds. Thats almost three pounds lighter than similar high-profile bikes like the Santa Cruz V10 and Intense M3. The Fox suspension is very rider friendly, and practically tuneable without any tools. The Fox 40 RC2 fork comes stock with titanium springs and has externally adjustable high- and lowspeed compressionperfect for tuning for optimum performance on the faces of jumps and landings. Cornering: Blasting berms and railing corners is made simple with the 80
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Fly high: The 42-pound Demo 8 is unexpectedly light, and can be flicked around with ease. This is a racebike with serious podium potential.

Demo 8s low center of gravity and standover height. The Demo 8 corners with a sensation of driving through turns with the cranks and bottom bracket. The Chunder tires are meaty, but have a smooth-rolling ramped tread, and the side knobs offer sufficient bite through off-camber terrain. Technical: Whether taking flight or rumbling through rocks and roots, the Foxequipped Demo 8 exceeded all expectations. The Fox RC2 fork, with 40-millimeter stanchions, weighs less than seven pounds, features externally adjustable rebound, compression and preload, and smoothes even the surliest terrain. When in doubt on steep technical trails, lean back and ride the 40 to safety. The 36-hole Mavic EX721 rims seem bombproof, taking the brunt of drops and rock hits. Braking: The versatile Avid Juicy Seven brakes have been at the top of our premium brake list for a while now. The Speed Dial adjustment controls the pad contact point with the rotor without compromising power. Whether set up on a fourinch-travel trailbike or an eight-inch beast like the Demo 8, the Juicy Sevens have superb stopping power.

WHAT COULD BE BETTER? Accessing the shock tuning knobs is tricky, as the shock sits in a cradle of the 8s frame. That issue isnt uncommon with downhill bikes. The Oury grips arent our favorite, and we would prefer some of the locking variety (like the Lizard Skins Moab) on a bike with the capabilities of the Demo 8. During our testing period in Whistler, we heard rumblings from local riders of 2005 8s breaking around the shock cradle. This could be caused by the weight savings achieved in that area compared to the Demo 9. Specialized claims to have addressed that issue for the 2006 Demo 8 frames. We never experienced any frame problems, but we used the Demo 8 for its intended purposedownhill racing. Use your head when choosing between the Demo 8 and 9. If youre a racer looking for oncourse performance, go for the 8. If your idea of riding is launching Empire State Building-size drops, the Demo 9 is the better choice. ONE OF A KIND No downhill race bike the MBA wrecking crew has ridden feels like the Demo 8. It successfully combines characteristics of two custom downhill designs into one all-inclusive package. The Demo 8 plows through gnarly terrain with the ease of a Foes Mono DH, yet is as nimble as the maneuverable Turner DHR. The Demo 8 has a topnotch component spec and excellent geometry for downhill racing. If youre a dedicated downhiller looking for a high-end rig, you could pursue a high-zoot custom frame maker and tackle the headache of building it up from scratch. Or simply contact your local Specialized dealer, grab a Demo 8 and hit the course this weekend.

Big surprise: The Demo 8s low center of gravity and sticky rubber compound tires make it corner like a champ.

SPECIALIZED DEMO 8 II
Price...$4,900 Country of originTaiwan Weight...42 pounds
Frame size ..............................................Medium Bottom bracket height .......................... 14.25" Chainstay length........................................ 16.7" Top tube length ........................................ 21.5" Head angle ......................................................66 Seat tube angle ..............................................65 Standover height............................................31" Wheelbase .................................................... 47" Suspension travel (front)................................8" Suspension travel (rear)..............................8.1"
Frame material ..................................................................Aluminum Fork ..................................................................................Fox 40 RC2 Shock..............................................................................Fox DHX 5.0 Rims ................................................................................Mavic EX721 Tires ......................................................Specialized Chunder (2.3") Hub (front) ........................Specialized disc through-axle (front), disc bolt on axle (rear) Brakes........................................................................Avid Juicy Seven Brake levers ............................................................Avid Juicy Seven 82
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Crankset ..............................................................Truvativ Holzfeller Shifters ................................................................................SRAM X.9 Front derailleur........................Blackspire DS-1 lexan chainguide Rear derailleur ..........................................SRAM X.0 carbon cage Chainrings ......................................................................Truvativ (36) Cassette ......................................................SRAM 9-speed (11-34) Pedals ............................Specialized Lo-Pro Magnesium platform Hotline ......................................................................(877) 808-8154

MBA FEATURE

Take A Ride With Iron Horses Brain Trust

A conversation with Dave Weagle
R. Cunningham

Larger than life: Dave Weagle, at 30 years old, is enjoying a heaping spoonful of the good life. His DWLink suspension design is winning World Cups and is in demand among top bike makers. Dave stands beside the Iron Horse Sundaythe downhiller that Sam Hill campaigned on last season.

ron Horse designer Dave Weagle is responsible for the soon-to-bepatented DW-Link rear suspension system. To put the design (and Dave) to the test, we joined him for a day of riding aboard his latest lightweight racing sled,

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the 2006 Iron Horse Azure Team. In this way, intellectual readers and those of us who get more from a hands-on approach to learning can both enjoy this interesting and informative conversation. Dave Weagle was a ten-year-old radio-

control off-road car addict when he came across a magazine interview featuring his hero, Gil Losi. Losi, who dominated RC competition at that time and went on to found the model manufacturing company by the same name,

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raved about his new dual-suspension mountain bike throughout the interview. An inspired Weagle pored over every book and periodical on the subject, vowing that he would buy one when the funds were available. Ten years later, Dave graduated with a mechanical engineering degree from Wentworth College and popped for a Santa Cruz Superlight. I was always interested in suspension, says Dave. It was by far the coolest aspect of RC cars, but it was the Superlight that started me on a quest to discover everything I could find on the subject. Weagles big break came when he landed a job at Selectrix, an electric automobile maker. During his brief stay there, Dave worked on the composite-body Sunrise vehicle that still holds the record for driving over 370 miles on a single charge. The suspension engineers there introduced him to kinetic engineering as it relates to linkages, shock rates and roll-centers. I used my computer to map out all the popular mountain bike suspensions, says Weagle. And when I compared the information that I learned with the claims that the bike companies made about their suspension performance well, I realized that most of their claims couldnt be true. I took my data back to my professors at Wentworth just to insure that I wasnt crazy, and they agreed. From that point, I was on a quest. FROM CARS TO MOUNTAIN BIKES Daves first foray into bike building was a series of hardtails. Once he figured out what it took to get the proper strength and handling, he loaded all of his knowledge into his trusty computer and set out to make his first dual-suspension chassisa dual-link system adapted to an offthe-shelf aluminum front triangle. I borrowed 30 grand and started making prototypes, Weagle laughs. And if Iron Horse had not stepped in and asked me to work with them, I would have been manufacturing Evil Bikes right now. Iron Horse offered me a licensing deal and offered to fund any patents that I applied for.

ANTI-SQUAT EXPLAINED

Daves dictionary: According to Weagle, the riders center of gravity is just in front of his navel (1). When the bicycle accelerates forward (2), the rider rocks backward, compressing the shock. The suspensions linkage arms create an imaginary line of force that neutralizes this squat. Pedal feedback (3) is minimal because the chainstay length does not change appreciably.

Another take on instant center: The DW Link causes the swingarm to rotate about a point just behind the front wheel. This allows the suspension to operate to some degree under braking. The instant center constantly changes because it is formed by the intersection of two lines that pass through the center of the upper and lower links.
January 2006 / MOUNTAIN BIKE ACTION

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MEET THE IRON HORSE AZURE PRO-LEVEL CROSS-COUNTRY CONTENDER

Desert rose: MBA test rode the Iron Horse Azurea 3.5-inch travel pro-level cross country racerat Bootleg Canyon, Nevada. Dave Weagle found a perfect balance between ultra-firm pedaling and supple suspension performance. The Azure was our test bed for the DWLink technology.

The Azure, Iron Horses premier crosscountry platform, is completely new for 2006, with flared and taper-butted main tubes, a redesigned front section, and a lighter, more-refined rear suspension. The 06 model represents the East-Coast bike makers first shot at a true cross-country racing bike, and at 26 pounds, its almost there. Iron Horse had one prepared with Shimano XTR everythingeven wheelsfor MBA to test ride at Bootleg Canyon in conjunction with the Las Vegas Interbike shows Dirt Demo. Those who have witnessed Bootlegs network of cross-country and downhill trails know that good suspension and keeping air in your tires is key to surviving the steep volcanic ridges and irregular lava foothills just north of Boulder City, Nevada. It is a perfect proving ground for a featherweight racing chassis that was designed to handle the rigors of the Pro racing circuit. Set the shock and fork so they have 25percent sag, advised Dave Weagle. The linkage will take care of the pedaling, so you wont need to use much platform in the shock. You want the suspension to be transparent when you are riding. He was right. When we hit the trail, the Azure would remain firm under power very firm, while the shock was cycling smoothly. With too much air in the shock, the rear end felt excessively harsh. Up front, Iron Horse chose a Fox inertia-valve Float 100-X fork that complemented the Azures 3.5-inch-travel anti-squat suspension by keeping the bike riding level and feeling balanced in just about any situation. The medium-frame Azure we rode had a 22.5-inch top tubeperfect for riders around five feet, seven inches. There is one size smaller and two larger, so everyone should be able to choose the perfect 88 www.mbaction.com

size bike. The radically sloping top tube has twin struts that reinforce the seat tube junction. This gives the Azure a good deal of stand-over height and eliminates last years bent top tube. Dave chose conventional racing geometry (71-degree head angle, 73-degree seat angle, 12.5-inch bottom bracket, and 16.875-inch chainstays), which feels just right for this minimally suspended machine. Out-of-the-saddle sprints feel explosive. There is no better fork than the Fox 100X for racers who want road-bike acceleration on the dirt. Combine this with a rear suspension that never wallows, even under the hardest effort, and you get the ability to remain in the middle chainring on climbs where most are relegated to the granny. Its really that good. Previous Iron Horse cross-country machines always felt heavier and less precise in the steering department when we pushed them hard on dicey singletrack. This was not the case with the Azure. It got around the corners and followed our instructions with that Rolex Watch feel that we rarely attribute to any cross-country racing bike, and only once in a blue moon to a brand that, until lately, was known more for value pricing than Prolevel performance. We had to remind ourselves that we were on an Iron Horse. Pedal backwards, said Dave, who was already doing so. Watch the shock move. Then pedal forward and see what happens. True to his word, the shock would bob in response to our weight when we spun the cranks in reverse, but it stayed calm in the normal pedaling mode. The shuttle to the top of the downhill course was a 45minute wait, so I talked Dave, who lives in perfectly flat Marthas Vineyard, into climbing to the summita 2100-foot ascent. On the way up, we discussed setup

and frame geometry. Dave believes that too much platform ruins the way that a dual-suspension bike feels. His DW-Links anti-squat action only occurs in the first third of the suspension travel, and then tapers to nothing as the suspension further compresses. By that time, the shock spring is so tightly compressed, says Dave, that pedaling forces or mass-transfer arent going to affect the suspension anyway. Contrary to conventional wisdom, the Azures dual-link rear suspension remained very functional while we were climbing, and this held true when we were soft pedaling while seated, or trying to break a chain, powering up a steep rock face. The Azure was capable of picking its way up some impossibly steep and rocky singletracks. Weagle explained that the suspension stays active because his suspension counters your bodys mass-transfer and doesnt use chain tension to effectively stiffen the shock. The moment of truth came when we decided to descend on Bootleg Canyons downhill course. Less than four inches of suspension and 1.9 inch tires were cause for a few religious experiences on the trip down, but all in all, the Iron Horse did a superior job of it. If we hadnt run out of time, we would have given the downhill course a go one or three times more. SO, WHAT DID WE THINK? Well, if this is the Iron Horse that you can buy at your local dealer, we can honestly give the Azure the MBA stamp of approval as a competitive cross-country racer. Add this days positive results to Sam Hills performance in the World Cup Downhill, and Iron Horse gets the gold medal for the turnaround of the century. There is no doubt that much of the credit goes to a 30-year-old East-Coast designer.

IRON HORSE AND THE DW-LINK Dave turned 30 this year and can proudly state that the entire Iron Horse dual-suspension lineup uses a form of his DW-Link dual-suspension design. The crown jewel of his design work is the fact that Sam Hill, the only downhiller to soundly beat Greg Minnaar and Team Honda on last years World Cup Circuit, did so aboard a production DWLink Iron Horse Sunday. DW-Link refers to a pair of levers, one above and one positioned below a triangulated swingarm, which articulate along a very specific arc. Weagles linkage geometry is configured to prevent pedaling-related suspension bob. He calls this action anti-squat, and it is the pivotal function of all of his designs. Dave explains that the weight of the rider affects the suspension far more than any mechanical function of the bicycle itself. The mass of your unbalanced body moving in rhythm and your legs swinging up and down activate the shock to some degree. According to Dave, however, the major source of suspension bob in the rear is caused when the rear suspension squats as the sheer

Iron Horses Brain Trust

weight of the rider, perched high above the bicycle, rocks backward as each stroke of the pedals accelerates the bicycle forward. ANTI-SQUAT Once I discovered that the riders mass transfer was the main cause of suspension bobbing, explains Weagle, I knew that I could use a linkage to create an opposing acceleration that was directed at the riders center of mass. Thats what creates the anti-squat function. I wrote a computer program that could literally generate thousands of linkage configurations. Then I had to search for one that would work through the range of movement that was typical for a bicycle suspension. What that means is that when we are riding a bicycle, our bodys center of mass is roughly at our navel. So our body will rock back and forth above the bike like a pendulum each time we push on the pedalsunless something counteracts it. Weagles linkage geometry creates just enough of an opposing force to prevent suspension squat, but not so much that it overwhelms its ability to absorb the bumps. There is such a fine line between a perfect anti-squat and poor suspension performance that Weagle uses different linkage configurations for downhill, cross-country racing and trail bikes.

I had been working on the anti-squat problem for a year, says Dave. Then, I was just lying in bed one night and the whole thing just came to me at once. Of course, nothing really comes that easily. Weagles discovery that masstransfer was the main cause of suspension bobbing, and his subsequent discovery of the DW-Linkage, had a glaring loophole: braking forces acted in the reverse direction. It took a lot of computer time and a lot of testing before Weagle figured out how to cause his linkages to work their magic in both directions. The key was to align the upper and lower links so that an imaginary line along each link intersected well ahead of and slightly above the bottom bracket. This frees up the rear suspension to some degree to operate under braking. Braking forces also act on the links to pull the rear suspension down slightly, which prevents the fork from diving through its travel. In addition to his consulting job with Iron Horse, Dave also runs E Thirteen, a component company that makes a variety of roller guides and downhill accessories. We asked Dave if he felt lucky to be a cutting-edge mountain bike designer at such a youthful age. His answer was typically Dave Weagle: My lifes been a long string of lucky.

EXPERIENCE

EXCELLENCE

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MBA TRAINING AND FITNESS

Tips to winterize your bike and body

Winter Transitions

alvin Brownlee from Bikes On Howard says it best. Most people from California cant even imagine what its like. From November through March we get a lot of snow here in North Central Minnesota. It can get down to 40 degrees below. Its hard to ride in the deep snow, but as soon as it packs, the riding is real good. Yes, its pretty harsh at ten below. Yet, we still have people who go out all the time. Winter riding becomes a lot more tolerable when it warms to ten degrees.

Paul Belknap of Bay City Cycle in Ashland, Wisconsin. Dan Remsen of Kulshan Cycles in Bellingham, Washington. All ride and all live where its cold and wet for half the year. We brought them together to form MBAs Winter Riding Dream Team. After a few too many lattes, a round-robin tech session, and in between some serious snowball slinging, we jotted down every tip we heard. Pre-Winter Prep: Our dream team unanimously recommended that you bring your bike in for a complete overhaul heading into the winter season. When the hubs are freshly packed, the bearings will be able to withstand the elements without immediately destroying things. At the same time, make upgrades to the cables and hydraulic lines as needed, as well as suspension adjustments. As soon as it starts to warm up again, we tell customers to bring the bike in for a complete post-season overhaul to get all the contaminants out.

New experience: Following the advice of our winter experts will keep your wheels rolling all year long. Dont let the snowboarders have all the fun.

NORTHERN EXPOSURE MBA knows all about riding in the cold and wet. But theres a big difference between living in the snow for a week and freezing your Lycra off for half a year. To serve up the hottest range of winter riding tips and setups, we enlisted the aid of the experts: Calvin Brownlee of Bikes On Howard in Hibbing, Minnesota. John Bielik of Benidorm Bikes in Canton, Connecticut. Todd Phelps of Black River Adventures Shop in Watertown, New York. 90
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Winter Service Regimen: Todd Phelps says, Its actually more about consistently caring for the bike throughout the wet riding seasonespecially around here in Watertown. Theres a lot of salt and chemicals on the road to keep the ice melted. One cold season can rust and corrode a frame badly. Add additional grease in the seat tube. Drill a 3/16-inch hole in the shell bellow the BB if there isnt one there already. Take the water bottle cages off and grease the bolts. Were having great luck with Phil Wood grease. Keep It Clean: Wash the bike thoroughly after a day on treated snow, says Calvin Brownlee. You need to get the salt and grit off. Wash the grime out of the discs to minimize the higher rate of pad wear. Riding in a snowstorm is like riding in a downpour, and it requires extra preventative measures.

Snowy Trails: John Bielik says, If there is more than six inches of fresh snowfall on the trail, everything gets gummed up. Snow builds and packs up between the frame and fork. Well be riding the roads instead. As soon as the trails freeze up, though, it can be really fast riding. With studded tires, frozen trails can be an absolute blast. Riding Mostly In The Wet: Dan Remsen, who rides where it seldom snows but rains, rains, rains, discourages his customers from hosing off their bikes. Why enter more water into the wear and tear on the bikethe mud is on the outside and that is fine. There will be less water on the inside of the bike if you dont add to it with a hose. I usually go the entire winter without hosing off the bike. Instead, use a brush and rag dipped into a pail of water. Ride at night: John Bielik says, If the sun comes out during the day, the warmth will turn the snow on the trail into mush. Dont ride when its like that, because it destroys the trails. But if you wait until night, the trails freeze up and the riding is screaming fast. Run a higher air pressureno more than 45psiand just flow. If the trails are usable during the day, you will want to run a lower tire pressure. Acclimate: If you take some time off and then suddenly decide to go on a long winter hammer session, its going to be tough on the respiratory system, advises Paul Belknap. Give your body time to transition into the cold and dry air. Ride more frequently for shorter durations until your body is fully acclimated. Always stay well hydrated. Salts and Chemicals: Paul Belknap explains, If you only ride on trails, you wont have to worry about the salted streets ruining the bike. If you have to ride on the roads, its best to use a single speed with as much composite or aluminum as possible. The salt on the roads is really rough on the bike. Expect to fully clean and service the bike thoroughly after each and every ride. Layering: Todd Phelps says, Its best to use a layering system starting with a standard jersey and a padded short under everything else. Then a thin layer of fleece on top of the jersey with a wind breaker vest over that. Add a pair of tights over the shorts and go. If its ten degrees or below, use Pearl Izumi AmFIB tights over the cycling shorts. They have front wind protection and some fleece in them. Pearl Izumi produces a full line of AmFIB bib tights, regular tights, shoe covers, toe covers and gloves. Another good name for winter riding gear is Louis Garneau. Gloves: Cross-country ski wax and accessory maker Toko makes the best five finger winter gloves Ive ever used, says Paul Belknap. My favorites are the Thermo Plus and Classic. When it gets really cold, lobster mitts are the only way to go, like the AmFIB from Pearl Izumi. Other highly recommended hand protection includes three-finger Lake gloves and the five-finger models from Pearl Izumi AmFIB, Specialized Sub Zero and Gore-Tex. Wick It Good: Paul Belknap adds, Use a sleeveless wicking undershirt from Nike or Craft. Then depending on conditions, maybe wear a breathable long sleeve polypropylene top over that with a long-sleeve jersey over it. Thats good for down to 40 degrees. If its colder, add a wind blocking fleece jersey, a vest or even a jacket. When you layer, its easy to unzip a jersey if it gets warm. Layering and air circulation are the keys to staying warm. Once you get into the ride, it will be necessary to strip layers off. If sweat doesnt wick away from the body, youll soon be in trouble.
Bikes On Howard: We have so much snow in Minnesota that its often too deep to ride in. Instead of driving to a snowboard slope, theyll just ride from the shop on plowed streets to where the packed trails are.

Baggies: Use Canari fleece winter riding pants over Lycra shorts, says Paul Belknap. The baggie pants are warmer than tights. When its below 20, you have the room to layer under them by adding knee or even leg warmers. Go Undercover: Paul Belknap explains that, Whats so helpful about balaclavas is that they keep the air warm around your face, which helps warm the incoming air. In extreme wind and cold, a rain cover over the helmet will give some extra protection. Adds John Bielik, Pearl Izumi makes a great Microsensor face mask. Make the Helmet Fit: Todd Phelps says, For winter, I use a helmet with the fit padding removed. It gives extra room to comfortably wear a balaclava or a skull cap underneath. Then Calvin Brownlee chimed in that hes found Trek helmets use a strapping system that easily adjusts to accommodate the extra layer of skull protection. Glasses: John laments, When everything is damp on you, its almost impossible to keep cycling glasses clean. Ive found that all the cycling glasses fog up. But Paul Belknap from Wisconsin says that hes had great luck with Smith Sliders; my glasses have always stayed pretty clear. Dan from Bellingham, Washingtonwhere it doesnt get quite as cold says, Smith has an anti-fog cloth thats easy to use and works real well.
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Winter
Plan For Warmth: Says Calvin Brownlee, Its when you stop that you get in trouble. Plan the ride so you dont stop. Also, keep shedding and donning layers as needed. You might overheat and shed clothing when climbing a hill. But as soon as you reach the top, put it back to keep warm on the fast descent. In the Wet: Dan Remsen explains, We mostly get rain, and it only snows a few times a year here in Bellingham. Theres a lot of water covering the roots and rocks, and you dont always know what youre hitting. Because of that, we like big tires with spaced knobs and sticky compounds. Thats perfect for us, because almost everyone around here is riding the big bikes that fit em. Kendas 2.5 Nevegals are really popular winter tires, as well as the 2.5 Bontrager Big Earls with the Stability Control Casing option. Some folks are even riding 2.7 Big Earls. Go Rigid: Todd Phelps adds that, Suspension isnt going to do much good during the winter. If its below zero, the only types that work are the ones with just a spring and no hydraulics. For serious ice riding, we use rigid bikes with disc brakes. Popular Wisconsin Snow Setup: With four feet of snow in the woods, you cant ride unless it has already been packed down by people or snowmobiles, explains Paul Belknap. Thats why Surly Pugsleys are so popular around here. The frame is built to fit four-inch tires mounted on Surlys extrawide Large Marge rims. For good clearance, only use threeinch downhill tires with 12 psi of pressure. The big tire will keep you on top of softer snow. Studded Tires: We stud our own tires here in the shop, says Todd Phelps. It costs a fair amount of money to do, and its not a good idea to ride them on the pavement because theyll just dull out. If your ice riding includes any pavement, buy studded tires from Nokian, IRC, Kenda, Innova, Nashbar, Schwalbe or Velotique. The production studded tires arent as sharp, and you can ride them on the road without ruining them. You can stud almost anything. Its best to use a tread with knobs that arent overly tall, but big enough in diameter to support the stud. Try to select a knob pattern that complements the stud pattern youre planning on. My back Continental Explorer Pro has 150 studs, and the front Specialized Adrenalin has 300. How To Stud: Use number-eight pan-head Phillips sheet-metal screws, continues Todd Phelps. The trick is to first position and drill a 1/16-inch inch hole from the outside of the knob in. Then reverse the tire and put the screw in from the inside out. With a pre-hole, the pointed end of the screw will end up exactly where you wanted it to be in the knob. Generally, youll be using 1/4-inch or 3/16-inch long screws, depending on the knob height and how much exposed stud you want. For hardpack snow, a longer screw will work. If its glare ice, like a lot of the riding we do around here in Watertown, shorter studs work better because they dont roll over on you. To protect the tube from the screw heads, we gut a standard tube and wrap it over another one. Dont run more than 50 psi, or you can pop a tube on the screw heads. Black River Adventures Shop charges $150 to custom screw a tire with 300 to 400 studs. 92 www.mbaction.com

Kulshan Cycles: Head into winter with a well serviced bike. That way the second you hit the elements the moisture damage will be minimized. Routinely service freehub bodies and gear cables throughout the winter season.

Tire Chains: Were really big on tire chains here at Bay City Cycle, says Paul Belknap. Theyre easy to put on and they work. To outfit a bike with Pitbull Tire chains runs around $50. Tire chains are also available from Kool-Stop and WTB. Quicker Action: I do a lot of night riding during the winter, says John Bielik. In subfreezing temps the fork works better with a lighter oil. The Marzocchi Z1 Freeride comes stock with 7.5w. I run 10-15w in the summer and 7.5w or even 5w in the winter. Guys who are out riding long-travel bikes in below 15 degree temperatures are cracking the plastic hydraulic disc brake lines where they flex between the main frame and the swingarm. Upgrade to Goodridge lines; they wont crack. If for any reason you do go out riding a bike with rim brakes, keep in mind that as soon as snow packs on the rim, you will lose stopping power. Order an extra set of brake pads so you will always have a replacement on hand. Keep an eye on pad wear, especially in the back. Going for an all-day epic with lots of descending in gritty dirt and snow will quickly waste pads. Chain Care: Use SRAM or Wipperman chains with a quick link, advises John Bielik. I remove the chain after every ride and clean it in the parts washer. Wipe it down with a rag and blow it off with an air hose. I myself like to use wet lube from Finishline. However, some of my customers really swear by White Lightning Epic. There was some dissension amongst our dream team when it came to chain lubehalf chose White Lightning and the other half a wet lube like ProGold ProLink.

Winter
Keep it clicking: Freehub bodies are one of the more ignored maintenance areas. Cables, too. Replace gear housing and cable at the start of the wet season, and keep them well lubed throughout. Routinely pull the housings out of the guides, move around and wipe the cable beneath. I like to lube the cables with Judy Butter because it stays on the cable where it belongs when you put everything back together, says Dan Remsen. Use Those Gears: When riding in freezing conditions, keep shifting to minimize the chance of having the derailleurs freeze over, says Todd Phelps. Most of the time, the cause will be a frozen gear cable. Grease the gear cables often. Flat Pedals: Most people use a flat pedal with a toe strap or a studded platform pedal, says Todd Phelps. The beauty of a flat pedal is that it allows you to wear almost anything to protect the feet. Size a lightweight hiking boot to fit a Gore-Tex bootie over a wool sock. Seal Skinz makes a nice waterproof and windproof sock.

Lighting: Says Dan Remsen, We get a lot of drizzle and fog in Washington. When using a helmet light, you will find that the light bounces right back in your eyes. Bar-mounted systems are much better in these conditions. A lighting systems battery will burn for much longer if you can keep the battery warm. Keep the battery in a jersey pocket so it stays warmer. Hydration: John Bielik on drinking in the cold! Get one of those neoprene hose insulators from Dakine or CamelBak. It helps keep the water inside the drink hose from freezing in anything above ten degrees. CamelBak even makes a Zoid series of winter CamelBaks with an insulated reservoir, hose and bite valve. But if its below zero, the water in the drink hose is going to freeze anyway. When its that cold, youre better off with a water bottle in a jersey pocket so your body heat will keep it from freezing. If using a CamelBak system, blow all the liquid back into the reservoir after taking a drink. This will keep the hose from freezing solid. When stuck with a waterbottle cage: Insert the bottle into the cage upside-down. With the cap at the bottom, the sloshing water will keep the
Benidorm Bikes: We have the best results with the studded Nokian Extreme 294. Its available in both 2.1 and 1.9 inches. Check tire clearance on the bike before picking the size. We even stay with a 2.1 inch size on the big bikes.

nozzle from freezing shut, says John Bielik. The best way to keep liquid warm is to use a Nalgene flask and to stick it in a pocket underneath the outside jersey. Chewable: Im really big on Clif energy bars, says Calvin Brownlee. Even when frozen, they are more palatable than a frozen, taffy-like PowerBar. Outer Extremities: Paul Belknap says, When riding during the winter, the most important thing is to keep your feet and hands warm. As soon as these outer extremities freeze, the ride is over.

ICE PANEL WARM PEOPLE

Bay City Cycle, Ashland, Wisconsin; (715) 682-2091. Benidorm Bikes, Canton, Connecticut; (860) 693-8891. Bikes On Howard, Hibbing, Minnesota; (218) 262 0899. Black River Adventures Shop, Watertown, New York; (315) 786-8800. Kulshan Cycles, Bellingham, Washington; (360) 733-6440. Cycling-Specific Boots: Brands that rated high with our Winter Riding Dream Team include cycling boots from Lake, Sidi and Answer. John Bielik adds that The Answer Kashmir cycling boot is highly recommended by every single person we sell them to. Size them to fit thicker wool socks. Cover them with winter booties if its below zero. Supermarket: One cheap trick is to put plastic grocery bags over your socks, says Paul Belknap. Or, if you want to protect the shoe, put the bag over the shoe and duct tape the top. Its a better idea to just use a dedicated winter shoe so you wont have to worry about them getting thrashed.

ULTIMATE REFERRAL WINTERS LITTLE BLACK BOOK

Answer Bontrager CamelBak Canari Clif Continental Craft Crank Brothers Dakine Finish Line Goodridge Gore Bike Wear Innova IRC Kenda Kool-Stop Lake Louis Garneau Marzocchi Nalgene Nashbar (661) 294-4109 (800) 879 8735 (800) 767-8725 (800) 929-2925 (510) 558-7855 (800) 223-3207 (781) 631-9544 (949) 464-9916 (541) 386-3166 (631) 666-7300 (310) 533-1924 (800) 455-4184 (877) 328-8868 (866) 878-8473 (866) 536-3287 (714) 738-4971 (847) 491-9205 (802) 334-5885 (661) 257-6630 (800) 625-4327 (800) 627-4227 Nike Nokian Pearl Izumi Phil Wood Pit Bull ProGold RockShox Schwalbe Seal Skinz Smith Optics Sidi Specialized SRAM Corp Surly Toko Trek Velotique White Lightning Wipperman WTB (800) 806-6453 (310) 944-3747 (303) 464-6118 (408) 298-1540 (303) 646-1027 (404) 766-3990 (312) 664-8800 (250) 598-0397 (800) 868-2629 (208) 726-4477 (800) 578-5790 (408) 779-6229 (312) 664-8800 (952) 941-9391 (866) 865-6872 (800) 879 8735 (800) 363-3171 (720) 855-7870 (800) 422-2104 (415) 389-5040

Egg Beaters: The Crank Brothers pedal is open and doesnt have many moving parts that can freeze up. They are the only clipless pedals that can be used in the snow, says Calvin Brownlee.

Protect Those Shins: Dan Remsen from the North Shore bordering Bellingham, Washington, says, Anyone riding platforms around here must wear shin guards; youll be slipping off the pedal more than ever in the wet.

MBA TECH

Stopping Power
The big four disc brake shootout
o sooner had the MBA test fleet been delivered (four identical Giant Trance 2s) than we knew what the first product comparison would be. Brakes! The four-bike test fleet gives us the unique ability to test products simultaneously. No swapping parts in the middle of testing or evaluating similar products on different bikes. Our fleet allows us to swap bikes anytime during a ride, making comparisons far easier to document and adding credence to our conclusions. Comparing four brake systems was the obvious place to break-in (no pun intended) the test fleet.

CHOOSING THE STOPPERS There was never a question of what type of brakes (rim brakes or disc brakes) to use. Since the MBA test fleet is made up of four-inch-travel trailbikes, disc brakes were the obvious choice. We also chose to go the hydraulic route (expect a mechanical disc brake shootout in the future). The easy part out of the way, the tough part of choosing the brands to compare came next. Since the advent of disc brakes for mountain biking and the overwhelming acceptance of the technology by the midnineties, a large number of disc brake suppliers have come on the scene. They

include Avid, Brembo, Formula, Hayes, Hope, Interloc, Magura and Shimano. Our decision to compare brakes from Avid, Hayes, Magura and Shimano came down to popularity. These four brands make up the majority of brakes used on the trails of America. Since these companies offer a number of models, we chose the model most appropriate for trail riding. When the boxes arrived and the brakes were mounted to the test fleet, we had the Avid Juicy Carbon, Hayes El Camino, Magura Marta SL and Shimano XT hydraulic disc brakes ready to strut their stuff.

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Brake test: The Wrecking Crew outfitted four identical bikes with four different hydraulic disc brakes and hit the trail. The result was a rotor-to-rotor battle with a surprising outcome.

Power play: Hayes El Camino brakes offer power to spare. This latest generation is the quietest Hayes has ever offered.

Fresh: Avid Juicy Carbon brakes and levers are a fine-tuners dream come true. These stoppers are made to be dialed in.

From the old country: Magura still makes all their brakes in Germany. The Marta SL brakes are the lightest of the group.

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Stopping Power
THE TESTING The test fleet bikes were ridden on our favorite trails to properly scrub in the pads and introduce them to their rotors. The hard-core testing took place at Snow Summit in Big Bear Lake, California. Riding the lift up the mountain allowed us to spend the majority of our testing time on downhill, cross-country and Super-D trails. THE RESULTS While mountain bike disc brakes have been available for over a decade, their wide acceptance is still a fairly recent development. Early disc brakes had plenty of issues, including pad rubbing, overheating, poor modulation, noise, excessive pad wear and added weight. Those issues, at least on the four brakes tested here, are problems of the past. Not one of the brakes we tested faded during descents (even when we intentionally dragged the brakes). None of our class squealed. The four contenders proved mostly trouble-free and bulletproof. That made this shootout a tough one. MBA shootouts have traditionally ranked the tested products from the winner to the last-place finisher. We cant do that in this shootout. Why? The competition was too close. No matter how we tried to score the brakes, the winner always won by the slightest of margins, and there wasnt a loser in the bunch. We are not copping out. There is still a winner. This brake is the one that received the most praise from the wrecking crew. It is the brake that wed put on our personal bikes and would recommend to our best friends (thats you). The brake shootout winner is marked with Best overall award on the following comparison chart.

BRAKE COMPARISON CHART MBA DISC BRAKE SHOOTOUT

AVID AWARD MODEL PRICE (each) PAD SET PRICE WEIGHT1 (front) Fine-tune Award Juicy Carbon $269.95 $24.95 11.4 ounces

WEIGHT1 (rear)

12.1 ounces

ROTOR WEIGHT2 LEVER CLAMP3

3.7 ounces

Two-piece PAD REPLACEMENT Snap into place. No tools required. A little awkward because pads are inserted with pad spring. Tool-free pad contact point adjustment and lever reach adjustment (Allen wrench required). Fairly straight, fat lever with a slight dogleg bend. Vague return feel. Great blend of power and modulation. Easy to tune to rider preference. Super quiet. The Avid Juicy Brakes have been an MBA favorite because they are powerful, easy to mount (you dont need shims to dial-in the fit), and they offer so much rider adjustment (a nice feature if you want to fine-tune brake feel). Its no wonder so many bike companies are specing their bikes with Avid Juicy brakes.

LEVER ADJUSTMENT

LEVER FEEL POWER

NOISE COMMENTS:

Intuitive: Shimanos XT disc brakes force you to be a better rider. Their power distribution allows you to grab the terra firma instead of scraping over it.

1Weight includes caliper, lever, reservoir, hose and mounting hardware. 2Weight includes all mounting hardware. 3 Two-piece clamp allows lever removal from the bar without removing the grip.

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HAYES Power Award El Camino $249.99 $19.95 11.2 ounces

MAGURA Best overall Award Marta SL $269.95 $25 8.7 ounces

SHIMANO Ease-of-use Award XT $265 $18.95 11.1 ounces s s s s

12.1 ounces

9.2 ounces

11.3 ounces

4.5 ounces

3.7 ounces Two-piece

4.9 ounces Two-pieTwo-piece One-piece

Two-piece Snap into place through the top of the caliper. No tools required. Super simple. Tool-free lever reach adjustment and power-adjust dial. Nice bend for two-finger braking with slim profile. Vague return feel. Most powerful brake of the bunch without being grabby. Requires proper braking technique to avoid locking wheel. Quiet with a slight organic scraping sound when brakes are hot. The El Camino puts Hayes shoulder to shoulder with their competition. Recommended for more aggressive riders or heavier riders looking for the most powerful stoppers. One reach-adjustment knob came loose during testing, making it necessary to use pliers to dial-in the reach. This problem would have been covered under warranty.

Two-piece Pads seat into caliper magnetically, and a pin secures the pads. Pads do not snap, so care needs to be taken to be sure pads are properly positioned. Allen wrench required. Reach adjustment (Allen wrench required).

One-piece Snap into place. A little awkward because pads are inserted with pad spring. Pin with a clip holds pads in place. Allen wrench required. Reach adjustment (Allen wrench required).

Nice bend for two-finger braking with a chubby profile. Vague return feel. Very powerful with excellent modulation. Power commensurate with pressure applied to the lever. Absolutely silent. The Magura Marta SL is our favorite because the lever feels great, the power is awesome and they ran silent our entire test period. All this at a weight that helps bring down the weight of your trailbike. Reduction in the brake pad price eliminates an old objection to Magura brakes. Marta brakes speced on new bikes are always a premium, because the German company cant offer deep discounts. What they can offer is amazing performance.

Great bend for two-finger braking with slim profile. Best return feel of the group. Beautiful power delivery. Helps rider keep contact with the ground, even on softsurface descents. Quiet with a slight organic scraping sound when brakes are hot. If the Shimano XT brakes had come in at the Maguras weight, there would have been a different champion. These brakes force you to be a better rider because you wont lock your wheels as often. The levers feel like they were formed for your hands, and their operation (especially when released) is the best of the bunch. No wonder so many bike companies rely on Shimanos stopping power.

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MBA TRAINING AND FITNESS

Should You Be Training?

Not just for racers
By Dave Wiens

ave you ever wished you were better prepared for a certain ride with your buddies or a particular race? If you answered yes, you might want to consider training. Lets define the word training for this discussion. By training, I mean to plan and then execute physical activity for some sort of specific or general goal. Yes, nonpurposeful training exists. This is called simply riding your bike, and there is absolutely nothing wrong with it. Not everyone is interested in trying to improve their performance or in having to go out and ride in a scripted manner. But many of us are, and thats where purposeful training enters the picture. Before you get scared away, understand that training is a spectrum, and while Lance is at one end of it, using an all encompassing, super scientific approach, the other end also exists, and its a great place to start. This starting place can be as simple as one or two specific rides a week. If youve never trained before, you should see results quickly, even with the simplest program.

Fun ride: Dave Wiens carves up a trail near his home in Gunnison, Colorado. What looks like a casual ride can be part of Daves (and any riders) training program. Dave explains how training rides can be fun as well as beneficial to your conditioning.

JOIN THE CLUB Okay, youre in. But how do you get started? There are two ways to begin training. You either hire a coach or you create a training program yourself. Hiring a coach is the quickest and easiest way to begin training, but it also costs money and comes with no guarantee of success. While training is based on science, and certified coaches have a background in the science of training, training is actually an inexact science. It is not a requirement to have a coach and train scientifically to be successful. I have seen success at all levels of racing, from weekend warriors to seasoned pros, both with and without scientific coaching. 100
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I dont care what any coach tells you, there are way too many variables involved in each individual human body and in the nature of all of the things that affect physical performance for professional coaching to be a sure thing. Genetics, lifestyle, diet, stress, rest this list goes on and on, and every item plays a role in ultimate performance, yet its impossible to determine the exact effect of each one. For every rider satisfied with his experience with a coach, there is another whos not. This is not a knock on coaching, just more of a disclaimer. There are numerous advantages to working with a coach. If you can afford it and you dont want to put the time into learning about training and creating your own program, I recommend hiring a reputable coach. One big benefit of having a coach

is that you will learn about training. Your coach will give you a program and have you keep a training log (basically a training diary), so youll actually have a written record of a yearly or seasonal plan, as well as your execution and subsequent results. If youre happy with the coach and your results and you want to continue the relationship, great. Or, you could give that coach the old heave-ho and use what youve learned with him to begin working out your own program. Another option is to hire a different coach to get a different perspective and gain even more information. This is how many of my racing peers and I have developed our training programs. On an ongoing basis, we combine past experiences with new information to create a continually evolving regimen.

Training
THE BEGINNING I was into my third year as a pro back in 1990 and I knew nothing of training; I just rode my bike. I was off the back in the races early that summer and decided to learn about training. I took four days completely off the bike, and during that time I got a copy of Greg LeMonds Complete Book of Cycling and an MBA with an article called Ned Overends Training Tips. The LeMond book had a chapter called Training and Fitness and the MBA article had Neds weekly program, including some of his workouts. I learned about microcycles, macrocycles, training logs, intervals, rest days, all kinds of stuff, and proceeded to hammer out my first seven-week training plan. I stuck to it, and four weeks in I almost quit the sport. I was just getting killed in the races. But then, after week five, I had a good race in Crested Butte and gained some confidence. Beginning the next weekend, I went on to win three races in a row, including two NORBA Nationals! Wow, this training thing seems to work! GETTING ADVICE I worked with two different coaches in 1992 and 1994. Both experiences were similar in that I did way more early in the season than I ever had; I was really fit in the early season, and then I crashed hard, as far as my fitness went, and never recovered for the rest of the season. In hindsight, had I stuck with the coaches, especially Dave Smith in 94, I think I would have realized greater success. But thats just me, a little impatient and a bit of a nonconformist, and a mountain biker first and foremost. I wanted to go for epic rides instead of doing intervals on a road bike! My wife, Susan DeMattei, stuck with him for three years, and together they earned a bronze medal in the Olympics in Atlanta in 1996. TRAINING FOR LIFE Now, while Im not racing Norba Nationals or World Cups anymore, Im still training. I train for a few ultra endurance races like the Leadville 100 and the Vapor Trail 125; I train for some adventure races; I train for our local flag football league; I train for ski season; and I train for general life fitness. My training program for all of this is not complicated or even very scientific, but I do very specific things

Inner voice: There are way too many variables involved in each individual human body and in the nature of all of the things that affect physical performance for professional coaching to be a sure thing.

The gray area: While training is based on science, and certified coaches have a background in the science of training, training is actually an inexact science.

Prerequisite: It is not a requirement to have a coach and train scientifically to be successful.

depending on what season it is and what I have coming up. My training regimen is a combination of everything that I have learned about training over the years. For me, training is not drudgery, its a way of life. If you have the desire, you can begin to learn about training, too, and make it part of your everyday life. Either hire a coach or start reading up on training. There is a ton of material out there, and all you need is general knowledge to hammer out your first training program. Then, just constantly learn new information and dont be afraid to try new things. Before long, youll have a good record of what you have done and how it worked and you can continually refine your own training program. Happy trails!

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MBA TECH

Integrated Performance
A downhill rig built from the SRAM family of components
RAM has been hard at work gobbling up major brands (RockShox, Avid and Truvativ) and integrating those new components into SRAMs drivetrain offerings. The thinking behind these acquisitions is simple. Why start from scratch? Instead of developing suspension, brakes, and components, SRAM integrated proven technology from companies already established in the game. It is a time-proven strategy of together we stand, divided we fall.

MAKING THE CONNECTION Since the acquisitions, it seems that nary a month goes by without SRAM revealing a new product. First, it was the SRAM X.0 shifter and derailleur. Next were the Avid Juicy Carbon brakes. And most recently was the airsprung, eight-inch-travel RockShox Boxxer World Cup. During an extended product testing session in Whistler, B.C., we had the opportunity to ride all of these prolevel products on one machine, the prototype Cove Shocker downhill rig. Our test bike was set up by SRAM Canadian Technical Rep, Cove team rider, and current Canadian Downhill National Champion Tyler Morland. Here is how the Cove/SRAM project bike came out.

FRAME: 2006 Cove Shocker prototype, nine-inches of travel. Key Features: This brand started out of the back room of the Cove Bicycle Shop located close to the North Shore in Vancouver, British Columbia. Cove has a reputation for creating bikes worthy of any challenge the riders who frequent the Whistler Mountain Bike Park can dish out. The shocker is their latest offering for true downhill racing and includes SRAMs Maxle rear through-axle. FORK: The last four Mens World Cup Downhill Overall Champions have ridden to glory aboard RockShox BlackBox Boxxers. That BlackBox technology trickles down to the consumer in 2006 with the air-sprung Boxxer World Cup, featuring Motion Control damping. Key Features: The 06 Boxxer World Cup weighs only six pounds. It features the Maxle 20-millimeter through-axle and is set up to utilize a direct-mount stem option. The Boxxer World Cup sells for $1400. BRAKES: The Avid Juicy carbon brakes are a lighter, more tricked-out version of the ultra-popular Juicy Seven brakes. Key Features: The most identifiable features of the Juicy Carbon brake are the Index Reach Adjustment, moving the lever one-millimeter per click of the screw, plus the carbon lever and reservoir cover. The Juicy Carbons have a Tri-Align caliper positioning system, eliminating trial and error during setup. The Polygon rotor design is available in 6.5, 7.5, and eight-inch sizes. The high-zoot Carbons also have titanium bolts. The Juicy Carbons sell for $269.95 each.

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CRANKSET: Truvativ Holzfeller cranks have long been the choice of top racers and riders. In 2006, the Holzfeller uses a new arm design resulting in a stronger, lighter and stiffer crank arm. Combine the new Holzfeller with the Howitzer bottom bracket and Truvativ BoxGuide and youve got a smooth and simple design that can take all you can dish out. Key Features: The four-bolt Holzfeller cranks are made from 7050 Aluminum. The oversized Howitzer bottom bracket uses externally mounted bearings. The BoxGuide has an adjustable composite upper guide and polyurethane, cartridge-bearing lower roller. The guide features adjustable plate angles and is available in both ISCG and bottom-bracket-mounted versions. The cranks sell for $220, and the guide for $70.

CHAIN AND CASSETTE: The SRAM PC-991 HollowPin chain and PG-990 cassette are the premium selections in the lineup. For 2006, the PC-991 chain has been modified to further enhance shifting performance with Truvativ chainrings. Key Features: The PC-991 HollowPin chain features nickel-plated outer and inner plates and uses the exclusive Power Link closure. The HollowPin riveting process is designed to save weight. The PG990 cassette has been upgraded with a lightweight aluminum spider. The cassette features a 7000 series aluminum lock ring and an attractive red anodized spider and spacer. The PG-990 cassette is available in ratios of 11-32, and 11-34. The chain sells for $54 and the cassette for $99.

SHIFTER: SRAMs X.0 trigger shifter is the most advanced, highly anticipated trigger shifter to hit the sport. The nine-speed shifters weigh nine ounces (225g) a pair and use a 1:1 actuation ratio. Key Features: The X.0 shifters are made from brushed aluminum and carbon fiber. The trigger is compatible with SRAM 1:1 rear derailleurs and Shimano front derailleurs. The X.0 shifter has been designed to fit either inside or outside of the brake mount on the handlebar. The X.0 triggers have unmatched adjustability for personal preferences in relation to handlebar grip. The X.0 shifters sell for $248.

DERAILLEUR: The SRAM X.0 derailleur features their BlackBox technology, is available in eight or nine speeds, and in long, medium and short cage lengths. Key Features: The X.0 derailleur uses 1:1 actuation and Direct Route technology to produce lighter-effort shifting. Weights on the X.0 derailleur are 7.4 ounces for the long cage model, 6.9 ounces for the medium, and 6.8 ounces for the short. The X.0 is made from forged alloy, has machined and heat-treated oversized pivots, a CNC-machined long cage, and carbon fiber medium and short cages. The SRAM X.0 derailleur sells for $235.

HANDLEBAR: Like the Truvativ Holzfeller cranks, the riser bar is synonymous with strength and power. Key Features: The Holzfeller bar is 28.9 inches wide and weighs 10.5 ounces. The bar features the OS 31.8-millimeter clamp diameter and is made from triple-butted AL-7050. The Holzfeller riser bar has a five-degree upsweep and an eight-degree backsweep. The Holzfeller bar sells for $60.

January 2006 / MOUNTAIN BIKE ACTION

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MBA TECH

Inside the Pros Bikes

Cody Warrens Haro 357 Magnum
aros Cody Warren started racing bikes at age 12, but it was only recently that this 20-yearold racer became a star. Born in San Diego, California, on August 27, 1985, Cody raced BMX from age 12 to 17, but never won a major race. It wasnt until Cody switched to racing mountain bikes that he found his pedaling groove. He won NORBAs 2002 junior expert downhill title and turned pro the following year. He brought his racing up to a higher level and started making regular podium appearances in both downhill and slalom in 2005. Cody won his first NORBA national series event in 2005 (with a mountaincross win), and then capped off the year by winning the downhill national championship at Mammoth Mountain. Heres the bike he used, along with some of his comments about it.

Selle Italia SLR XC seat.

Easton seatpost EA50.

Shimano Dura-Ace, 11-25-tooth cogset, nine speeds.

Bike weight: 40 pounds Estimated price: $5000 Maxxis Highroller tires, 2.5inch width, front and rear. Shimano XTR rear derailleur.

Sun Ringle Rhino Lite rims.

Maxxis downhill inner tubes.

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Haro 357 Magnum frame; adjustable travel can be set at seven, eight or nine inches. We went through numerous design changes. The swingarm on my bike will be the new standard on the 06 models. Cane Creek headset.

TAG motorcycle grips I like their rubber compound and their half-waffle design. Easton Monkey Lite DH handlebars. Shimano XT levers and shifters.

Manitou Revox shock.

Titanium spring.

E.thirteen chainguide.

Shimano DX pedals. I think theyre model 636. Theyre the clipin style. I use clips because I dont like having my feet bouncing around.

Shimano Saint cranks, 165 millimeters. I use 165s for better clearance on the rocks.

Manitou Travis fork, 7.9 inches of travel Mine has special valving. SPV is standard. I use the TPC internals because they progress better than the SPV. I get a little better damping out of the TPC.

Shimano Saint hubs.

Shimano Saint disc brakes, with eight-inch rotors.

DT Swiss straight-gauge spokes.

January 2006 / MOUNTAIN BIKE ACTION

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Quick Releases 1
GIFTS
Looking for a last-minute Christmas gift for that special mountain biker on your list? What could be better than a subscription to the very magazine you are holding in your hands? The gift includes twelve packed issues that include our annual MBA buyers guide and coveted tire shootout. Plus, you get the lowest sub rate of the year of only $14.99 by calling (800) 7670345 (or aim your web browser at www.mbaction.com).

2 GOGGLES The High Voltage is the top-of-theline motorsports goggle from Scott USA. Perfect for downhill, mountaincross, and park riding, the $69.95 High Voltage features Scotts NoSweat foam, Chrome Amplifier lens, strap clips, and removable Voltage nose guard. The Voltage also features a patented frame ventilation system. For more information, call (800) 2925874.

3 SHADES The unique looking Oakley

Gascan sunglasses have a customized frame designed for premium comfort. The Peripheral vision is maximized by XYZ Optics, maintaining visual clarity at all angles of view. The Gascans two lenses are cut from the curve of a single lens, then mounted in the frame to maintain the original, continuous contour. The polished black Gascan sells for $100. Get more information by calling (800) 4311439.

4 FORKS The 5.1-inch-travel, air-sprung Fox

Shox Float RLC fork weighs
just 3.69 pounds and features externally adjustable rebound, lockout and compression. The $600 RLC is the lightest five-inch-travel fork on the market. For more information, call Fox Racing Shox at (831) 274-6500.

5 TIRES Schwalbe says the Fat Albert

tires started out as a secret, but they are ready to let you in on it. It is a large-volume tire with a versatile tread pattern that is intended for loose surfaces. The $56.11 tire comes in a 26x2.35-inch size with the Schwalbe SnakeSkin light and flexible carcass that makes the tire sidewall extremely resistant to scrubbing. You can get more information on this aggressive trailbike tire by calling Schwalbe at (888) 700-5860. 112
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Down the Trail

1995

es, it was a simpler time. Two riders, two lanes, one jump, and wide, fast corners. This classic dual-slalom course on the big mountain at the Mammoth Mountain Mountain Bike Park makes one long for the good old days. Dual-slalom has been replaced by mountaincross in the States and 4-Cross in Europe, but it will never be replaced in the hearts of riders who competed here.

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