Big Mountain Riding

Attack of the 650B-wheeled Carver Killer B

Compiled from the Dirt Rag Blog, twentynineinches.com and MTBR.com

Oddball bike sets the big wheel world abuzz

Think Goldilocks and the Three Bears: 650B wheels may be "Just right." - from twentynineinches.com

Talk about trial by fire: Dirt Rag’s Karen Brooks rolled her test bike directly out of the office and up to the starting line of the brawny Shenandoah 100, lingering only long enough to swap out a few components on the demo for more familiar ones. Luckily, the Killer B from Carver Bikes is an adaptable rig that lends itself to easy transitions for riders of 26″ or 29″ wheels – the 650MM wheel diameter translates to roughly 27.5″. Speaking of adaptability: following the Shenandoah 100, the Dirt Rag stripped the Killer B down and headed west for the Single Speed World Championships (SSWC) in Durango.

Just like 29″ wheels did, the 650B diameter is sure to draw staunch critics, blind worshipers and a whole host in-between – as well as a lot of “Huh? 650B – what’s that?” And with cycling consumers already primed for the revolution following the rise of the 29-er, the 650B wheel meets both more ready acceptance and more competition for critical comparison.

It seems that much of the reaction to the 650B wheels depends on whether the reviewer is throwing a leg over the Killer B after dismounting from a 26″ or a 29″ bike. To draw on Karen Brook’s Goldilocks analogy – whether the 650B porridge is warmer or cooler depends on which porridge dish you last sampled. Regardless, it seems for a swath of both wheel-size-camps, the 650B may be “just right.”

For those tuned to the 29″ style, the 650B opens dialogue on where “smaller” big wheels might fit in. Karen Brooks was happy with the way the Killer B snapped about in the brutally tight and twisty SSWC course and in the narrow, tree-lined singletrack of Shenandoah Mountain.

“I might choose something like this for an ultra tight, technical course with a fair amount of climbing,” allowed Guitar Ted, from twentynineinches.com.

Killer B's drop-outs come with a d-hanger or slotted for SS

Testers liked: the Killer B’s fast handling in tight turns and technical sections. This from 29-er folks, giving the mid-sized wheels their due. Meanwhile, a shorter reviewer, coming from 26″-wheels, liked the way the bigger wheels hooked up and stayed connected in corners and climbs without overwhelming their bike’s small frame. “[The Killer B] Climbs like a demon on steroids,” enthused a reviewer on MTBR.com. The smooth, stiff ride of the titanium frame and the no-charge customized sizing options also drew praise. “Out on the trail I thought, ‘Gee, this feels pretty good.’ in that fast, nimble sort of way,” said the reviewer for twentynineinches.com

Testers disliked: That 650B wheels rode a bit harsher, and struggled for traction more than 29″ wheels would in the same situations. Guitar Ted felt that that 650B wheels do not generate the momentum and the roll-over capabilities that converts so many to the big wheel faithful. “On wet roots, I still might prefer to go big (in wheel size, that is),” said Karen Brooks. Currently, there are not many options for off road tires and wheels, meaning no narrow knobbies for purchasing traction in the snow or the mud.

Indie bike, Indie attitude: Killer B rocking the mono-cog

SPECS:

- 3/2.5 Seamless Aerospace Titanium with X-Rayed Welds
- Machined box section head tube gusset
- S-bend chainstays and seat stays for clearance up to 2.6″ tires
- Choice of threaded bottom bracket or EBB, derailleur hanger or single speed dropout
- 27.2 seatpost size and 1 1/4″ front derailleur size
- 13″, 15″, 17″, 19″. 21″ and 23″ sizes
- Custom sizing at no extra cost
- 6 mm. water cut dropouts with rack mounts

Cost –

Frame: $1099.95 Full-Build: +/- $2000

Read the full Dirt Rag Review.

© 2009 Big Mountain Riding

Review: Scott Schekman

Photos: Scott Schekman & Randy King

This is a review of a 2008 Gary Fisher HiFi Deluxe 29. (The newer, redesigned HiFi’s geometry resembles the Superfly 100 )

The HiFi 29 hooks up well on steep, technical terrain

I had been looking to demo the Gary Fisher HiFi 29 for more than a year. So, I jumped at the chance when one of the guys at a local bike shop was nice enough to let me borrow his for a week.  The HiFi Deluxe 29 features 100MM (4-inches) travel on both ends, courtesy of a Fox RP2 shock and a Fox F29 RLC fork. The rest of the components were a mix: Avid BB7 brakes, Shimano SLX crankset and XTR front derailleur, SRAM X.0 rear derailleur and throwback grip shifters.  I used my own wheels and tires, a Continental Mountain King (front) and Race King (rear) tires mounted on Stan’s arch rims laced to WTB Laserlite hubs. With the light wheelset, the bike weighed in at 26lbs 2oz (11.8KG) including the Eggbeater pedals.  I also set up the 17.5″ (44.45CM) frame tested with an 80MM stem, which worked well for my height.

A fan of big wheels, I currently own two 29er’s, both hardtails- one setup as a rigid single speed. I have owned and ridden 26” full suspensions, including the 26” HiFi.  Alright, enough of the details. I rode this bike at my local trails, Virginia’s Candler’s Mountain (now called Liberty Mountain trails). These are an epic (+/- 60-miles/96.6KM) mix of single track, steep climbs and descents, fast fire road and technical trails. Now, on to the best part- the riding itself.  I found this bike to be pretty responsive to pedaling input even with the rear shock’s Pro Pedal in full open mode – although it is not as responsive as the new Gary Fisher Superfly 100. The ride was good but not plush, similar to the 26” HiFi.  This bike climbs well, whether the rider is seated or standing. It really hooked up on the steep, technical climbs that I seem to search out.

One challenging climb especially surprised me; it’s a steep, rooty climb that I have only cleaned once out of about thirty attempts on my Salsa Mamacita.  I got it on my third try on this bike. I think full suspension with wagon wheels make a great combination in this situation. The steering and handling were very good and predictable at both slow and higher speeds.  Switch backs were not a problem either, whether going up or down. I noticed no flex in the frame, but heavier riders may.

Overall, the longer I rode this bike, the more I enjoyed it.  It does everything well.  If you are looking for a big wheel full suspension bike that you can ride (and race) in most situations, this one is worth looking into. In fact, you may want to start checking eBay and Craig’s List to find a used one for sale.

© Big Mountain Riding

Wagon Wheels and dual suspenders pair well on the HiFi 29

Review and Photos: Randy King

The Remedy eggs you to take the rough route home

Cruising Moab’s main drag for the first time, my brother and I dug all the signs of this vibrant culture we had joined: the Moab Cyclery safari truck with mounts for 20 bikes, the Gonzo Inn, the Poison Spider Bikes mural. One of our favorites was a campground that boasted: Fun Pigs stay at Slickrock. The Trek Remedy 8 is made for those self-same fun pigs. It is a bike that eggs on its rider and will feed your porcine speed-needs until you find yourself hours later, still pushing personal limits and stuttering gibberish like that laughable Looney Tunes porker.

It takes craft to make something that rides like such cheap fun, and this is a well-made all-mountain rig. Trek redesigned the Remedy with matched 150MM (6″) of quality Fox travel front and back, and it rips along the trail. Although it seemed a bit portly on the climbs, I rode a Large frame (not the XL that Trek recommends for my height), and the Remedy is spec’d with a wide, low-rise bar. I think a bit more of a rise on the bars and the correct size frame would make the bike climb better for me. As it was, I felt too low for really efficient climbing – especially in my knees and hands.  The suspension and geometry did not seem to be the culprits in this climbing conundrum.

Yet who are we kidding here, with all this talk about climbing? A bike like this pays its way at high speeds and on the descents. Know that aboard the Remedy you will not have to walk up too many hills, and when you get to the top, you can expect a stable, velvety ride during the gravity-fed madness that awaits.

The Fox Float RP-2 with DRCV shines on the Remedy

Riding the Remedy at Bedford Co’s Falling Creek Park, I instinctively veered toward the rough lines, and flowed over natural obstacles instead of following the path more traveled that swung around them. Indeed, the bike and I both wanted more challenges, although I did not test the Remedy on any drops higher than a couple of feet.

In Big Mountain Riding Review #6, I highlighted Trek’s proprietary Fox Float’s with DRCV. The extra-volume shock shines on the Remedy 8 too, making the back-end feel bottomless during aggressive trail riding over roots, rocks and features. Although I did not drop it off anything of size, the bike’s suspension, solidness and geometry feel like it would handle easily drops of 3-5 feet (0.9 -1.5 M). That’s more than enough for me – as drops above 3-feet make me grow increasingly attached to my front teeth (and to keeping them intact).

Other spec highlights that shone on the $3,700 Remedy 8:
Fox 32 Talas RL fork

Avid Elixir R Carbon disc brakes with 203 MM rotors

The Remedy 8 wears its brawn well, tipping the scales at under 30 pounds (13.6 KG) and rumor has it that a few upgrades can trim off a couple more pounds without removing muscle. Today’s efficient suspension and light weight materials enable all-mountain riding, and when pulled together in bikes like this, they inspire fun pigs everywhere to point their front wheel toward the big mountains and ride a little farther. Go for it; nobody would understand your gibberish back in civilization anyway, Porky.

© Big Mountain Riding

Fun Pigs will find much to like in the Remedy's smooth travel and light weight

Review: Randy King

Photos: Scott Schekman & Randy King

Big wheels rolling over the cobblestones

Out of the corner of my eye I could see those skinny, semi-slick hoops spinning away over all the obstacles the trail had to offer – looking even skinnier because of their bigger diameter. This Gary Fisher Superfly 100 was my first real ride on a 29″ bike, and yet if it weren’t for that  glimpse, I wouldn’t even know I was aboard a “big wheel” bike. Frankly, I rode away a bit confused. Not with the bike, which rides like what it is marketed as – a full-suspension racing bike that is as light as a hard tail – but with the 29″ experience. More on that later; to the bike.

Riding the roots and log crossings of Bedford VA’s Falling Creek Park, the Superfly’s suspension performed as the definition of efficiency. If you asked me if I noticed the suspension while riding I’d say no. However, I also stayed seated through little bumps and bops that would have bucked me about aboard a hard tail. This bike is a competent climbing and efficient-pedaling ride. And the bigger wheels do eat up obstacles that might make a rider balk on a 26″ wheel race bike. (Of course it’s easy to forget that only a few years ago, 100MM (4-inches) of travel would have been considered All Mountain. In other words, that suspension that is so easy to forget about on the Superfly 100 is big enough to handle a lot of terrain change, especially when paired with bigger wheels.)

The aluminum flat bar is not a good match on the carbon Superfly

The boldly-painted, $5,600 bike sports nice bling like the Truativ Noir carbon crank – a beauty -  the rockstar-white Fox F100 FIT RLC 29 and the SRAM X.O shifters and rear derailleur. Yet the carbon frame and high-end components feel poorly paired with seeming oddities like the XT front derailleur and the Bontrager aluminum stem and flat bar. These are mismatches in function as well as form. Riding along, the cockpit feels a little too upright for a racing machine, and the bar feels too narrow and not damped enough. Personally, I think a low-rise carbon bar would suit the bike better and function better as well.

Designed as a racer, the Superfly 100 is not made for the rougher side of big mountain riding. It did not seem like it would handle well in say, a rock garden. However, a few mod’s could turn it into an excellent marathon racer for those who are fit enough to get the most of the efficient pedaling platform while dealing with the dicier handling in the occasional rough stuff.

Now, to the 29″ obsession. I ride with many who extol the virtues of big wheels and some who deride the 26″ wheel. Even ignoring the extremists, I had high expectations that the big wheel would roll differently. It didn’t for me. Visually odd, when glimpsed out of the corner of the eye – yes. Good traction on slippery climbs – yes, compared to a 26″ with the same semi-slick tires. However, I’d have to say I’d rather have an extra inch of travel than bigger wheels on most days and on most trails. I will be riding more 29″ bikes – because they work well for so many in the big mountain riding scene – but for now I’ll keep rolling retro-style on my 26-er.

© Big Mountain Riding

The Superfly sports bold graphics on its carbon frame

Trek Fuel EX = A Rico Suave All-Around Bike

Reviewer: Randy King

Photos: Scott Schekman & Randy King

The Trek Fuel EX 9.9 is an inspiring all-around bike, great for big mountain riding: it is fast, light weight and cheeky. The top of the Fuel line model is a sort of James Bond super agent of bikes. Yes, some other bikes can run, jump and fight as well, and yet others share its dark good looks. However, the Fuel EX 9.9 does both at the same time, making its rider look as good and as competent merely by association.

The Trek Fuel EX 9.9 rides like a dream - a very, very expensive dream

The demo bike I tested was dressed to kill, decked out with the best offerings from SRAM, Fox, Shimano and others. The parts worked together well, carrying the bike smoothly and nimbly over the rough roots and short, tight steeps of Bedford, VA’s Falling Creek Park. The all-carbon frame, crank and bar rode like a dream of all that carbon is hyped up to be.

Riding the XL-sized frame put me in a little more stretched out versus upright riding position. I liked this because I felt more actively engaged with the bike – not perched on top of it. I found myself pedaling faster and pushing the bike through turns. Interestingly, the riding position also seemed to keep me seated more, even through small rough patches.

However, I think most of the Fuel EX’s buttery smoothness flows right from the Fox suspension. Specifically, Trek’s proprietary Fox RP-23 design, with DRCV (Dual Rate Control Valve). According to Trek, the twin-chambered shock is designed to eliminate the ramp-up at the end of the shock’s travel without adding the weight of an external chamber, meaning a smoother ride over varied terrain. The shock acts like a normal RP-23, until a bigger hit. Then the compression opens the valve into the second section of the chamber – the little extra bit visible on the top of the shock in the pictures – and the bump is eaten up at the same compression rate. In theory, it should feel more like the linear compression of a coil spring, but with air shock weight. “Right on,” I say. The DRCV shock performed beautifully.

This is a high-speed machine that would handle many challenges with aplomb. It weighs just 25-pounds (11.34KG) in its carbon suit. The aluminum versions reputedly weigh in at only a pound (454G) more for the frame. That’s light, and it feels even lighter. Still, the 5-inches (120MM) of travel are meant for going places off the beaten path, and the Fuel EX does this with the bold cheek of a much burlier bike. You could race this bike; you could ride it all day, every day.

So what’s the bad news? Well it has to do with all those little green pieces of paper. Specifically, the more than 6,700 of them it takes to buy the Trek Fuel EX 9.9. That’s a lot of money for something stamped “Made in Wisconsin.” That’s a lot of money period.

Still, if you ride it, you’ll probably want this bike. I did. And you know what? I’m not gonna try to convince you that you can’t rationalize the purchase. Everybody has dreams. Why not a glam, all-carbon, $6,700 one from Wisconsin?

©Big Mountain Riding

The DRCV shock, carbon crankset and the EVO pivot

With 5.5″ of travel, the now-in-stores Niner W.F.O.  9 aims at being a big hit, big wheeler with the looks to match!

A long-legged big wheeler

One of the things I’ve always wondered as a potential convert to 29″ wheels is how they would handle the big hits, and no bike on the broad market seemed set up to really put that question to the test. With travel in the 3-4″ range at tops, most 29er bikes seemed like leggy cross-country runners best left out of the the really rough stuff (e.g. low-speed drops and aggro rock gardens).

Enter the Niner W.F.O. 9, with 5.5″ of rear travel. Trivia: W.F.O. stands for Wide, Full Open. Sounds like an ideal big mountain riding rig in the making. Depending on how it is set up, the rig should ride like a long travel trail rider or short-legged DH rig – can anyone say all-mountain?  I highlight it here because I think it indicates a new horizon in big wheel bikes: long-travel! The next few years should bring some exciting new entries that will be prime candidates for big mountain riding.

The W.F.O. 9 is in stores now! “There will be two different versions of the frame. One will be a 135mm rear triangle and come with a FOX RP23 shock and retail for $1899. The other will feature a 150mm rear triangle (with a maxle thru axle system) and come with a FOX DHX Air 5.0 and retail for $2099. [This second option makes for a beefier ride]” – Niner Bikes. Learn more.

Looking forward to the first rides on real trails by real people.

Photos here are from two different set-ups from Niner folks. It looks like they put together a DH-market version. Before you envy that Manitou Dorado fork too much, be aware it will set you back more than $2k by its lonesome … sure is pretty, though.

Niner WFO 9 online.

©Big Mountain Riding

Bigger is better? WFO 9 customized for big hits

Rear set-up for tamer, production model

Take-Away Box:

Why it may be your next Big Mountain Riding machine: Can do it all, pretty much! Rails the descents, climbs with agility, great balance, feels lighter than it is.

Why it may not be for you: Low Bottom Bracket – or at least feels that way. You’re a regular jumper – frameset not up to frequent big hits

————————————————————————————————————

The HiFi stretching its legs in Moab

For years, bike companies and magazines touted this bike or that as the “one” bike that could do it all. As someone on a budget, I loved the idea of a bike that could handle most of the standard trail conditions confidently, however I don’t think most of these bikes lived up to the hype until 2006-07. I test rode a Giant Trance, and it performed everything well. However, it wasn’t exciting. A great bike needs the design and capabilities to excite.

Enter the Gary Fisher HiFi. While there are other bikes out there that probably excite more, and can handle even more (i.e. the Yeti 575), the HiFi does it all and costs less. I’d say I regret not waiting a year to buy the one with the black paint job with a Fox fork, but then I would have missed out on a great year of riding. And, I love the Manitou Minute fork. I actually have one on my Klein too. This Minute with the thicker stanchions is rock steady. The whole bike is rock steady. In the first six months of owning it, I placed the best I ever had in an epic (100KM) race, took it to Moab for a week and rode local trail features I had never imagined being able to ride.

Tips for getting the most out of this versatile bike: I use the ProPedal feature on the Fox rear shock almost every ride. Yes, the bike will climb with the shock fully open, but the stiffer setting makes those long climbs just that much more bearable. And with practice, your hand will find the lever without looking down. The bike has great low speed handling. Leverage this to get through super technical climbs. It’s a very consistent bike – learn how it reacts, and then learn to trust those reactions. Now that you know what it can do, you can push the limits. For example, I manual the front end a lot to compensate for the lower bottom bracket. The fork can take the abuse, so I manual off of step downs where possible to ensure that I clear the chain rings. I chipped a tooth off the big ring in Moab dropping off a stone step down.

Problems have been few: At just under two years, the rear triangle broke mid-ride. And not the carbon seat stays. I think the asymmetrical chain stays are under a lot of torque forces. Gary Fisher replaced the part for free inside of two weeks from start to finish. Additionally, replace the stock tires with something with more grip if you ride in loose or wet conditions. I ride an old set of Panaracers 2.1″ with a tried and true tread design.

Oh, and yes. This bike can goad you to go faster than you may be ready for. On Moab’s Porcupine Rim Trail, my brother and I passed a motocross bike in the r-r-ruff on the downhill running from the rim overlook back to Sand Flats Road. A pinnacle moment for a mountain biker. The guy about fell off his motorbike when we flew past on his left :-0 That’s the kind of bike this one is. Surprisingly competent and tougher than it looks. Great for true all mountain riders who need to pedal up to rail down.

© Big Mountain Riding

The Mission 3 likes the steeps

Vitals:

Cost: $1300 frame and fork, $3750 as tested. Weight: 34 pounds www.diamondback.com

Eric McKeegan tests the top dog in Diamondback’s Mission line, the Mission 3, which is built to favor the descent-loving side of big mountain riding Modern all mountain bikes designed for big mountain riding can handle climbing chores almost as easily as they do descending. (Of course, it’s up to the rider to provide the power and/or mojo.) That said, some bikes are built more for the climbing side of all mountain, and some are set-up more for the steeps. The Mission 3 is one of those, with 2.3″ tires front and rear, and up to 150MM (5.9″) travel front and rear. Unfortunately, all this rough-and-tumble capability comes at a price in weight, the Diamondback Mission 3 tips the scales at 34-pounds (15.4 KG).

Like a good all mountain rig should, the Diamondback Mission 3 encourages chutzpah and aggressive riding. Eric found himself taking the rough way home, plowing through rocks and roots and looking for jumps. The bike also proved worthy in the park, and handled his trip to the indoor park with guts. The bike also features the Truativ Hammerschmidt system up front (an integrated system including the front sprockets, shifter and crank arms.

Components highlights: The Fox RP23 rear shock works well with the Knucklebox suspension system to keep the center of gravity low, eat up small and medium bumps and deal with the occasional big hit. Up front is a new Fox 32 TALAS RL, with 3 travel settings, 110, 130 and 150 MM (4.3″, 5.12″ and 5.9″) with a functional on-the-fly adjustable lever, giving the rider some good options depending on the trail. Shifting: SRAM X.9 rear derailleur and shifters, Truativ Hammerschmidt. Stoppies: Avid Elixir CR 185 f/160 r. A nice touch is the carbon Easton handlebar, the Easton Monkey Lite CNT.

Read the whole Dirt Rag Review of the Diamondback Mission 3.

© Big Mountain Riding

Frankenbike lives on!

My 2007 Gary Fisher HiFi, Jack Rabbit Slim, suffered a frame fracture on the inaugural Big Moutain Riding adventure ride. The break in the rear non-drive side chain stay occurred while riding on flat singletrack. Although I had a bit of a walk until the rescue wagon showed up, I was confident that Gary Fisher would warranty it. So they did, although with a part from a newer HiFi – including something that looks like congress designed it (cable guides to nothing).  So far, three rides in, the other elements of the rear triangle are holding up. So my fingers crossed that there was no damage done to the other parts during the break down.

Commencal Meta in flight

Review #1 – Commencal Meta 6.2 from Dirt Rag Magazine issue #141

Adam Lipinski reviews the 160MM (6.3 inches) travel Commencal Meta 6.2 and it sounds like a rough and ready all mountain bike, with a preference for descents, but a very effective pro-pedal platform that makes climbing efficient for an almost 35-pound (15.77KG)  bike.

The Meta impressed Adam with its adaptability and bombproof design. He rode it at the local bike park and on rides ranging from downhill runs on moto trails to cross country. The Meta handled it all with aplomb, and climbed better than a 35-pounder seemingly would. Throughout the extended Dirt Rag review, the Meta’s strong parts mix held up to the rough riding that is the bike’s home turf. Adam includes a nice review the Commencal’s chops on a full-throttle enduro ride on slippery, eroded trails.

Take-Away Box

Why it’s made for Big Mountain Riding:

Adjustable features for varying riding conditions and styles: Head angle, front and rear suspension, seat post, brake mounts.

Bomb-proof design features: stainless steel and zinc inserts on suspension and brake bolts.

Why it may not be your next ride:

Weight: 34.76 pounds, Cost: $4400

Components highlights: The Fox Float RP2 mated to a single-pivot swingarm in the back features a longer stroke and high volume, and really shines on a bike that has to be ready for drop-offs and steep climbs in the same ride. The Rockshox Lyric IS Solo Air fork pairs up well with the Fox rear, and features user-friendly adjustability for climbing, downhill and everything in between. A Maxle through-axle adds to the Lyric’s hurly-burly cred. The handle-bar activated Crank Brothers Joplin R adjustable seat-post bolsters rider confidence with 3-inches (76MM) of on-the-fly adaptability the ever-changing scenarios of big mountain riding, and cleaned up to full functionality after grime baths. Stopping comes courtesy of Formula Oro K18 brakes, which impressed the Dirt Rag reviewer with their modulation and adaptability. Drive train is a mix of SRAM and Shimano, and worked well in all but impossible conditions. © Big Mountain Riding

Read the entire Dirt Rag review of the Commencal Meta 6.2