Riding All-Mountain on Niner’s XC Race Bike, the Air 9

The Atomic Blue color stands out, as does the Air 9's responsive frame

Review & Photos by: Randy King

Video by: Randy Lewis

Climbing toward the sharp, steep switchback, I grinned in anticipation. With only 20-minutes of saddle time on the Niner Air 9, I already knew that I had a shot at making this challenge – one of those hiking trail switchbacks that cut back on themselves like barely-open scissors. This bike was made for just this type of momentum- and traction-defying situation.

I rode straight at the dirt bank that signaled the end of my current wheel path, running wide at the outside edge of the trail. At the last second, I let off the power and the bike slowed almost to a stop. Now! I turned the bars just as the front wheel contacted the steep benched bank, cranking once to power the front wheel in a nearly 90° slice across the bank. Pivoting with the front wheel, I was almost pointed back down the trail before I could straighten out enough to apply real power. Now the bike threatened to go off the inside corner of the switchback. I spun away at the pedals, rolling the front tire right along the edge of the trail and back on track as I climbed through the eroded heart of the switchback. The Niner Air 9 straightened out and I climbed onward.

The Niner Air 9 rewards riders who have the vision and the ability to leverage its considerable powers. Its Easton GX2 Scandium/Aluminum frame is responsive and lightweight. Although the Air 9 I rode had been kitted out with a mediocre parts spec, its race breeding shone through.

Out for a Niner field day, Randy Lewis (on his Niner E.M.D. 9) and I covered much of the varied terrain of Roanoke, VA’s huge Carvin’s Cove trail system. Temps surged past 90 and then cooled later as a big T-storm rumbled threateningly and stacked up against the nearby Blue Ridge. We ended the day racing the impending rain back to the parking lot.

Here the Niner Air 9 showed off the racing genes of its stiff frame and aggressive, forward-leaning cockpit set-up. Although at low speeds I could really feel the drag of the heavy wheel set, once I powered up the Air 9, I found myself pushing the big chain ring uphill, going faster and faster. What a joy to climb on this bike!

Read the rest of the review in Part 2 …

©2010 Big Mountain Riding

This review is sponsored by Just the Right Gear
bike shop, Salem, VA.

Continued from Part 1 …

However, I got to see the Niner Air 9 handle a lot of terrain between that tech-rider’s dream of a switchback and the final race against the rain. Once we attained the ridge via Buck, we rode up the double track and then down. Here I experienced firsthand the effect of inertia on those big wheels. We had to stop mid-thrill ride though, to peel off the fire road for the sketchy descent on the narrow, hoof-pocked singletrack of Hemlock Tunnel.

Descending did not seem deadly on the Niner Air 9 thanks largely to the wide Ritchey bar and the capable WTB Moto Raptor tires. However, the bike is a stiff-riding hardtail with an 80MM travel RockShox Reba SL fork, and unless you are Jedi enough to descend sans brakes, you will probably agree that the Air 9’s forte is climbing. I don’t know if it would have handled descents better with hydraulic brakes or not, but I felt that the ride grew very harsh when I tried to scrub speed on the rough downhill runs of Hemlock Tunnel and Comet. Yet when I let off the Avid BB7 stoppies, the Air 9 flowed over the chatter bumps and rock bars like art in motion. It made me wish I had the Force at my ready disposal.

Along the bottom we tackled the log piles of Enchanted Forest, and the Niner Air 9 proved a well-balanced machine, predictable at low speeds and over obstacles. On Little Bell and Schoolhouse, I loved the way the bike carved turns. The WTB Moto Raptor tires were reliable and gripped the trail more fiercely than an overeager car salesman’s handshake. The same applied to climbing, I don’t think I ever broke traction on the rear wheel, even standing up with my head way in front of the bars on steep climbs. If I could put power to the pedals, the Moto Raptors kept climbing. Great big mountain riding tires!

On the return leg via Arrowhead and Songbird, the Air 9 rocked and rolled over the small jumps and log rides, without the skittishness of some high-strung racing bikes. It rode like a play bike on these fun trails.

The atmosphere altered as we started up Brushy Mountain. The wind pushed and pulled meaningfully, making the leaves show their light underbellies in a clear warning to us. We turned onto Four Gorges trail and put the hammer down on our two Niners. Yeah, the storm was coming fast … but I was riding an Atomic Blue Niner Air 9 and it was just the right bike for what needed doing. I pushed into the big chain ring and powered up those big wheels.

Parting thoughts:
The Air 9 frame retails for $799. Give it the parts build it deserves. The bike I rode weighed a portly 28-lbs. The same shop had a Medium frame Air 9 built to 24-lbs. Mine did not feel heavy other than in the wheels, so I shudder to think how fast this racer would feel with a much lighter wheelset. Spend wisely, young Skywalker!

Most of my complaints about the Niner Air 9 that I rode stem from either the fact that is a hardtail – something that cannot be changed – or its mediocre parts spec – something easily changed; I had no complaints with the essence of the bike (a race-oriented hardtail). In fact, I thought it performed well in the more all-mountain conditions of our ride. However, efficient suspension designs have led to +5” travel bikes that climb well and spare spines. For those who have ridden double-squish for a long time it hurts to go back to a hardtail bike. With today’s technology, the question comes down to what type of riding makes you smile the most.  If you are comfortable on descents, but light up when mastering a technical or prolonged climb and your spine can put up with long miles on a hardtail (‘cause you ride like water), the Niner Air 9 may be the bike to help you speed to the finish of your next big mountain riding event.

Now to clarify a misunderstanding: 29” wheels do not equal an inch of suspension. A 29” hardtail rides like a hardtail bike. The wheels do not suck up bumps, or smooth over the vagaries of the trail. However, big wheels do roll over obstacles and square-edged bumps better than an inch or so of suspension on a 26” wheeled bike.

©2010 Big Mountain Riding

This review is sponsored by Just the Right Gear
bike shop, Salem, VA.

The Salsa Mamasita is a capable back country explorer and XC racer

Review by:

Scott Schekman

Photos by: Scott Schekman and Randy King

Now that I have been riding my Salsa Mamasita for more than a year, it is time for a long term review. My Mamasita is built up pretty much as a race/play 29er hard tail with a ROCK SHOX REBA Race 29″ fork, RACE FACE Deus crankset, Stan’s 355 rims laced to a DT Swiss 240 front & Stans ZTR rear hub, Easton Monkeylite XC bar, SRAM X-9 triggers and rear derailleur and Hope Mini disc brakes. This build is average in weight at 24.5 lbs, but that works for me and I didn’t have to cash in my IRA to build it. New Mamasita frames are available online for about $750; complete bikes for less than $2,000.

This size small frame is made of Scandium/aluminum alloy with carbon seat stays. I have read of various advantages of Scandium alloys, but not being a metalurgist, I don’t actually know what is fact or not.  The Mamasita’s geometry is fairly standard for a 29er hardtail frame [See chart].

The Salsa Mamasita features clean lines and rider-friendly geometry

So far I have raced the Mamasita in two mountain-X races and the epic Shenandoah 100. All my other rides have been local trail rides at Candlers/Liberty mountain, Danville, VA’s Anglers Ridge, Bedford, VA’s Falling Creek Park or Roanoke, VA’s Carvins Cove. The Mamasita rock ‘n’ rolled through all of this terrain variety that included log hopping, rock gardens, swoopy smooth singletrack and typical east coast-roots, rocks, tree limbs, technical climbs and fast descents.

Riding this bike is like riding a small self-powered rocket. All the pedaling energy seems to transform immediately into forward motion. This bike will climb like a scared cat! I seem to favor technical difficult climbs, especially the kind most people only like to ride down. [Editor's note: He's not kidding!] The “Mama” excels at this.  I do run the Reba at 100mm travel which means I have to keep some weight forward on steeps to keep the front end down, but like on any bike, the rider has to learn how to distribute his weight to the bike’s advantage.

Descending is a flat out rush; this bike will go faster than my brain will let it. I have never yet missed full suspension on the downhills. It might be the combination of wagon wheels and carbon stays or just the geometry, but this is the fastest XC bike I have ridden yet. The only time I notice any limitations is when I am trying to keep a smooth cadence on choppy (roots and small rocks) flat ground. This is probably a disadvantage of any 29er hard tail. It tends to kick me off the saddle some, which disrupts my pedaling so I installed a USE suspension seat post which helps – but is still no substitute for rear suspension.

The carbon seatstays and big wheels soften up the ride a bit on this rocket-fast hard tail

All in all, the Salsa Mamasita is a blast to ride or race. It is a screaming fast descender, a mountain goat climber, nimble and quick without any twitchiness in steering control. The Mamasita rider feels confident and in control climbing up or blazing down the mountain. The Salsa Mamasita is definitely worth a closer look for XC and epic racers and big mountain riders – as long as you’re not a downhill-only rider, or into frequent jumping or drops bigger than two feet.

©2010 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

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: 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

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