Big Mountain Riding

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

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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