4128 - 09/03/2018 08:00:00

Jackson is now being supported by Trek, and we caught up with him at Pinkbike's Squamish HQ to check out his new extra-small Trek Session.( Photos: 10 )

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4027 - 14/04/2018 06:39:16

No bike has been attracting more attention in recent weeks than the Pole Machine. Manufactured using a process that is entirely unique in the bike industry, it calls previously held notions of design into question before you’ve even swung a leg over. But as soon as you do, you will have a completely new world opened up to you. The Pole Machine is one of the most exciting bikes of 2018. We took it to Spain to review exclusively for you! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); In a time when the comments on almost every new bike are: “looks like a Session” the Pole Machine looks like it must have been delivered by a UFO. Its curved, flowing forms, the asymmetrical shock mount and the extremely low slung top tube (if you can even call it a tube) lend the bike a unique, extravagant look – at least when you’re looking at it from the drive side. Although Leo Kokkonen, the creator of this special bike, has a distinctive design fetish, he is familiar with the needs of riders and is fully committed to the motto: form follows function. The frame is very clean and tidy on the drive side. Looking at the bike from the opposite side, it reminded us of the Centre Pompidou in Paris designed by Renzo Piano. All cables are routed on the outside of the frame in a special recess, except for the stealth dropper seat post hose which enters the frame through the bottom of the seat tube. On the opposite side, the cables are routed on the outside of the frame. With bosses for up to three bottle cages, you can happily leave your backpack at home. One of the main features of the Pole Machine is the way in which it is manufactured. After Leo cancelled the plan of a carbon bike for ethical reasons (more on that in our interview), in his search for alternatives he came across a method long established in other industries. The frame of the Machine is machined, as the name suggests. CNC machines mill the two halves of the frame out of two large pieces of aluminium. The two halves are then joined together using a special bonding process and a few screws. This makes it possible to use 7075 T6 aluminium, as used in aircraft construction, instead of the classic 7005 aluminium, which is much stiffer and more durable but almost impossible to weld. The seat tube is a regular tube, which is inserted, glued and screwed into the two halves. The frame consists of two machined halves which are then glued and screwed together. The frame would be strong enough with the adhesive alone, but the screws provide additional stiffness and security. Once bonded, the screws can no longer be loosened manually. The seat tube is glued and screwed to the two halves   After cancelling the carbon bike for ethical reasons, I had to find an alternative – Leo Kokkonen Details like the shock mount were not yet final on our bike and will be revised for final production. Super practical: a threaded bottom bracket. The shock of the asymmetrical rear end is mounted at a 90° angle to make room for a very low standover height. The geometry of the Pole Machine The Pole Machine delivers impressive numbers: 180/160 mm travel, 29″ wheels, a very long front triangle (510 mm reach in L), a slack 63.9° head angle and long 455 mm chainstays. But looking at individual numbers makes no sense – what matters is the package as a whole. And Leo knows what he is doing, as he has already proven with the Pole Evolink. For the Machine, the numbers have been adjusted to accommodate the increased travel. Most notable on the Machine is the low standover height of 360 mm across all sizes (measured from the centre of the bottom bracket to the lowest point on the top tube). As you can see: Geometries have undergone extreme changes over the years. On the left the Pole Machine in L, on the right a five year old Ghost in XL. Size S M L XL Top tube 577 mm 607 mm 637 mm 662 mm Head tube 115 mm 125 mm 135 mm 145 mm Head angle 63.9° 63.9° 63.9° 63.9° Seat angle 79° 79° 79° 79° Chainstays 455 mm 455 mm 455 mm 455 mm BB Drop 20 mm 20 mm 20 mm 20 mm Wheelbase 1275 mm 1305 mm 1335 mm 1360 mm Reach 450 mm 480 mm 510 mm 535 mm Stack 640 mm 650 mm 660 mm 670 mm The suspension of the Pole Machine The Pole Machine has a full 180 mm of travel at the front and 160 mm at the rear. Pole’s signature Evolink linkage at the rear consists of two short rocker links. During compression, the virtual pivot point rotates around the bottom bracket. Unlike many other manufacturers, Pole relies on a forward-facing wheel lift curve and greatly reduced anti-squat shortly after the sag point to decouple the suspension from pedal input through the chain. The Machine features an Evolink rear linkage in which the pivot point moves centred around the bottom bracket. The kinematic is progressive and offers a lot of support in the middle range of the travel, making it possible to run the shock with low compression damping. In contrast, Pole relies on lots of high-speed rebound damping to keep the bike in full control during hard, fast hits. Paired with very little low-speed rebound damping, this should generate plenty of traction. This setup should also ensure that the geometry remains constant and predictable in steep sections or through g-outs. No air volume spacers are used in the shocks. During setup 28% sag when seated and approx. 25% standing was ideal. Since tokens influence the ratio of positive and negative air chambers, Leo recommends them only for small, light riders. For big riders with an active riding style who are looking for more progression and bottom out protection, however, he advises to increase the air pressure slightly and to close the high-speed compression. The setup of the Pole Machine During setup, it quickly becomes clear that the Machine is not a bike like any other. There was nothing new about setting up the RockShox Lyrik, but Leo recommended we use a little more air pressure than indicated on the fork. We also used just around 28% SAG (seated), which is stiffer than we are used to on a bike of this class. But what is really surprising is the recommendation to leave the rebound or compression damping completely open. You would expect it to feel like you’re riding a pogo stick, but you’d be in for a surprise. Next level tech-talk: Leo has lots of interesting views and theories. The trails in Malaga on which we tested the Pole Machine are very rocky, steep and demanding, with rocks everywhere, waiting to destroy tyres and rims. For this reason, our test bike was equipped with a MAXXIS Double Down rear tyre and the HuckNorris system in both wheels. Puncture protection was paramount. Built up in this way the bike weighed in at about 15 kg. Rocks, rocks and more rocks: on the trails in Malaga, durability takes precedence over weight. Climbing with the Pole Machine Although we got up most of the climbs with a shuttle, there were enough opportunities to test the climbing abilities of the Machine. Due to the very steep seat tube angle (79°) you’re sat comfortably upright despite the very long top tube and pedal in a much more central position than you’re used to on almost any other bike on the market. As a result, you can put a lot of power to the pedals using the musculature in the back of your legs and buttocks, like you’re spinning. As usual for a bike of this class, you won’t get up the mountain in record time, though with the Machine you will do so efficiently and relaxed. Even in steep sections, the front wheel stuck to the ground. And despite the slack head angle, the front wheel doesn’t tip from side to side in slow in technical sections. Thanks to the steep seat tube angle and upright sitting position, you’ll get to the trailhead in a relaxed manner. The revelation – descending on the Machine The question you’ve all been asking: how does the Pole Machine descend? In two words: blisteringly fast! Despite the unusual geometry, it only takes a few rides to get used to the handling of the bike, and you automatically begin to use the brakes less and less. The biggest adjustment is probably how far ahead you’ve got to read the trail. Due to the effortless speed the Machine carries, you have to look much further ahead than usual. But even if you do let your guard down for a second only to be surprised a rock garden, the bike, with its enormous reserves, will hold your line without flinching. With almost endless reserves, the Pole Machine irons through the roughest sections. One of the Machine’s greatest strengths is its balance. You’re placed very centrally on the bike and so have lots of room to throw your weight around. The weight distribution between the wheels is very balanced, and it’s easy to keep the front wheel weight and in control through curves. If you think that a bike this long can’t cope with tight trails, you’re wrong. Of course, the Pole is exactly the opposite of a BMX and manualing down the road does take more effort, but on the trail, you can still easily manual through rollers and pop off ledges. When things get really tight, you’ll be forced to reposition the rear wheel regardless of the bike you’re on, and the Machine does so without problems. On a bike this long, you have tons of room to move. The balance is excellent and so even tight, winding sections pose no problem. Manuals on the road require a lot of physical effort, but you’ll get through rollers on the trail with ease. The biggest difference between the Evolink 140 and the Machine isn’t only the manufacturing process and the associated optics, but also the increased travel. Compared to the Pole Evolink 140, you don’t immediately feel the Machine’s increased travel at the rear. While the suspension of many bikes currently on the market is very plush with a lot of sag, the Pole gives significantly more feedback without being harsh. Over small bumps, the fast low-speed rebound provides a lot of traction, but with harder hits, the rear end willingly goes through its travel without feeling harsh or uncontrolled towards the end. This is where the Machine differs from the Evolink 140. It remains calmer and more controllable through hard, blunt, high-speed hits. Nevertheless, it is still very lively and agile – despite the enormous wheelbase. The bike is also very balanced in the air. We wouldn’t go dirt jumping with the Machine, but high-speed jumps are easy to master. The support offered by the rear suspension, set up with less sag than usual, also helps in keeping the front wheel weighted, since you don’t sink in towards the rear of the bike. On top of that, you’ll be able to generate a lot of speed on the Machine on flat sections by pushing it through dips in the trail. Even at high speed, the handling is very precise, but without sacrificing flex and comfort due to exaggerated stiffness. We had no objections about the spec. The new RockShox Lyrik with a full 180 mm of travel worked flawlessly. The SRAM XX1 Eagle drivetrain is in a class of its own and the SRAM Code brakes with large 200 mm rotors always provided enough stopping power. We were particularly impressed with the NEWMEN EVOLUTION SL A30 wheels which, despite their low weight and some nasty snake-bites and flats, easily withstood all the abuse we threw at it. Guaranteed fun – the new Pole Machine. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Pricing and availability The Pole Machine will be offered as a frame-kit as well as two complete bike options. The price is € 3,450 for the frame including shock, € 5,500 for the Machine TR version and € 6,950 for the top Machine EN version as ridden by us. The first frames are already in production, and the bike will be available from June this year. For further questions, simply write an e-mail to: service@polebicycles.com A superbike made in Finland! Conclusion The Pole Machine is a real superbike. Similar to a supercar, the faster you ride, the better it gets. It offers an unprecedented degree of stability and control. It takes the horror out of the scariest trails without feeling sedate or undefined on flat sections. Oh, and there’s the look and the manufacturing process: this bike is a one-of-kind masterpiece! Climbing  | Descending  | Stability  | Agility  | Value for Money  – a bike as unique as this has its price Pros – unique look – pushes your self-confidence to the next level – balanced handling – simultaneously composed and lively Cons – not easy to manual For more information head to polebicycles.com The first ride left a big impression on us, and we are very much looking forward to a long-term review! The post First Ride Review: Pole Machine – Challenging the Status Quo appeared first on ENDURO Mountainbike Magazine.

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3288 - 10/05/2018 12:02:31

There’s never been a better time to be a mountain biker! Bikes have never been as good, and the performance you get for your money has never been as high. To prove our point, we compared seven trail bikes costing no more than € 3,000 each. But you need to be careful: While some bikes delivered the whole package, others still have room for improvement. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Trail bikes have changed a lot in recent years, evolving from boring touring bikes into powerful descenders, which, thanks to their agility and efficiency, are more versatile and fun on a lot of trails than enduro bikes. And thanks to ever-more potent geometry, they don’t shy away from rough descents either. For many, a trail bike is the perfect all-purpose weapon. The seven bikes in this group test provide 130–150 mm of travel and roll on 27.5″ or 29″ wheels. The test fleet Bike Price Weight Travel Wheels Canyon Spectral CF 8.0 € 2,999 13.57 kg 150/140 mm 27.5″ Ghost SLAMR X 5.9 AL € 2,599 14.90 kg 150/145 mm 29″ Giant Trance 1.5 LTD € 2,799 13.68 kg 150/140 mm 27.5″ ROSE ROOT MILLER 2 € 3,010 13.83 kg 140/140 mm 29″ Trek Fuel EX 8 29 XT € 2,999 14.06 kg 130/130 mm 29″ Whyte T-130 S € 2,999 14.20 kg 130/130 mm 27.5″ YT JEFFSY 29 AL Comp € 2,799 13.39 kg 140/140 mm 27.5″ Canyon Spectral CF 8.0 | 13.57 kg | € 2,999 Ghost SLAMR X 5.9 AL | 14.90 kg | € 2,599 Giant Trance 1.5 LTD | 13.68 kg | € 2,799 ROSE ROOT MILLER 2 | 13.83 kg | € 3,010 Trek Fuel EX 8 29 XT | 14.06 kg | € 2,999 Whyte T-130 S | 14.20 kg | € 2,999 YT JEFFSY 29 AL Comp | 13.39 kg | € 9,899 Online direct vs dealer It was the elephant in the room from the start. Of course, with a price limit of € 3,000, it’s perhaps no mean feat for manufacturers to cobble together the perfect overall package. Since direct online sales bypass the middleman (i.e., the dealer), they tend to have more budget for the actual bike. Interestingly, some large manufacturers declined to participate in this particular group test, whether it was for fear of the competition or that it might ruin their image. We’ll leave that up for debate. Componentry is important, but it’s not everything This test has shown that if a manufacturer does their homework, it is possible to put together a brilliant bike for € 3,000–even factoring in the cost of servicing that reputable dealers can offer. The Trek Fuel EX 8 29 impressed everyone with just how what an outstanding ride it gives, even though some of its componentry is far from top-end, such as the Shimano MT500 brakes. The importance of the bike as a whole can be seen when comparing the ROSE ROOT MILLER with the Trek, for example. If we had to choose we would go for the Fuel EX, even though the ROSE comes with higher quality spec. The Trek’s suspension is more sensitive and balanced, its handling is more agile, and the seating position more comfortable. And it is precisely these factors that determine the riding experience – not simply having a golden drivetrain or expensive brakes.   Bling bling won’t improve the kinematics and handling of the frame! Lightweight ≠ efficient climbing Although the Giant Trance is the second lightest bike on test, it was the worst climber. How can that be? Good climbing characteristics require more than just a low weight. The seating position and efficiency of the rear linkage, for example, carry much more gravitas. When the shock is open, the rear end of the Giant sags considerably on steep climbs, which slackens the already slack seat tube angle and puts you way too far over the rear wheel. Sure, you can solve this problem by locking out the shock, but that results in a lack of traction and nominal comfort on techy stuff. The Canyon Spectral shows how it should be done, with a sublime rear end that remains completely neutral even when the shock is left open, and a great, mid-bike riding position. We were particularly surprised by the GHOST SL AMR X: despite its hefty 14.9 kg and coil shock, it climbs confidently, offering a lot of traction without rocking so you can master even the steepest sections with ease. You will obviously notice the weight on very long rides, however, and you’ll feel it when trying to get the bike going. Tires can change the character of a bike enormously There’s no other component that influences the riding characteristics of a bike as strongly as the tires. Fast-rolling tires, such as the Schwalbe Nobby Nic, allow the bike to accelerate better, maintain speed more easily on flat terrain and, of course, climb more efficiently. When running tires like the MAXXIS Minion DHR II 2.4″ WT, the rolling resistance naturally increases, but you’ll also have noticeably more grip and reserves on the downhills. The 2.6″ tires on the Canyon Spectral are very comfortable, but aggressive riders will want to ride them with a little more air pressure or they’ll risk pinch flats and squirming. 1x or 2x In our opinion, this is a fight that has long since been decided. Since the introduction of the SRAM GX Eagle drivetrain, there has been no reason to include a front derailleur on a bike of this price range. Our group test confirmed this: five of the seven bikes came with a single front chainring, with only Giant and Trek still using a front derailleur. They do offer a minimally larger gear range, but the constant rattling and dropped chains are super annoying. Fortunately, Trek offers the Fuel EX with a GX Eagle drivetrain for the same price, although that bike wasn’t available at the time of testing.   F*ck KOMs – what counts is having fun! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); The seat tube angle is still too slack We had the same problem with every bike in this group test: before we even started riding, we shifted the saddle as far forward as it would go. Unfortunately, the seat tube angles are currently still too slack throughout the entire test field. Riders with long legs, in particular, will feel like they’re pedalling from too far behind. On top of that, the manufacturer’s geometry specs are not suitable for comparison: depending on the design of the seat tube within the frame, some become slacker the further the seat post is extended. We found the most central riding positions on the Canyon and the GHOST. 29″ vs. 27.5″ – a question of preference The right wheel size for trail bikes is a matter of preference. In general, we’re convinced by the advantages offered by larger 29″ wheels, which roll over the trails more easily, offer a little more traction, and you feel more integrated in the bike due to the increased BB drop. But especially with trail bikes–where riding fun is characterized more by agility–27.5″ wheels have some advantages. They’re quicker to accelerate, more responsive when changing direction and offer more direct handling. But on technically demanding, rough terrain, these smaller wheels can’t keep up with 29ers on the climbs and the descents.   The best trail bikes provide the maximum fun on the ups and the downs! Tops & Flops Often small details can make a huge difference: seamless integration, first-class ergonomics and carefully selected parts. Easier said than done – here are some of the tops and flops from this grouptest. Tops CleanThe Canyon Spectral has routed its cables through an external cover beneath the down tube. Besides cleaning up the frame by hiding the cables, the cover facilitates easy servicing and also adds protection: perfect! Smoothly does itThe RockShox PIKE is the top choice for trail bikes of up to € 3,000. It’s a killer fork that’s both responsive, offers great damping, and tuning it to personal preferences is made easy with tokens. The BenchmarkThere is currently no better option than SRAM GX Eagle drivetrain for trail bikes with its wide gear range and smooth shifting. GentleThe look of the Canyon Spectral’s seat tube is a bit like marmite, but one thing is certain: the flat clamping system is very gentle to the seat post inside. Brilliant! Flops Super annoyingThe loud clatter of the cables on the GHOST SL AMR X and the Giant Trance almost drove us crazy on demanding descents. The quieter, the better! InefficientThe Giant Trance might have a rear end that’s in a class of its own on demanding descents, but it struggles on the climbs and tends to wallow when pedalling. OutdatedIt’s often the little details that make the difference. The neoprene chainstay protectors on the GHOST and ROSE look like a relic from the past and we would have expected more for € 3,000. OverwhelmedThe SR SUNTOUR AION suspension fork cannot keep up with the competition, demonstrating frigid responsiveness and strongly over-damped behaviour. The best trail bike for less than € 3,000 Despite the general high standard, there were still significant differences amongst the bikes of this group test. The GHOST SL AMR X has an extremely plush rear end but it’s held back on descents by the performance of its fork and has to contend with its weight on long climbs. Speaking of below-par climbing performance, the Whyte T130 S and the Giant Trance suffered the same issues: you have to lock out the shock of both bikes before climbing to prevent the back end from excessive rocking or sagging. The ROSE felt pleasantly neutral on climbs, but its rear end doesn’t respond well over small bumps, and quickly begins to bottom out on larger hits. The Trek Fuel EX 8 29 XT is a great all-rounder, showing no real weaknesses and impressing the test riders with very balanced handling, good suspension and a nice frame. However, it had to admit defeat against the YT JEFFSY. Last year’s winner still knows how to convince riders with a brilliant overall package: the JEFFSY is at once composed and agile, offering plenty of reserves through the rough stuff while also being very pleasant to pedal uphill. The YT JEFFSY 29 AL Comp is an amazing all-rounder and thus secures the coveted Best Value tip. Best in testCanyon Spectral CF 8.0 Best value YT JEFFSY 29 AL Comp The benchmark in this test was set by the brand new Canyon Spectral, which impressed the crew with super balanced yet playful handling. The Spectral’s suspension works brilliantly, responding sensitively to small bumps, conveying a lot of feedback and remaining neutral on the climbs. The frame shows how much know-how Canyon has put into its development. And on top of that, the componentry leaves nothing to be desired, and so the Canyon Spectral CF 8.0 is our well-deserved Best in Test! All bikes in test: Canyon Spectral CF 8.0 | Ghost SLAMR X 5.9 AL | Giant Trance 1.5 LTD | ROSE ROOT MILLER 2 | Trek Fuel EX 8 29 XT | Whyte T-130 S | YT JEFFSY 29 AL Comp This article is from ENDURO issue #033ENDURO Mountainbike Magazine is published in a digital app format in both English and German. Download the app for iOS or Android to read all articles on your tablet or smartphone. 100% free! The post Good times guaranteed! 7 trail bikes under € 3,000 in Review appeared first on ENDURO Mountainbike Magazine.

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