My first day at 2009 Trek Camp was spent learning about and riding their updated carbon OCLV Fuel EX (report here). Later in the day, as I rolled into the group dinner, I was not prepared for the surprise that Trek had waiting there—samples of a radically re-designed carbon OCLV Top Fuel 100mm travel XC race bike. The top-of-the-line 9.9 model is said to weigh less than 21lbs. with Ti Eggbeater pedals. Key Top Fuel highlights include:

• The ‘09 Top Fuel frame is 33% stiffer than ‘08, and is 431gm. lighter (2027gm./4.5lbs. frame weight).
• Rear suspension now uses Active Braking PIvot design (more info here).
• Rear suspension now also uses Full Floater design (more info here).
• No-cut seatmast offers 100mm of adjustment, is stiffer and saves weight.
• Net molding on BB and headtube allow use of drop-in bearings resulting in weight savings.
• Crossbow frame re-design saves 100gm. and improves stiffness by 33%.
• Top-end 9.9 model has 2×9 drivetrain, with custom FSA 2-ring cranks, that produce a Q-Factor 10mm narrower than Shimano XTR.
• Bontrager Race XXX Lite wheels use all-new Bontrager XXX Carbon rims (tubeless compatible) and the wheelset weights in at 1450gm.

Alas, I did not have a change to ride the 2009 Top Fuel—the few existing samples are in the hands of Trekies such as Travis Brown and Chris Eatough, who put them through the paces on our day-two group ride on Durango’s trademark Hermosa Creek trail. With any luck, I might find a test bike under my skinny white butt at some point in the future (if I can win the cage match at DRHQ).

Click on thumbs below for larger images.

Immediately after wrapping up a two-day Durango, CO press camp where Gary Fisher introduced their all-new Roscoe 140mm trail bike, I was scooped up by the folks from Trek and transfered a short distance to their host hotel, for two days of riding their new Fuel EX. With day one of riding the new EX under my belt, I figured I’d file a brief report that highlights why the Trek folks were geeked enough to fly 20+ journalists into Colorado to check out the 2009 Fuel EX.

The most exciting changes to the 2009 Fuel EX lineup happen at the high end—where Trek has made significant upgrades to the OCLV frame. Their design goal was to make the 2009 carbon frame stiffer and even lighter than last year’s model. They succeeded in shaving 212 grams from the frame, (2238g/4.9lbs) while improving frame stiffness by 27%.

Trek flexed their manufacturing muscle to accomplish the aforementioned improvements. They utilized their “net molding” process to produce a “BB95″ bottom bracket that has a 95mm wide shell and utilizes “drop in” bearings that do not require cups. The bearing set-up reduces weight, and the additional width helps create a laterally stiffer frame. Their E2 headtube has a 1 1/8″ upper and 1 1/2″ lower bearing, and also uses net molding. The larger diameter at the bottom of the headtube helps produce a wider downtube interface, for improved frame stiffness. The manufacturing wizardry extends to Trek’s first-ever carbon OCLV rocker link that is lighter and stiffer than the prior magnesium version.

Suspension improvements include a Trek-exclusive XV Fox rear shock, with a larger air can that results in a more linear spring rate curve (less ramp-up at the end of stroke). Another benefit of the XV is less speed sensitivity, meaning less “harshness” when the shock is subjected to rapid cycling. The larger air volume also results in a wider range of rebound damping adjustments for the user. On the front end, the 2009 OCLV Fuel EX models have a 120mm Fox fork that matches the 120mm of rear travel (up from 110mm last year). The Fox RP24 fork has a Trek-exclusive platform feature that brings platform compression damping to the front of the bike.

Trek tweaked the numbers of the frame geometry a bit for 2009, in order to quicken up the handling just a tad. I spent a great deal of time atop a 2008 Fuel EX and the handling difference was immediately obvious to me. I enjoyed the 2009’s snappier, racier feeling on my test ride on Durango’s Horse Gulch/Telegraph trail system. Other first impressions include very nice small bump sensitivity on the rear shock, which helps the bike claw its way up technical climbs.

The press corps are riding pre-production bikes with a mixture of components. Trek will have two 2009 production OCLV versions, a 23.5lb. no-holds-barred 9.9 model with plenty of XTR stuff, and a bit more affordable 9.8 model with XT-level goodies. I’ll have more to say after I finish up the press camp and I get my hands on all the specs and information from Trek. Stay tuned.

I’m in Durango where Gary Fisher bikes is introducing their all-new Roscoe—140mm of front/rear travel trail bike sweetness—to journalists from around the world. Roscoe is designed to be a versatile machine, suited for a bit more aggressive riding than Fisher’s 120mm travel HiFi. After my two-day press camp, I’ll post a full-blow report, but let me spill a few of the beans based this morning’s short indoctrination and this afternoon’s couple-hour ride atop the Roscoe 2.

• As with all bikes in Fisher’s 2009 lineup, the Roscoe features G2 geometry.
• The fork is a custom G2 Fox 140mm travel model that features TALAS and a a custom RP24 damper that brings Pro Pedal performance to the front of the bike.
• Front wheel has 15mm QR thru-axle for improved stifness.
• The rear shock features a Dual Rate Control Valve (DRCV) technology that was developed in cooperation with Fox and is exclusive to Trek Corp bikes. In a nutshell the DRCV has a position sensitive valve that opens a passage way to a second air chamber at a predetermined point in the travel—with the goal being to produce a coil–like spring rate curve with a lightweight air shock.
• Features Active Brake Pivot (ABP), where the rear pivot is concentric with the rear wheel axle, which was introduced last year on Trek’s Fuel EX lineup.
• E2 head tube tapers from 1 1/8″ upper to 1 1/2″ lower head tube diameter, for increased front end stiffness and steering precision.

Today’s couple-hour ride is a far cry from a full-blown bike test, but I will say that I was instantly comfortable with the Roscoe’s handling—rather agile for a 140mm travel steed. Middle ring climbing was a well-behaved affair and bombing downhil rock gardens put a smile on my face. I’ll have more to say, after the epic ride that’s on tap for tomorrow.

In the meantime, click on the thumbnails below for detail shots.

Back in February, 2008 Maurice attended Santa Cruz press camp, where the NorCal bike-maker introduced their next-generation VPP suspension, via a redesigned Blur LT. Maurice followed up that trip with a full-blown Blur LT bike review that appeared in Issue #136. Santa Cruz has just announced that they’ve brought their next-generation VPP to the Nomad platform.

Santa Cruz explains the redesigned VPP suspension as follows: “The VPP revision results in a flatter shock rate, meaning a less dramatic falling rate at the beginning of travel, and less of a rising rate near bottom-out. The instant center of the rear suspension now sits lower than before, and the new design has less chain growth than the old one. These elements make the new bike pedal and climb more efficiently than before. The geometry of the bike still ensures excellent stability, but the suspension feels more lively and the new Nomad feels more snappy and responsive everywhere.”

The list of Nomad tweaks includes:

• New linkage design features 15mm diameter alloy axles bolting directly into the frame that are locked in place with ultra-trick collet heads which control preload on the angular contact bearings in the lower link.
• Lower pivots easily lubed up via the grease ports in the link. Each frame comes with a grease gun.
• Upper link is molded carbon fiber.
• Replaced the old clamshell welded top tube design to a triple butted 6000 series aluminum front triangle that increases strength and stiffness in the front end.
• Incorporate ISCG 05 chainguide mounts.
• Increase head tube diameter to 1.5″.
• Reduced frame weight by a third of a pound over the previous model.

The new Nomad will be available late October, in black, white, red, yellow, lime green, liquid blue, ano green and ano slate. Look for samples at Interbike On-Dirt demo. Website: www.santacruzmtb.com.

Below is the geometry chart for the 2009 Nomad.

Click on the thumbnails for enlarged photos of the 2009 Nomad.

As Dirt Rag prepares to celebrate its 20th anniversary, we’re begun rolling out Dirt Rag merchandise with our brand spanking new 20th year chainring logo. The first bit of swag to sport this swanky new graphic is our 20th anniversary edition water bottle. Made by Specialized, the 24oz. clear, food-grade plastic bottle has a wide mouth that’s big enough for filling with ice cubes and cleaning. Features textured grip and non-slip shape with a black screw-on top. Made in USA. Only $5 each. These are bound to become collector’s items, so you might want to order a couple—one to for the bike and one for the trophy case. Order here.

Speaking of Dirt Rag merchandise, our monthly special for July: Dirt Rag gloves for $22 (regularly $28, that’s 21% off!). We had Fox make a version of their Digit glove especially for us. Protect your delicate hands in style with these sturdy gloves featuring two layers of Clarino on the palm, nylon mesh on top, with Neoprene knuckle panels and rubber points for crashing or bashing. Plus an exclusive terry cloth panel for preventing drip-nose, and a bold rubber Dirt Rag logo. Order here.

The Scott Company began in Sun Valley Idaho 50 years ago with the first tapered aluminum ski pole. It was the most sophisticated pole yet created. And that continued into the bike world as well. Scott made their first mountain bike in 1986, aero bars for Greg Lemond’s Tour De France win in 1989, and Ruthie Mathes’ mountain bike world championships winning bicycle in 1991.But that’s all ancient history. Scott aims to make more history with its current line of bicycles, including some of the most out there technology. The Genius Mountain bike is coming out again. We got to ride it in Sun Valley, Idaho.The Genius is made of carbon fiber for the lightest weight per travel of any mountain bike. That’s 150mm of travel with total bike weight under 25 pounds, or 15 grams per mm of travel according to Scott. The dollar-per-gram calculation is another story. The 25lb. Genius 20 we rode runs $5999.00. And if you really want to push the bar, the Genius LTD is available for $11,499.99 (23.8lbs in medium). Now someone has to make the most expensive production MTB on the market, it may as well be Scott. I applaud the audacity.This bike is sweet. Coming off a bunch of 30lb+ bikes, I was like a new-and-improved rider on the Genius. While the Horst link has been moved to the chainstay for patent compliance, there is other stuff going on that makes the Genius excel.The shock is a three-piston pull shock. The main piston has negative air in its chamber. As the shaft pulls the piston, air expands to create a spring while oil on the other side of the piston pushes through valves and into one of two secondary chambers, each positively charged with air. Controlling the valves changes the travel. With both valves closed, no oil moves, rendering the bike locked out. With one valve open, chamber one is activated. The bike sags into a little slacker head angle and rides with 95mm of travel. Open valve two and you get two air springs providing 150mm of travel, plus a little more head angle and BB drop.

Specifically, the head angle changes from 68.5˚ in locked out position to 68.4˚ in the “traction” or 95mm setting to 67.7˚ in the full 150mm setting. This drops the bottom bracket from 13.7” in lockout to 12.5” in the 150mm setting.How did this pan out on the trail? With all the climbing and descending in Sun Valley, the Tractor travel control on the handlebar came in handy. I made a point of using it and was not disappointed. On dirt road climbs and the more buff singletrack, I switched the lever into the lockout mode for a nice, efficient pedaling position over the bike. Maximum efficiency combined with the light weight, and I’m able to keep up with the resident pros much better than I’d expected. Yet still in back of the pack, fyi. The 95mm “Traction” setting was great when the climbing got a bit more bumpy/technical, and is a great general-purpose setting. And the 150mm setting was just balls-out plush, for those fast fast fast descents with their big rocks hidden amongst the buff track.More on the shock and rear suspension. Scott has moved away from the Horst link after they were unable to license the design from Specialized. So we’ve got a single pivot aligned with the middle chainring for well-mannered behavior in most gears. On the trail, I found this to be a non-issue. Only in granny gear and full long travel did I notice, as I should have not been in that gear anyway. More raddness is found in the carbon fiber construction. Deemed IMP-4, the latest carbon fabrication technique is an improvement on Scott’s CR-1 carbon manufacturing method. Now the front triangle is one piece for more optimalness. Other frame features include a direct mount front derailleur that pivots as the swingarm swings, full cable housing for dirty avoidance, clearance for 2.4” tires and a place to hang you bottle cage.Gallery here: http://www.dirtragmag.com/gal/showgallery.php?cat=717