This was an intense day: seeking out the good stuff, gathering information and photos, a little TV talk-show action, a little fashion-show action, party at the Kona house, riding down the Strip once again. We don’t have a lot of energy at this point (and frankly, I’m the only one still awake – hey, wazzupwiddat?!?), so we’ll keep this short and sweet.

Galleries: Check out our photos from today, and if anything caught your eye from yesterday, but you’d like to know more, look again – more explanations and comments are appearing all the time.

Blogs: Eric wrote up three test rides from his time at the Outdoor Demo: the Scott Genius, Niner JET 9 and the new Rocky Mountain Altitude. Shannon wrote up an adventure with Izip electric bikes. More blogs are still being perfected. (Hey, get up, you lazy buncha so-and-sos!)

We’re in the homestretch now, but there are yet vast stretches of show floor terrain that remain unexplored. Tequila tonight, tomorrow we ride! (Um, and yeah, walk a bunch.)

The heat of the desert might have fried my Irish skin, but my big straw hat kept my brain cool enough to hopefully come away form Outdoor demo with some semi-coherent thoughts about what I rode. I started Outdoor Demo with three full-suspension bikes, the Scott Genius, Niner JET 9 and the new Rocky Mountain Altitude. Each bike went up a fire road climb  and descended on somewhat technical trail with a good mix of buff single track, bermed and off camber corners and rocks big and small.

First up Monday morning was the Scott Genius Carbon 20. Things have come a long way when you can say lightweight and six inch travel about the same bike, particularly one packing a lot of gee-whiz technology.

The fork and rear shock both sport adjustable travel, the proprietary Equalizer shock with 150-100mm and lock out settings and the Fox Talas 15mm QR fork with 120-130-150 mm settings.

Climbing up the hill in 100mm traction mode worked well, enough suspension to keep the rear wheel from spinning in the loose stuff, but not so much that it was wallowing around when my spin got sloppy.

At the top of the hill a quick push at the remote opened up the second chamber in the rear shock to allow full travel. The shock length does not change with travel adjustment, so geometry isn’t affected my the travel setting of the rear shock. I like that.

Overall the bike descended in a controlled predictable manner. Not super slack, not nervous and twitchy, just confidence building stability. The tires seemed a little thin and not meaty for such a capable bike, but I didn’t have any problems piloting it around and over the rocks and small drops on the way down the hill. That long travel fork saved me at one point when my unfamiliarity with the terrain and confidence in the bike lead to a very front heavy landing. I expected a trip over the bars, but the Genius shook it off and held its line. Splendid way to start the day.

I walked  to the Niner both hoping to score a ride on the 6.5″ WFO, but I was told it was not available for test rides, although I did get quite a informative rundown on the big travel bike from Niner’s Chris Sugai. Pictures and more info at a later date. After eyeballing the redesigned RIP 9 I decided a ride on the JET 9 was in order and  I was promptly set up for a test ride by no other than newly crowned National Ultra Endurance Series single speed champion and Niner team rider John “Fuzzy” Myline.

The Niner made quick work of the climb up the hill, with little bob and great traction. There was a platform option on the shock, but I left it switched off and never felt the need to turn it on. I should have more to say about the linkage and suspension action while climbing, but really it works so well I didn’t really think about it, I just rode the bike up the hill.

Descending was a little weird until I dropped about 5 psi from the front tire and the unsettled feeling went away. After that, much like climbing, the bike did as I asked with no fuss. It was easy to stay centered on the bike and pilot it around, no need for dramatic weight shifts, big lean angles on excessive steering input. I could very much see myself pedaling one of these at the Wilderness 101 or Shenandoah 100 next year.

 My next stop was the Rocky Mountain booth, where I was thinking about throwing a leg over a Slayer SXC but instead ended up on the new Altitude.

This bike was completely under my radar for new 2009 products but it looks to be another great entry into the 5-5 1/2″ travel trail bike marketplace. Both carbon and aluminum frames will be available at multiple price points. Two design points stood out for me: a chainstay pivot 1cm above the rear axle and a 76º (yep seventy six degrees) seat tube angle.

The seat tube angle seemed way to steep for me to be happy with it, but I was surprised that once I was on and pedaling up the hill the over the pedals position didn’t bother me. The seat tube angle is designed to keep the rider’s weight a bit more over the front of the bike while climbing and it worked wheel keeping the front ended planed with less rider input than some other longish travel bikes I’ve ridden. The platform switch was needed to tame a bit of bob, but it still left the suspension active enough to keep the rear wheel from spinning in the loose stuff.

Pointed down the hill the Altitude took less time to adjust to the handling than any other 26″ bike I’ve ridden in quite a while. My brain now mentally defaults to 29″ wheels and usually needs a few rides to get used to a new 26″ wheeled ride, but the Rocky was right there from the start. Handling was on the quick end of stable, great for riding all day with comfort and control. On my list to look into for a test in the upcoming year, for sure.

Time to get back out on the convention floor so I’ll save the other bikes for another post.

It wasn’t all that long ago that you would have had a very difficult time convincing me to ride anything with six or more inches of travel uphill for any distance. Fortunately, this new wave of six plus inch trail bikes is a whole different breed.

Pivot Firebird
Garnering its fair share of trade show buzz this year is Pivot’s new 167mm DW-link Firebird. Chris Cocalis, head guy behind Pivot, doesn’t seem to sit on his laurels for long, following up each project with something even more ambitious.  Hence the design details of the Firebird, such as the “floating front derailleur” that actually moves with, but is not directly mounted to, the swingarm.  The idea is to keep the chain within the sweet spot of the front derailleur throughout the travel range; and yes, the patent is pending.  The Firebird’s DW-link suspension design is also different from the other Pivot models in that the lower shock mounts directly to the suspension’s lower link.

Other notable features include a 1.5″ head tube, which allows Pivot to spec Fox’s new tapered E2 steer tube. Unlike the other Pivot models, the Firebird uses a traditional 73mm BB shell to allow for chain guide compatibility. For further technical details, check out Speedgoat’s excellent in-depth Fireblade report here.

Well, by now, I’m sure you’re wondering how it rides? In short, it rides like a bike.  And, I mean that in the most complimentary sense. I’m always impressed when I can hop on a bike with little to no learning curve, and the Firebird certainly didn’t disappoint. This bike pedals uphill better than quite a few 3-4″ travel bikes I’ve ridden, no joke. I’m still amazed how well this bike pedaled, finding little need to switch on the ProPedal. Point the Firebird downhill and things are very well damped and controlled. Geometry felt like a good compromise between downhill stability and climbing efficiency for a 6.5″ travel bike with enough weight over the rear wheel to inspire confidence descending, while maintaining enough weight on the front wheel to keep it from going skyward with each pedal stroke while climbing.

Probably the most impressive aspect of the Firebird is its ability to absorb bumps large and small while still communicating what’s happening at your contact patches.  This ability to communicate has a great deal to do with the confidence inspiring nature of the Firebird.

Although I’ve only had one relatively short ride aboard the Firebird, I’m pretty convinced we have a winner here. The Firebird climbs like a short travel bike, descends like a long travel bike, doesn’t weigh a ton, and inspires confidence in its rider­–sounds a bit like everyone’s dream bike, eh?

Kona CoilAir

Kona first introduced their Magic Link concept on the CoilAir last summer, but I’ve not had the pleasure of riding one of these bikes until this year’s Dirt Demo. I’ll let you skip over to Kona’s website for the full details behind the Magic Link.  They explain things far better than I can, but in a nutshell; pedaling forces pull the Magic Link forward, which steepens the bike’s angles and shortens travel to six inches, while braking and bump forces pull the Magic link rearward, which in turn slackens the angles and extends travel to a whopping 7.4 inches of travel. All of this pushing and pulling, combined with ever changing head and seat tube angles certainly had me wondering just how this bike was going to feel on trail?

I’m happy to report that, in my brief ride, there was no unsettling change in the handling, quite the contrary, in fact.  The CoilAir rode consistently and predictably, I was only able to actually feel the Magic link doing its thing in abrupt g-outs, where the rear wheel seemed to hang back.

Climbing on the CoilAir was, once again, a pleasant surprise. With the Magic Link forward the bike’s angle were steep enough for comfortable uphill pedaling for those that like to earn their keep. Pointing the CoilAir downhill, it quickly because obvious that this bike is built for some gnarly terrain. With a 67º head tube, this bike certainly prefers to be pointed down something steep, and the faster the better.
Only took one short ride to realize the CoilAir means business. This bike is built for some serious downhilling, and can be comfortably–if not quickly–pedaled back to the top.

Comparing these two bikes might be fair in that they both cater to a gravity-oriented crowd that doesn’t mind also pedaling uphill. In all fairness, however, I think these bikes represent the different directions the all mountain/freeride market has taken.  On one hand, you have a light 6.5″ travel bike that pedals nearly as well as it descends, while maintaining almost cross-country handling characteristics.  On the other hand, you have a bike that varies travel from 6″ to 7.4″ and handles more like a dedicated downhill machine with slacker angles.  Like everything else in the bicycle industry there’s no right, or wrong, answer here, but rather simply picking the bike that best fits your needs and riding style.  We’re lucky to have so many excellent choices.

At Interbikes past, we used to travel from our digs at a weird, kind of crusty Travelodge on the Vegas Strip to the Sands convention center for the indoor portions of the show on a random assortment of borrowed bikes. Last year we wised up and borrowed some demo bikes from Raleigh and Diamondback, and rented a house to stay in. This year we got even smarter and assembled a fleet of proper commuting bikes in a wide variety of styles, and rented a different house on the same side of Interstate 15 as the Sands so we wouldn’t have to try merging on the freeway anymore.

The lucky riders will give a more full report – a mini-test, if you will – on their experiences aboard these machines later on. Watch this space for more details.

Here is the lineup:

- Felt Café 8 Deluxe, a relaxed but practical 8-speed bike with an integrated rack (and cupholder!)
- Felt X:City 2, a bit more speed-oriented, with a Shimano Alfine internal 8-speed hub
- Giant Twist Freedom DX W “hybrid” bike – hybrid as in propelled by a combination of pedal and electric motor power
- KHS Urban-Xtreme, a lightweight flat-bar road-ish bike with big gears (here’s a link to the ‘08 version)
- Pashley Roadster Classic, a proper English bike and a “whale among minnows”
- Raleigh Clubman, a steel-framed “café racer” with drop bars and Shimano compact road gearing
- Rans Alterra, a prototype crank-forward mountain bike – yes, a recumbent, sort of (here’s a link to the bike it’s replacing, the Dynamik Pro)
- Masi Soulville, a curved-frame steel bike with full road gearing and a swept-back handlebar (’08 version here)

There are a lot of different options for commuting and other types of road riding these days, and this is but a small dip in the pool, but we aim to shed some light on those options. We’re also scoping out bikes for future full reviews. Stay tuned for more…

We are live at the first day of the Interbike trade show. It’s a hot one here in Vegas, which leads to more hell comparisons than usual, but we’re persevering for you, our dear audience. (Of course after persevering on the hot and dusty desert trails of Bootleg Canyon, scene of the Demo portion of the show, we are now persevering poolside. Maybe even with a beer in hand. A rough scene for sure.)

The first day of the Outdoor (formerly the better-sounding “Dirt”) Demo is mellow, as many of the dealers who flock here from across the nation elect not to come until the second day. It makes for a perfect opportunity for us to grab test rides on the most desirable bikes early.

The first shady tent I visited was the Salsa installation, and they had some tasty goods. They’re coming out with a new bike of an old sort that’s making a comeback lately: the Fargo, with drop handlebars and fat tires together, like peanut butter and chocolate. It was inspired a trip from Anchorage to Moab undertaken some 14 years ago by Jason Boucher – he’s been dreaming of the perfect dirt touring bike ever since. (That kind of a trip will stay with you.) This one’s got mounts for six (6!) bottle cages, or fuel canisters as the case may be, and of course rack and fender mounts. Its rear disc caliper is nestled in the crook of the rear triangle, an increasingly popular place, which keeps it out of the way of all those other mounts.

Coincidentally Chuck Hood of Co-Motion walked up to the booth with a similar sort of bike, the Pangea, a special build for some folks on a round-the-world trip (more info on that later). The down tube, seat tube and chainstays are tandem-size (Co-Motion being tandem experts and all), and it sports full-on fat tires as well, making it a true beast of burden. Chuck has put the beast through its paces and called the ride “supple.”

Andrew and I went out to actually do some demoing on some dirt, he on the Fargo, and me on Salsa’s new 4″-travel 29er, the Big Mama (see our Blog about Mama and the El Kaboing). The Big Mama’s a pure fun bike, and didn’t feel as big as her name implies – she’s more big in spirit than in body. She handled the loose, gravelly terrain with enough ease that I even caught a little air, and didn’t feel hefty hefty on the way up (or down).

From what we saw today, it would seem that a common area of exploration is increasing travel on 29ers, to four, five, and even six inches. It’s a natural progression – engineers and framebuilders have learned how to build bikes around 29″ wheels, then figured out how best to add some travel, now they’re increasing it. Where’s the natural limit, though? Hard to say. The larger wheels don’t need as much suspension in the first place, but they also are supposedly weaker (although I haven’t seen a plague of taco’d big wheels amongst the people I know who ride them), so their potential for hucking, downhill, freeride, etc. use is perhaps not so great. It is amazing, though, what those engineers have been able to accomplish in terms of keeping the weight down on these big frames.

Next up for some dirt demo action was the Titus Racer X, aluminum 29er version. This bike doesn’t mess around: firm suspension, quick steering, fast acceleration. However the ProPedal switch on the Fox RP23 shock (which is cropping up on still more bikes) made a big difference in the suspension feel, going from “all business” to “well, maybe we’ll kick back and have a few.”

You may have seen those ads and perhaps checked out the website of a hippie-lookin’ dude named Hammerschmidt who’s been hanging with the otherwise clean-cut folks at SRAM. Well, this dude makes an interesting crankset. The Truvativ Hammerschmidt crank is a solution for the funkiness of a front derailleur on a big-travel bike; it’s an enclosed two-gear system that operates with a SRAM X-0 or X-9 shifter, giving either a 22/36t or a 24/38t combination, but in a small space and with only one actual chainring.

I checked out a disassembled one on a table in the SRAM tent, and it looks surprisingly simple:

I tried one out on a cute little track laid out behind the tent, and was amazed at how truly instantaneous the shifting was. It was so fast, I nearly launched myself off the bike going into the 38 “tooth” Overdrive mode.
As that little taste didn’t qualify as a ride, I sought out another interesting specimen for a longer trip, and found the always-interesting Ibis booth. They’ve been making some changes to the unique Tranny frame they showed at last year’s show, with the help of Brian Lopes, who’s been racing one in four-cross competition: “detuning” the chainstays for better feel, and making the seatstay cable guides removable and crafting nifty expandable top-tube guides for easily switching between singlespeed or geared configurations. The Trannys available for demoing were set up as singlespeeds, and in fact one of Ibis’ own placed in the top 30 at the SSWC08 atop one.

But the beautiful Mojo caught my riding eye. Damn, for a 5.5″-travel bike, it sure pedaled fast. All that travel didn’t make its presence known until it was called upon to make up for my sloppy, heat-addled steering skills sending me into the rocks. That shiny red upper link is new – what formerly was two halves on either side of that bolt is now one piece, thanks to those connecting bits going across horizontally. It’s only 15g more material that adds what the Ibis folks say is a significant amount of stiffness to the rear end.

Stay tuned, dear audience, to this space for more updates from the desert. Click here for our photo gallery from day one of Outdoor Demo.

Links to additional information on the Trek and Gary Fisher 2009 model-year press camps covered in Dirt Rag #138 Readings:

• First Look: Gary Fisher Roscoe
• First Look: 2009 Trek Fuel EX
• First Look: 2009 Trek Top Fuel
• Brain Fart: Cat Herding and Pet Photoggery