I’ve been testing the Top Fuel 9.8, Trek’s 100mm travel full-suspension race bike, for over four months. During that time, I’ve taken the Top Fuel on a winter vacation to Florida that included a 6-hour race, made road trips to some of the most rugged and beautiful MTB trails in my home state of Pennsylvania, and raced the bike in both XC and 100k mountain bike races. Now, as I roll up my sleeves and start working on my product review for Dirt Rag Issue #144, I find myself reflecting on the current state of mountain bike technology in general, and full-suspension bikes more specifically.

When I bought my first mountain bike, fully rigid was the only option. I remember the early days of full-suspension bikes—there was a lot of trial-and-error involved in sorting out what worked and what didn’t. I found those early full-suspension bikes inefficient, heavy, sloppy and prone to mechanical troubles (other than that, they worked just fine, heh, heh). In full-suspension’s “formative years” I gladly stepped aside and let other product testers sign up for the dual-boingers. My legs and back were strong, and there were plenty of hardtails to catch a young man’s fancy. In those days, I’d have argued that “full-suspension race bike” was an oxymoron.

My, how things have changed. Now I’m older, perhaps wiser, and the aging back just ain’t what it used to be. And full-suspension race bikes are no joke—they’re a serious reality. Bikes like Trek’s Top Fuel are efficient, lightweight, well-mannered steeds—with amazing suspensions that allow me to ride faster and with more control than I could ever dream of riding on a hardtail. If I’m going to race, especially at “endurance” distances, it’s full-suspension or nothing at all.

I know, I know, there are plenty of studs and studettes ripping up the endurance race circuit on dual-rigid singlespeeds. But that’s their personal choice. I’m telling you what works for a 52-year-old guy who likes to sit and spin, and has to get by on guile. I’m all about conserving energy where possible, making up time in the technical sections and letting ‘er rip on the downhills. I also love a snappy-handling bike. Without spilling the beans on my upcoming Dirt Rag product review, suffice it to say that the Top Fuel was my cup of sweet tea.

[Click on thumbs below for full-sized photos. For complete specifications, geometry and close-up beauty shots of my Top Fuel 9.8 test bike, click here. ]

         

Justin Steiner posted the following blog entries during his testing time atop the Salsa Fargo.

Brain Fart: Salsa Fargo in for Test!

Fargo Update

The Turner Sultan is a 120mm travel 29er, one of the few big wheeled bikes out there sporting over 100mm of travel. I’m happy to be riding one for the beginning of the summer. My size large tester came built up with some interesting parts including a 2010 Fox F29 RLC with the 15mm QR and new FIT damper and very diminutive Formula R1 disc brakes.

I’ve made a few parts swaps, namely to the tires, bars and stem for fit and local terrain.  It is feeling pretty dialed now.

The weather is getting hotter, the trails are getting drier and this bike is looking for rocky trails to stretch its legs. I’m happy to oblige. Not a lot of saddle time yet, but so far the Sultan has been quite adapt in the tight singletrack that has made up the majority of my time in the woods.

 Want more info? See the geometry and spec on the Turner website.

As spring rolls into summer, this season’s new test bikes are rolling into the Dirt Rag World Headquarters at a feverish pace.  Allow me to introduce my trusty steed for the next few months: Gary Fisher’s new 140mm travel Roscoe Two.  For testing purposes, we settled on the middle-of-the-road Roscoe Two which retails for $3,850, slotting in between the $4,950 Roscoe Three and the $2,970 Roscoe One.  Frame is the same for all Roscoe models and they all use Fisher’s new Dual Rate Control Valve (DRCV) rear shock (RP23 on the Roscoe Three, RP2 on the Two and One models) which uses two air chambers to create a more linear spring rate.   Additionally, Trek’s ABP rear pivot has migrated over to the Roscoe.  Our Web Editor Karl Rosengarth attended the press launch of the Roscoe last summer, you can see his thoughts here.

The Roscoe is an awfully good-looking bike with the extensive use of highly shaped hydroformed tubing.  This if one of the first bikes in a while that simply looks right to me.  Beefy swingarm and all of the tube shaping just looks like it is perfectly suited to the way each tube is loaded–at least according to my armchair engineering evaluation.

After a handful of rides, I’m really starting to get the Roscoe’s suspension setup to my tastes and coming to terms with just how the Roscoe likes to be ridden.  The 140mm of travel on this bike is obviously quite capable, and is encouraging me to go faster, hit things harder, and leave the ground as much as possible.  Fortunately the best is yet to come, as now that I’m getting comfortable with the Roscoe its time to start pushing the limits…

Stay tuned for further web updates and keep yoru eye out for the complete Roscoe review in an upcoming issue of Dirt Rag.  Check out the full spec for the Roscoe Two, and get all the tech info on the DRCV rear shock and ABP rear end on the Gary Fisher site.

Specialized Epic Expert Carbon

Just in time for race season, well my spotty race season anyway, a carbon form of beauty showed up for me test. The Epic Expert Carbon from Specialized is one lean and fast race machine with a FACT 9m carbon main triangle and M5 aluminum rear triangle. It has 100mm of front and rear travel with sealed cartridge bearings. Its quick, yet comfortable, handling characteristics are enhanced with a RockShox SID Race. Once I found the sweet spot for Specialized’s proprietary shocks, I really began to enjoy this bicycle and turned my fastest lap aboard it at 12 Hours of Lodi Farms, a very tight and twisty racecourse. (I alternated between the Epic Expert and my 29er).

The FlowControl Mini BRAIN works in harmony with the FutureShock rear shock and FSR suspension for instant platform transitioning between fully active and firm. I’m running about 190psi in the FutureShock with a quick rebound, while the Mini Brain is about a full revolution and a half from firmest. Besides the suspension, what I like about this bike the most is the way that it can be pushed hard into the corners without breaking traction and it’s ability to handle erratic weaving in and out of trees on super tight courses. I lost both bar plugs on my 29er during the race from clipping trees, but stayed clear of them with the Epic Expert. I did crash it though when my pedal caught a sawed off mini stump after a hard left turn. Hopefully that will be my only crash.

Here’s a quick list of size large geometry and components on this $5500 machine:

Top tube length: 24.2”
Seat tube length: 19.01”
Head tube angle: 70°
Seat tube angle: 74°
Chainstay length: 16.73”
Wheelbase: 44.33”

Rear Shock: Specialized FutureShock 100mm and FlowControl Mini BRAIN
Fork: RockShox SID Race 100mm
Wheelset: DT Swiss X420SL, DT Swiss 370 rear hub, Shimano Hi Lo Disc front hub
Tires: Specialized S-Works Fast Trak 26×2.0”
Brakes: Avid Elixir R Carbon SL (185mm front rotor, 160mm rear)
Shift Levers: SRAM X-9 trigger
Front Derailleur: Shimano SLX
Rear Derailleur: SRAM X-0 9-speed
Crankset and Bottom Bracket: Shimano M762
Cassette: Shimano HG-61 11-34t
Handlebar: Specialized XC low rise
Stem: Specialized w/adjustable rise
Saddle: Specialized Phenom
Seatpost: Specialized

The Breezer Villager was specifically designed for “relaxed rides and errands” or “sprints to the office,” and its components were thought out to provide a bike that would be “truly useful in everyday life.” It comes complete with accessories that every commuter needs right off the bat: fenders, rack, a lock system, kickstand, a plush seat, chainguard, and front and back lights. This allows a person to walk out of the shop, bike in hand, ready to hit the road.

Click here to read the complete review of the Breezer Villager that appears in Bicycle Times #1.