First Look: e*thirteen, BH and Manitou - Eurobike 2015

e*thirteen's New Cassette and Carbon Wheels
The novel two-piece cassette from e*thirteen that we showed you from Sea Otter is now ready for production, with the first ones to be available this October with an MSRP of $300 USD. The final version of the cassette, which has had its name changed to TRS to fit into the rest of the company's lineup, will be available in both 10 and 11 speed versions, both of which will only fit on XD driver bodies. That means that those who use an 11 speed SRAM drivetrain won't be locked into that many cogs, now having the option to run a 10 speed cassette if they so choose. The 10 speed version features a 9 - 42 tooth spread, so you won't be losing any overall range but actually gaining some on the top-end, while the 11 speed model will run a wider range 9 - 44 spread.




To install the cassette, you first slide on the aluminum two cog (for 10 speed) or three cog (for 11 speed) one-piece unit, then snug down the low profile lockring onto the XD driver body with the same wrench that you'd grab to tighten the company's direct-mount chain rings. Then the steel cluster of cogs is placed over top and turned to the right to engage the interlocking feet into the keyed sections on the aluminum unit. Testing has shown e*thirteen that a second locking mechanism was needed, though, and the production version of the TRS cassette now sports a steel detent ball on the aluminum unit that slides and locks into place on the back of the steel section.

Interestingly, e*thirteen says that using the very same one-piece steel unit with eight smaller cogs for both the 10 and 11 speed cassettes presents zero issues, and that the only difference between the two will be that the 10 speed model will ship with a one-piece, two cog upper unit, while the 11 speed cassette will use a one-piece, three cog upper unit. They will also offer both separately, meaning that you can replace just the worn out section of your cassette.





e*thirteen has long had aluminum wheels in their lineup, but they're expanding the range to include these TRS Race carbon offerings that will be available soon. They explained that they tested all sorts of carbon rims that are on the market and that one of their goals was to avoid producing a rim that was too stiff, both for comfort and reliability reasons. The final shape, which is 27mm wide internally, is claimed to offer a better feel on the trail than wider and taller rims, and it also features a hookless bead design. Both complete wheels and rim-only options will be available, and the 27.5" wheelset is said to weigh 1,690 grams.








A French Racer's Spanish Bike
Ex World Cup racer Karim Amour's BH Lynx 6 Carbon was front and center in the Spanish company's booth, not that anyone could miss the bright blue and neon yellow bike to begin with. The 150mm travel bike has been built up to the French racer's preferences, with Suntour's Durolux fork is up front and an EXT Storia shock out back (more on that below), as well as four piston Magura brakes to slow him down. A set of Michelin tires are mounted onto unlabelled carbon rims - any guess as to what they are? Karim also seems to be the kind of rider who doesn't give a shit what people think - note the very moto-esque hand guards that he's attached to the front of his bike. Function before fashion, right?




One of the more interesting things on Karim's bike is the EXT Storia shock that he runs. EXT says that 27.5'' and 26'' wheels produce different frequencies due to how each one reacts slightly differently to the terrain, and that they offer wheel size-specific tunes for this very reason. Yes, you read that correctly: there is a 27.5" shock tune and a 26" wheel shock tune. Thoughts on that aside, EXT are doing things very differently than what we've come to expect with the mass produced (and good performing) shocks that are on the market: their Storia and Arma shocks are rather simple when it comes to adjustments because they are built specifically for you and your bike. That means that there doesn't need to be a massive range of damper adjustment that would otherwise be required because the company doesn't know if you weigh 100lb or 300lb, which then limits the chance of the rider ending up with a completely wonky setup that's out to lunch. You're left to fiddle with relatively few clicks of low- and high-speed compression, and rebound.

Internally, the piggyback is charged to just 30 PSI, which can be hundreds less than what the competition uses. This should mean that there's very little breakaway force required to get the shock moving, although it isn't clear how such low back pressure on the IFP helps to prevent cavitation of the damping oil. Certain lengths of the shock can also be fitted with a hydraulic bottom out system to help keep you from smashing into the end of your travel.









Manitou's Suspension Upgrades and Tools
Who doesn't like a good cutaway? Manitou had one of their McLeod shocks cut in half for the show, a trick that makes it easy to see exactly what's going on inside of the damper. It also allows you to see the extra air volume that Manitou's new King Can provides over the stock air can. This does two things: it could be used to create a more linear suspension rate, or you can add Manitou's volume spacers if you want to fine tune the shock's progression more precisely. Installing the King Can is a simple simple job that anyone should be able to master, and it retails for $99.99 USD.

Manitou also told me about a new MRD upgrade for their Dorado downhill fork that allows riders to easy bleed off built up air pressure that can accumulate after doing a lot of riding. The $119.99 USD TSR system consists of replacement top caps with built-on air bleed buttons that require only a quick push to release unwanted pressure that can make your fork feel less than idea. The opposite end of the fork can be fitted with their $99.99 USD Infinite Rate Tuning (IRT) kit that consists of an air-backed piston that can be used to independently control the amount of mid-stroke support - adding air increases support, letting it out deceases it. Further tuning is possible by adding oil to reduce the volume and provide more ramp in the later stages of the stroke, and Manitou says that you can use the IRT system to up the mid-stroke support but than decrease main air spring pressure in order to allow for even better suppleness off the top. Plenty of options if you're a Dorado owner.




Manitou isn't shy about people letting people inside of their forks and shocks, and they even offer the tools to do it. I'll admit that I'm a bit of a tool glutton, so Manitou's lineup of Shock Tool system devices gets me more excited than any new 27.5+ bike would ever be able to. Their Gas Charge Tool is likely only ever going to be used by a good, full-service shop that knows their suspension, with it allowing them to quickly and safely charge rear shocks to a high pressure while the jig holds it in place. Manitou didn't have an exact price for the Gas Charge Tool, but they did admit that it's expensive enough to only really make sense for a bike shop to use. The Oil Bleed Tool might look like some sort of self defence weapon, but it's actually designed to make bleeding the air out of rear shocks a fool proof job. It simply draws out the air, replacing it with oil and ensuring that the bleed is as good as it could ever be.

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Reviews and Tech First Looks Ethirteen Components Manitou