The history of Intense's M-Series downhill bikes begins all the way back in 1994, when the 5” travel M-1 debuted. It didn't take long before the California-based company was making their mark on the DH race circuit, particularly in the late 1990s when it seemed as if nearly every elite racer was on one of the distinctive frames, often painted and stickered with another company's logo.
The M16 is the latest addition to the M-Series line, a bike that was designed based on the lessons learned in the years since the first M-1 hit the market. Feedback from elite racers, including the legendary Shaun Palmer and Chris Kovarik was also taken into consideration, and the result is an eye-catching machine with a 63.5° head angle and between 8.5” or 9.5” of rear travel delivered via a virtual pivot point suspension design.
Intense M16C Details• Intended use: downhill
• Wheel size: 27.5''
• Rear wheel travel: 8.5"(215mm) or 9.5"(240mm)
• 63.5° head angle
• Virtual pivot point suspension design
• Full carbon frame
• Threaded 83mm bottom bracket
• 12 x 157mm rear spacing
• Sizes: S, M, L, XL
• Weight: 34.8lb / 15.8kg (large, actual, w/o pedals)
• MSRP: $8499 USD at tested / $3699 frame and shock
•
www.intensecycles.com First released in an aluminum version called the M16A, the M16C is the follow up, sporting identical geometry, but with a carbon fiber frame that's said to weigh two pounds less than the alloy model. As tested, the M16C Pro Build retails for $8499 USD with a parts spec that includes a RockShox BoXXer World Cup, SRAM's X01 DH 7-speed drivetrain, Renthal bar and stem, and Shimano Saint brakes.
Frame DetailsThe M16C's front triangle and swingarm are made from EPS-molded unidirectional carbon fiber, a construction technique that involves wrapping layers of epoxy-impregnated carbon fiber around a foam form, which is then put into a mold and exposed to heat in order to 'cure'. Even the link that connects the seat stays to the seat tube is made from compression molded carbon fiber in order to shed a few more grams. The lower link is made from aluminum, and is held in place using angular contact bearings and an expanding collet axle system. Two grease ports are built in that can be used to push the old bearing grease out and new grease in, a handy feature for riders in wet and muddy climates.
Unlike its aluminum counterpart, the M16C has internal cable routing for the brake and derailleur housing. The housing runs through ports on each side of the head tube, and then through guides that are built into the frame. It then briefly reemerges on the topside of the downtube before both the derailleur and brake housing are routed through their respective chainstays. It's not as common to have the brake housing fully routed internally, especially on a DH race bike due to the increased amount of time it takes to perform a brake swap, but it does help keep it safe from any potential rock damage.
Other frame details include a 12x157mm expanding collett style rear thru-axle, a 83mm threaded bottom bracket, ISCG 05 tabs, and molded chainstay and down tube protection. There's also a plastic fender that's bolted to the swingarm to help protect the shock from the flying muck and debris tossed up by the rear wheel.
Suspension DesignThe M16C uses the latest version of Intense's virtual pivot point design, which relies on two short counter-rotating links to control the rear end as it goes through its travel. The M16C has a fairly high amount of anti-squat to help prevent pedaling forces from affecting the suspension, and the suspension curve is progressive to keep the bike from bottoming out on big hits.
Previously, Intense had licensed the virtual pivot point design from Santa Cruz, but the patent has since expired, and Intense now refers to the design as JS-Tuned Suspension, where JS refers to company owner Jeff Steber. On that note, now that both the virtual pivot point and Horst Link suspension patents have expired the playing field is wide open – it will be interesting to see how frame designs change in the coming years.
GeometrySpecifications
Specifications
|
Price
|
$8499 |
|
Travel |
214mm - 240mm |
|
Rear Shock |
RockShox Vivid Coil R2C |
|
Fork |
RockShox Boxxer World Cup, 200 mm |
|
Headset |
Cane Creek 40 |
|
Cassette |
SRAM XG-795 10-24, 7 speed |
|
Crankarms |
SRAM X01, 36T |
|
Chainguide |
E13 LG1 |
|
Chain |
SRAM X1, 11 speed |
|
Rear Derailleur |
SRAM X01 DH, 7 speed |
|
Shifter Pods |
SRAM X01 DH, 7 speed |
|
Handlebar |
Renthal Fatbar Lite DH 20 mm x 780 mm |
|
Stem |
RENTHAL INTEGRA II Direct Mount 45 mm |
|
Grips |
Intense Dual Density Lock-On |
|
Brakes |
Shimano Saint |
|
Rim |
Stan’s No Tubes Rapid 30 |
|
Tires |
Maxxis Minion DHF, 27.5 X 2.5" |
|
Seat |
WTB Volt Team |
|
Seatpost |
Thomson Elite, 31.6 mm, zero offset |
|
| |
| There's a liveliness to the M16's handling that I hadn't expected, a trait that made it easy to get airborne and transfer from one side of the trail to the other at a moment's notice. |
Set UpSetting up the BoXXer World Cup was hassle free, and for anyone who has spent time on a Pike it will be a very familiar process. It's simply a matter of inflating the air spring side to the correct air pressure for your weight, and then dialing in the compression and rebound to your liking. No tools are required, and all of the adjustments make a noticeable difference on the trail. Riders who find themselves looking for more bottom out resistance can add more Bottomless Tokens, the small plastic spacers that first appeared in RockShox's Pike, by removing the air spring top cap.
The Vivid Coil R2C is also fairly straightforward to adjust, although the end stroke rebound adjustment does add another level of fiddling to the process. With the end stroke rebound, the difference that a few clicks in either direction makes isn't as drastic as changes to the beginning stroke rebound adjustment, which can make it a little trickier to decide on a setting. The Vivid also had a distinct top-out knock when it returned to full extension, a trait that didn't end up being noticeable on the trail, but it would still be nice to see that quieted down.
HandlingWhen it comes to cockpit measurements, the M16C falls somewhere in the middle of the road for modern DH bikes, with a reach of 436mm and a top tube length of 616mm for a size large. Those numbers give it a less roomy feel compared to a bike like the GT Fury or a Giant Glory, but it's in the same realm as a Rocky Mountain Maiden or Norco Aurum. At 5'11” I was felt like I was right on the edge as far as sizing goes, and if all-out speed were my ultimate goal I would seriously consider an XL to gain more room in the cockpit. On the other hand, the size large was easy to whip around, and had a very composed, well balanced feel.
The M16C is billed as a World Cup race machine, but it also worked extremely well in the bike park, where it felt just as at home boosting off the lips of a machine built jump run as it did plowing through the rooty chunder. I took laps with the bike in both the 8.5” and 9.5” travel setting and ended up preferring the 8.5” option. This gave the rear end a more supportive feel, with additional ramp up at the end of its stroke to prevent it from bottoming out or using its travel too quickly. The rear travel is well managed, and there always seemed to be a little extra squish left to help out with those wheel-sucking surprises or harsh landings. When it does come time to pedal there's a very efficient feel, with much less pedal bob than you would typically expect from a downhill bike.
There's a liveliness to the M16's handling that I hadn't expected, a trait that made it easy to get airborne and transfer from one side of the trail to the other at a moment's notice. That being said, it's still happiest traveling at higher speeds, and when the miles-per-hour drop, the longish rear end does need some extra coaxing to get around tighter corners.
On the topic of turning, I did have one semi-scary moment when the fork turned less than I'd expected it to, halted by the hard plastic integrated bump stops. That was enough to make me decide to unscrew the bump stops and run just the softer rubber guards found on the BoXXer World Cup instead. This increased the fork's turning radius, and made it much easier to get through sharp corners without worrying about getting tossed off the bike.
Inevitably, comments will be made about how the M16C resembles the Santa Cruz V10, and while it is true that the two frames share a similar look (and suspension design), there's a very noticeable difference in how they ride. I found the V10 to feel more glued to the ground, with a touch more stability at higher speeds and a more forgiving nature if line choice errors were made, while the M16C has a more lively, poppy feel to it that performs best under an attentive and aggressive rider. There's also a difference in swingarm design between the two bikes, and on the M16C the drive side chainstay's vertical height is shorter, with the brace located only on the non-drive side. This creates more room between it and the chain, and makes the M16C quieter than the V10.
Component Check• Grips: The Intense-branded lock-on grips are nice and thin, but they did a number on my hands after a couple of long days in the park. The diamond pattern provides plenty of grip, but it's like holding onto a file, and it left my hands feeling sore and raw.
• SRAM X01 DH drivetrain: SRAM's 7-speed drivetrain worked flawlessly for the duration of the test period, and I never found myself wishing for more gears or a greater range.
• Integrated fender: The upper bolt that secured the fender onto the swingarm worked itself loose after a couple of days, and accessing it to snug it down requires removing the rear wheel. It's not a huge deal, but it is something to check every once in a while.
• RockShox BoXXer World Cup: Simply put, the BoXXer World Cup is outstanding. This is in large part due to the use of the Charger damper technology first found in the venerable Pike single crown fork. It's quiet and composed, with the ideal blend of suppleness for sucking up the small bumps and mid-stroke support for resisting diving during hard cornering or in extremely rough terrain. As an added bonus, a degree in engineering isn't required to get it set up properly, and even riders who don't consider themselves particularly mechanically minded should be able to tune it to their liking with minimal effort.
Pinkbike's Take: | The M16C is a fitting successor to the M-Series throne, a formidable machine that's capable of everything from bike park laps to full-on downhill racing. It may not be the absolute lowest and longest DH bike around, but it'll still take on the steepest tracks without putting up a fuss. That trait, plus the well constructed frame and top notch build kit work together to create a bike that I'd imagine almost any downhill rider would be happy to own. - Mike Kazimer |
Visit the high-res gallery for more images from this review.
About the ReviewerStats: Age: 32 • Height: 5'11” • Inseam: 33" • Weight: 155lb • Industry affiliations / sponsors: None Twenty years into a mountain biking addiction that began as a way to escape the suburban sprawl of Connecticut, Mike Kazimer is most at home deep the woods, carving his way down steep, technical trails. The decade he spent as a bike mechanic helped create a solid technical background to draw from when reviewing products, and his current location in the Pacific Northwest allows for easy access to the wettest, muddiest conditions imaginable.
Allthough, owning a M16c (Yes, I actually bought one) and ridden a lot ov V10c's. I much prefer the snappiness and liveliness of the M16c over the freight-training V10c.
So the question is: What type of tracks do you ride, and what's your riding style like?
How's that for branding!!
The good thing about the carbon ones is that someone else builds them.
quality control has nothing to do with "hand built", and everything to do with paying attention through rigorous checks. its shocking that the QC on a number of boutique brands is / has been so poor considering the premium $$ price tag, whilst the "big brands" generally produce very well put together, but perhaps 'boring' frames at more affordable prices
I literally copy+pasted the picture into MS Paint, drew a box around the head tube to confirm the head tube is pictured straight, then drew a box around the badge. The badge is wonky; right-side higher than left-side.
MS Paint for the win!
ok, I don't exactly have a need for a $9k downhill bike, but it's still a little disappointing that their XL fits riders I'd call M at most.
As good as new suspension designs are, more moving parts mean more maintenance. .
For example, my Canyon Strive Medium has almost the same reach measurement as the XL version of this bike but the wheelbase comes up smaller than the Small sized DH bike.
So my question is, is there an index by which your reach should decrease as your bike gets bigger? Like if I am on a nomad that is about 440mm, and I get an M16 do I want a shorter reach? by how much? If I get a 5010 should I go longer?
Once we stop buying these things, prices will go down. Until then, no point in complaining.
I have a question and I need some Opinion regarding 2 BIKE DH, not sure witch one to buy V10C-KIT OR INTENSE M16? can someone help me out this will be my first DH bike..
thanks.