SX Trail 1 Long Term Review
You may remember reading a bit about this bike when the Preview ran on Pinkbike. As usual, there were a few skeptics in the crowd, some who didn't exactly agree with Specialized's decision to re-vamp an already great bike. Having ridden my share of FSR bikes in the past, as well as owning a 2007 SX Trail, it was interesting to see how far technology has come.
Frame And Specs
The 2009 Specialized SX Trail is available in two different models, and as a frame only. Both bikes feature the same improved frame, the only difference being the parts bolted on. At first glance, the frame seems a little feminine, although this bike is all balls. From the curves of the top tube, to the sweeping graphics, everything on this bike flows together. The SX Trail one comes in a Titanium finish, with a bunch of red anodized parts to give it some highlights. One thing is for certain, Specialized sure knows how to make a bike look good!
The new 2009 frame gave designers a chance to introduce new ideas to the Specialized SX Trail. The designers at Specialized had a number of things they wanted to improve on the SX Trail, making the bike more user friendly. One of the first things to notice on the new frame, is the design of the rear end. On previous generations, the shock was positioned in a way that it went through a hole below the seat tube. This limited the older bikes in a number of ways. Due to lack of space, and the design, a special length shock had to be used, and the air assist valve on the shock was removed. The OEM shock was not only limited in adjustability, but the special length made it tough to find different spring weights. Since the shock was mounted directly under the seat tube, there was also a lack of adjustment for the seat height. If a rider needed the extra seat post height for climbing, the only choice was a telescoping seat post. Not only are they a pain to use, they also come with a weight penalty. Unnecessary weight is not something you want if you ever have to ride up hills.
Derek on the SX Trail:
On the new frame, a two piece linkage design is used, and the shock mounting position was moved forward in the frame. This improved a number of things including small bump sensitivity, use of a standard length shock is now possible, and the air assist valve finally exists on the SX Trail. The new linkage still uses FSR technology, however, with many new advantages. A big advantage for riders who regularly experience wet riding conditions, is the absence of a DU bushing. Specialized designed the new linkage in a way that it moved the traditional pivot from the rear of the shock, into the linkage itself. Cartridge bearings now serve the purpose of the DU bushing, which will cut down on the need to regularly maintain the pivots and replace worn DU's. Specialized strives to create user friendly bikes, and a fine example of this is the lack of pinch bolts. The linkage is designed in a way that allows the bolts to be tight, but they do not put any friction on the bearings themselves. Should you ever notice play in one of the pivots, tightening it is as simple as finding the right size Allen key. With the shock now positioned in front of the seat tube, the seat tube itself runs all the way down to the bottom bracket. Although it is not totally straight, it still allows for plenty of height adjustment, as well as adding lateral stiffness in the rear end.
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How low can you go? In the case of the top tube, there is always room to go lower. By adding a curve to the down tube, the shock was not only moved forward in the frame, but down as well. Moving the shock lower in the frame keeps the center of gravity nice and low, while allowing more stand over height, should you want to do tricks. There is now over 2" more stand over height on all sizes of the SX Trail. Although the top tube was moved down where it meets the seat tube, there is a seamless hydro-formed gusset to keep the seat tube where it should be. On previous models, this gusset was made of two halves that were welded together. Using a different process, Specialized now makes these as one piece, eliminating the need to weld, and keeping production costs down.
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Not only was the bike visually updated, but performance has been enhanced as well. As far as performance goes, there is always room for improvement. The new linkage and rear end design opened up a whole new door for the SX Trail. The 2009 models still boast 170mm(6.7") of rear travel, but it has been tweaked to give a better ride. On older models, the axle path was almost vertical, which meant that while carrying speed through rough sections, the suspension would sometimes feel non-existent. For the new generation, the axle path was changed, and now moves rearward slightly before moving vertically. The linkage also plays a key role in the feel of the suspension, as it now has more progressiveness. The leverage ratio on the shock moves from around 3.3:1 at the beginning of stroke, to 2.7:1 at the end of stroke. This will give an increase in small bump sensitivity, while still maintaining excellent bottom out resistance.
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With the new frame came new geometry. On earlier models, the forward shock mount was comprised of two "shuttle plates". These plates allowed riders to change the head tube angle from 66.5° to 67.5°. This is no longer the case on the 2009 models as there is only one fixed position for the shock. The head tube angle was slackened slightly and now sits at 66°. The SX Trail is no longer available in an XL size, but the other sizes have been adjusted slightly to compensate for this.
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Medium Specialized SX Trail 1 Geometry - 2008 vs 2009
The SX Trail 1 may be the lower end model of SX Trails, but that doesn't mean it is lacking anything. Aimed towards the budget minded crowd looking for all the bells and whistles, this bike is outfitted with an arsenal of higher end parts. Taking care of the front end damping is a RockShox Domain 318. Featuring smooth and shiny 35mm taper wall stanchions, providing 160mm of travel, this fork is ready to take on any terrain. The RockShox Domain is a simple, tried and true coil sprung fork, packed with features usually found on higher end forks. With externally adjustable rebound, and crown mounted low speed compression, dialing in the perfect feel is a breeze. Using the blue knob on the right fork leg, users are able to tune the low speed compression. The Domain features RockShox's Motion Control, which basically adjusts the high speed compression in relation to how the user has set up the low speed compression. This really simplifies the whole setup process, and finding the setting which suits your liking is just a matter of turning one knob. To maximize strength, the stanchion tubes are made of 4130 taper wall steel. The rest of the fork is constructed of lightweight materials to keep the total weight down. Sporting magnesium lowers, aluminum crown and steerer tube, and an aluminum Maxle Lite 20mm thru-axle, the total weight comes in at 6.25 lbs., very respectable considering the steel stanchions. An interesting thing about this particular fork is that RockShox produces it with a tapered steerer tube. This, in conjunction with the tapered head tube of the frame allows the benefits of a standard 1.5" headtube, without adding much additional weight.
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Taking care of the rear end damping is a Fox DHX 4.0. Once again, Specialized went with tried and true technology, and the Fox shock has no problem living up to this. The DHX 4.0 has a number of external adjustments, which makes tuning on the fly no problem at all. External rebound, and ProPedal are within easy reach, thanks to smart placement and loads of room around the shock itself. The spring preload can also be adjusted to get the feeling right. As was mentioned, for the first time on an SX Trail, the Fox rear shock has a schraeder valve. What this valve allows is the air volume in the shock to be adjusted using a shock pump. This lets riders dial in the tuning range of the shock, so no matter how hard or plush you like your suspension, finding the "sweet" spot is now possible.
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With good suspension, there comes the need for lots of stopping power. Thanks to Avid brakes, riders need not worry about entering a corner too fast, and a light brake check isn't going to rob you of all your speed. As most people know, there is nothing more disappointing than reaching the bottom of a run only to find your fingers frozen in place, causing agonizing pain. The bike comes equipped with Avid Elixir R brakes, so you can relax your fingers. No need for white fingered stopping anymore! Just as the popular Juicy 7's did, these brakes work amazing. A convenient, tool free reach adjustment allows any rider, no matter what size hand to find the perfect fit. The reach adjustment allows the lever itself to be moved away, or closer to the bar depending on the length of your fingers. Avid also uses a technology they call Power Reserve Geometry, to maximize the leverage your finger naturally has. The pivot of the lever is closer to the bar itself, and the lever moves in an arc that is close to the same motion as your finger. What this does is prevents excess fatigue, and delivers more leverage to the brake lever, creating more stopping power. The Elixir R also sports a split clamp design, so riders looking to use SRAM's Matchmaker system won't need to swap brakes in order to do so.
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As SRAM gains more ground in the bike industry, it's really no surprise that the drivetrain of the SX Trail is comprised of mostly SRAM parts. Taking care of the rear shifting is the proven SRAM X-9 derailleur, mated with an X-5 shifter pod. Although the bike begs to be ridden on tough downhills, riders looking for a little "extra" excitement can shift down into the small front chainring, and begin the climb back up. Continuing what seems to be a familiar trend these days, the SX Trail comes equipped with two front chainrings, and Shimano SLX direct mount front derailleur. That's not a typo, the Shimano front derailleur is the only non-SRAM part to be found in the drivetrain, and a SRAM X-5 shifter pod is still used to make it move between the two rings. The interesting thing about the direct mount front derailleur is where it is in fact mounted. Specialized has designed a special tab on the chain stay itself to accept this type of derailleur. Mounting the derailleur on the chain stay ensures it moves with the chain as the suspension moves through its cycle. Coupled with a Gamut Shift guide, dropping your chain due to having two front rings becomes a thing of the past. Driving the chain around these chainrings is a set of Truvativ Stylo cranks. The stock length is 170mm, and the cranks revolve inside of a Truvativ Stylo outboard bearing bottom bracket.
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Putting the power to the ground can be a problem without a decent set of wheels to roll on. Keeping the bike rolling in style, is a job for none other than a custom set of DT Swiss rims. Blood red in color, DT Swiss F550 rims have a wide, 30mm profile, to keep them running true. The rims are laced to Specialized hubs using stainless, DT Swiss spokes. The rear hub has a hollow 10mm bolt on axle to ensure everything stays tight, and in place. Rounding out the set of rims is a pair of Specialized Clutch SX tires. The tires have a soft dual compound which ensures maximum traction through a long life.
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How Did It Ride?
With the start of the season getting rained out, the bike was handed many mud pies. Time and time again, the weekend would arrive just in time for more rain. Here on the west coast rain is to be expected, so I did my best not to let it get to me and went riding anyways. Now, one thing about when it rains here; it pours! The sheer amount of rain often has a tendency to make easy trails seem like nightmares. The beginning of the season saw many mudslides and washouts on the local mountains, and the trails were in a state of ruin. It wasn't until around April that we actually saw sunshine, and lucky for us, it was a sign of things to come.
First impressions of the bike were exactly what you would expect. Everything had that "new" feeling to it, and aside from minor adjustments such as seat height and tire pressure it was ready to rock. The cockpit felt comfortable right away, and I was surprised to find how comfortable the bars felt, considering how narrow they were (Note they are wider on 2010 models and can be cut to suit a rider). The bike saw countless laps on the local hill, as well as a trail I had been working on during the winter months. To experience different terrains, some traveling was in order. A few good trips later, the bike had seen riding in Kamloops and Whistler, and on some of the not so local, but still close to home trails.
Handling
Having spent lots of time on my 2007 SX Trail, and later a 2008 SX Trail, I was eager to find out just how the 2009 model would stack up against its older siblings. One thing I loved about the SX Trails I owned, was how they seemed so responsive. No matter what, mid air, half way through a corner, the bike was always there and responded accordingly. My bikes were built up in a way that they weren't exactly lightweight, but they were easy to maneuver in the tight spots. The 2009 was no different in this respect. Judging from some of the parts, I got the impression that it would be a little sluggish. This was quickly put to rest the first time I mashed on the pedals. Like an untamed horse, it sure had some giddy-up and go! Accelerating from a stand still was something that I once frowned upon, but soon came to enjoy. As some of the local trails have flat sections where pedaling is necessary, it was nice to be riding a bike that didn't seem to work against me and rode light.
It soon became apparent that recovering from slow corners was not as hard as I thought it would be. The effort involved in getting the bike back up to speed was minimal in all but the worst corners. When I started to get confident in pedaling out of corners, I soon realized just how close to the ground the pedals often were. A number of times I found myself mashing a pedal into the ground, most likely because of how far I found myself leaning into corners. The bike seemed to give me the feeling that loosing traction was out of the question, so leaning in further felt natural. The harder I hit the corner while entering, the more spring I got as I exited. On the trail I built, there was a really tight set of berms, and every time I hit them, I failed to notice the rear end flexing. The short chainstays made for easy manuals, and getting the front end up and over obstacles was no problem. They also worked wonders when it came to tight corners. Even though the wheelbase was actually lengthened slightly, the bike still rode as if it were on rails.
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Not only was cornering a whole new experience, but carrying speed through rough sections was along the same lines. One thing I did notice while traveling at speed, not only did the bike want to stay in a straight line, it was easy to correct if I needed. The small bump sensitivity has definitely improved over previous versions, and helps a lot with the over all feel of the ride. While descending, the suspension seems to soak up every little bump in the trail and makes for a smooth ride you'd expect to find on a downhill bike. For such a simple fork, it worked flawlessly. RockShox has done something right with the Domain fork, and it takes the big hits as easily as it does the small bumps. Near the end of its travel, the fork ramps up and gives excellent bottom out resistance. I ran into a few situations where I landed nose heavy, expecting to get thrown over the bars, but to my surprise rolled out of it.
Other Notes
There were a few things that stood out even on the very first ride. The updated suspension system was just the icing on the cake for the SX Trail. Since it soaked up bumps like a DH bike, I was under the impression it would jump like one as well. I found this to be the exact opposite, and the SX Trail is still true to its roots. The bike is not only capable of tackling gnarly descents, but it is a playful little bike, and finds itself right at home doing jumps. Tight, technical trails are where the SX shines, and I can't remember riding a bike as enjoyable. It really stood out to me just how nimble the bike felt. Grooving down the trail, it was easier than ever to get 'pop' out of the bike. At no time did I find the bike feeling sluggish and unresponsive. The rear end on the bike is as stiff as it gets. Specialized used a new process to create the chain stay and seat stay tubing, and in doing this they were able to not only make them beefier, but no weight was added. There is a nice added touch on the chain stay, and it comes in the form of a custom protector pad. Rather than having to deal with wrapping an inner tube around the chain stay, Specialized has made it easy, and included a molded plastic protector. A beefy layer of rubber keeps the noise down, and provides a nice cushion for the chain.
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Any Issues?
As nothing is 100% perfect, I did manage to find a few flaws with the new bike. As I mentioned before, the first time I jumped on the bike I noticed how narrow the bars were. The bars that come stock on the bike are only 660mm(26") wide. Although they were manageable, wider bars would have given a bit more control when the trails got really rough. Specialized has already realized this, and the 2010 SX Trails will come stock with 750mm(29.5") wide bars.
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Another thing I noticed a little later into the test, the end of the seatstay tubes are open, and mud had a tendency to get into there. Although it is not a big deal performance wise, it was a pain to try and wash the mud out. The fact that there is bearings really close to the holes made me think twice about grabbing the garden hose, and simply spraying it down. I never really noticed this to be a problem until I heard a weird rattling noise. It took awhile to figure out where the noise was coming from, but it was an easy fix - dried dirt in the tube.
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As my bike has seen many shuttle runs and a few crashes, the paint is starting to show some wear. The finish itself is fairly thin, so although it doesn't chip like conventional paint, it shows scratches easily. The majority of scratches on my bike are the result of shuttling up rough roads, and quite often they were from a pedal or brake lever violating the frame. In areas that see a high amount of wear, such as the top tube and near cables, the finish has held strong, so there is some durability to it. The scratches are not an issue for performance in any way, but may hurt the resale value if you ever decide to part ways with your bike.
For some odd reason, Specialized still routed all the cables on the bottom of the down tube. As I mentioned above, my bike saw plenty of rough shuttle runs, and near the end of the test they were starting to take a toll on the cables. I see this being an issue for people who simply use a blanket to cover the tail gate when shuttling, because the force of a good bump is all it takes to squish a shifter cable or even worse, rupture a brake line. To prevent this from happening, I usually take one of my shin pads, and wrap it around the down tube. This can be a pain sometimes, especially when the down tube is covered in fresh mud. The last thing you want is the inside of your pad getting caked with mud. I'd like to see different routing options for all of us that don't use bike racks.
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Interesting Fact
Just a few weeks into the test, my friend Jordan and I, decided to go do some trail work and finish the day off with a few quick laps. When we arrived at the trail head, things took a turn for the worst. As I was backing my truck into the usual parking spot, I didn't realize just how close I was to a tree directly behind me. I quickly came to a stop when I felt a sudden THUD! I pulled my truck ahead but the damage had already been done. I have a Dakine tail gate pad on my truck, so both of our bikes were sitting with the front wheel over the tail gate. Surveying the damage I came to realize the SX Trail took all of the impact. The front wheel was a write off, as it got bent around my bumper. There were a number of broken spokes, and there was no physical way to take the banana sized kink out of the rim. It was a disappointing way to end an otherwise great day. The following Monday, I phoned the local bike shop to see about getting a replacement rim. They are a Specialized dealer, so I figured they must be able to get replacement parts. This was not the case however. Little did I know, the rims on the SX Trail are pretty special, and not available to the consumer market. The next thing we tried was calling Specialized directly to see if they had any spares. Once again, it was a failed attempt. We found out that the rims used are a special run, and only a limited number is made for each year. The rims are wider than a DT 5.1 and lighter than a DT 6.1 - but not easily available to the post consumer. I simply had to bite the bullet, and mounted up a spare front wheel that I had to continue the season.
Please visit Specialized's website to learn more about the SX Trail and all of their other cycling offerings.
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Ride On Pinkbike!
Frame And Specs
The 2009 Specialized SX Trail is available in two different models, and as a frame only. Both bikes feature the same improved frame, the only difference being the parts bolted on. At first glance, the frame seems a little feminine, although this bike is all balls. From the curves of the top tube, to the sweeping graphics, everything on this bike flows together. The SX Trail one comes in a Titanium finish, with a bunch of red anodized parts to give it some highlights. One thing is for certain, Specialized sure knows how to make a bike look good!
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The new 2009 frame gave designers a chance to introduce new ideas to the Specialized SX Trail. The designers at Specialized had a number of things they wanted to improve on the SX Trail, making the bike more user friendly. One of the first things to notice on the new frame, is the design of the rear end. On previous generations, the shock was positioned in a way that it went through a hole below the seat tube. This limited the older bikes in a number of ways. Due to lack of space, and the design, a special length shock had to be used, and the air assist valve on the shock was removed. The OEM shock was not only limited in adjustability, but the special length made it tough to find different spring weights. Since the shock was mounted directly under the seat tube, there was also a lack of adjustment for the seat height. If a rider needed the extra seat post height for climbing, the only choice was a telescoping seat post. Not only are they a pain to use, they also come with a weight penalty. Unnecessary weight is not something you want if you ever have to ride up hills.
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Price
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$3300
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Travel
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170mm
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Rear Shock
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Fox DHX 4.0 coil 7.875x2.25", rebound adj. and ProPedal, S; 500, M: 550, L: 600 springs
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Fork
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RockShox Domain 318 coil spring. 160mm, adj comp and reb, 1 1/8 to 1.5" tapered alloy steerer
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Headset
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1-1/8" to 1.5" Threadless, alloy, cartridge bearing
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Cassette
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Shimano HG61, 9-speed, 11-34t
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Crankarms
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Truvativ Stylo, 170mm,
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Chainguide
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Gamut Shift chain guide
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Bottom Bracket
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Truvativ Stylo, outboard bearing
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Pedals
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Specialized Lo-Pro alloy
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Chain
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SRAM PC-971, 9-speed w/Power Link
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Rear Derailleur
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SRAM X-9, 9-speed, mid cage
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Front Derailleur
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Shimano M660 SLX, DMD, top swing, dual pull
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Shifter Pods
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SRAM X-5, trigger, 9-speed
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Handlebar
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Specialized Enduro mid rise bar, 6066 alloy, 31.8mm, 6 degree up, 9 degree backsweep, 660mm wide
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Stem
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Specialized Aggro stem, 35mm extension, OS 31.8, 4-bolt, forged
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Grips
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Specialized thin lock on grip, alloy bar ends
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Brakes
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Custom Avid Elixir R, hydraulic disc, reach adjust, metallic pads
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Wheelset
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N/A
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Hubs
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Specialized Hi-Lo disc, 20mm thru axle, 32h. Rear: Specialized bolt on, 135mm, hollow 10mm Cr-Mo axle w/ RD guard
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Spokes
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DT Swiss Champion 2.0mm stainless, black, brass nipples
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Rim
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Custom DT Swiss F550, 30mm, 32h
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Tires
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Specialized Clutch SX 26x2.3", 60 TPI, aramid bead, cap ply, soft dual compound
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Seat
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Specialized Enduro, 8mm Cr-Mo rails, SL foam
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Seatpost
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6061 alloy, black, 30.9 x 300mm
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On the new frame, a two piece linkage design is used, and the shock mounting position was moved forward in the frame. This improved a number of things including small bump sensitivity, use of a standard length shock is now possible, and the air assist valve finally exists on the SX Trail. The new linkage still uses FSR technology, however, with many new advantages. A big advantage for riders who regularly experience wet riding conditions, is the absence of a DU bushing. Specialized designed the new linkage in a way that it moved the traditional pivot from the rear of the shock, into the linkage itself. Cartridge bearings now serve the purpose of the DU bushing, which will cut down on the need to regularly maintain the pivots and replace worn DU's. Specialized strives to create user friendly bikes, and a fine example of this is the lack of pinch bolts. The linkage is designed in a way that allows the bolts to be tight, but they do not put any friction on the bearings themselves. Should you ever notice play in one of the pivots, tightening it is as simple as finding the right size Allen key. With the shock now positioned in front of the seat tube, the seat tube itself runs all the way down to the bottom bracket. Although it is not totally straight, it still allows for plenty of height adjustment, as well as adding lateral stiffness in the rear end.
How low can you go? In the case of the top tube, there is always room to go lower. By adding a curve to the down tube, the shock was not only moved forward in the frame, but down as well. Moving the shock lower in the frame keeps the center of gravity nice and low, while allowing more stand over height, should you want to do tricks. There is now over 2" more stand over height on all sizes of the SX Trail. Although the top tube was moved down where it meets the seat tube, there is a seamless hydro-formed gusset to keep the seat tube where it should be. On previous models, this gusset was made of two halves that were welded together. Using a different process, Specialized now makes these as one piece, eliminating the need to weld, and keeping production costs down.
Not only was the bike visually updated, but performance has been enhanced as well. As far as performance goes, there is always room for improvement. The new linkage and rear end design opened up a whole new door for the SX Trail. The 2009 models still boast 170mm(6.7") of rear travel, but it has been tweaked to give a better ride. On older models, the axle path was almost vertical, which meant that while carrying speed through rough sections, the suspension would sometimes feel non-existent. For the new generation, the axle path was changed, and now moves rearward slightly before moving vertically. The linkage also plays a key role in the feel of the suspension, as it now has more progressiveness. The leverage ratio on the shock moves from around 3.3:1 at the beginning of stroke, to 2.7:1 at the end of stroke. This will give an increase in small bump sensitivity, while still maintaining excellent bottom out resistance.
With the new frame came new geometry. On earlier models, the forward shock mount was comprised of two "shuttle plates". These plates allowed riders to change the head tube angle from 66.5° to 67.5°. This is no longer the case on the 2009 models as there is only one fixed position for the shock. The head tube angle was slackened slightly and now sits at 66°. The SX Trail is no longer available in an XL size, but the other sizes have been adjusted slightly to compensate for this.
| Head angle | 66.5 | 66 |
| Seat Angle | 73.5 | 74.5 |
| EFF Top Tube | 22.8" | 23.31" |
| Chainstay | 16.69" | 16.5" |
| Bottom Bracket | 14" | 14" |
| Wheelbase | 45.47" | 45.95" |
| Actual Frame Size (effective seat tube length) | 17.9" | 16.5" |
| Standover | 30.36" | 27.56" |
The SX Trail 1 may be the lower end model of SX Trails, but that doesn't mean it is lacking anything. Aimed towards the budget minded crowd looking for all the bells and whistles, this bike is outfitted with an arsenal of higher end parts. Taking care of the front end damping is a RockShox Domain 318. Featuring smooth and shiny 35mm taper wall stanchions, providing 160mm of travel, this fork is ready to take on any terrain. The RockShox Domain is a simple, tried and true coil sprung fork, packed with features usually found on higher end forks. With externally adjustable rebound, and crown mounted low speed compression, dialing in the perfect feel is a breeze. Using the blue knob on the right fork leg, users are able to tune the low speed compression. The Domain features RockShox's Motion Control, which basically adjusts the high speed compression in relation to how the user has set up the low speed compression. This really simplifies the whole setup process, and finding the setting which suits your liking is just a matter of turning one knob. To maximize strength, the stanchion tubes are made of 4130 taper wall steel. The rest of the fork is constructed of lightweight materials to keep the total weight down. Sporting magnesium lowers, aluminum crown and steerer tube, and an aluminum Maxle Lite 20mm thru-axle, the total weight comes in at 6.25 lbs., very respectable considering the steel stanchions. An interesting thing about this particular fork is that RockShox produces it with a tapered steerer tube. This, in conjunction with the tapered head tube of the frame allows the benefits of a standard 1.5" headtube, without adding much additional weight.
Taking care of the rear end damping is a Fox DHX 4.0. Once again, Specialized went with tried and true technology, and the Fox shock has no problem living up to this. The DHX 4.0 has a number of external adjustments, which makes tuning on the fly no problem at all. External rebound, and ProPedal are within easy reach, thanks to smart placement and loads of room around the shock itself. The spring preload can also be adjusted to get the feeling right. As was mentioned, for the first time on an SX Trail, the Fox rear shock has a schraeder valve. What this valve allows is the air volume in the shock to be adjusted using a shock pump. This lets riders dial in the tuning range of the shock, so no matter how hard or plush you like your suspension, finding the "sweet" spot is now possible.
With good suspension, there comes the need for lots of stopping power. Thanks to Avid brakes, riders need not worry about entering a corner too fast, and a light brake check isn't going to rob you of all your speed. As most people know, there is nothing more disappointing than reaching the bottom of a run only to find your fingers frozen in place, causing agonizing pain. The bike comes equipped with Avid Elixir R brakes, so you can relax your fingers. No need for white fingered stopping anymore! Just as the popular Juicy 7's did, these brakes work amazing. A convenient, tool free reach adjustment allows any rider, no matter what size hand to find the perfect fit. The reach adjustment allows the lever itself to be moved away, or closer to the bar depending on the length of your fingers. Avid also uses a technology they call Power Reserve Geometry, to maximize the leverage your finger naturally has. The pivot of the lever is closer to the bar itself, and the lever moves in an arc that is close to the same motion as your finger. What this does is prevents excess fatigue, and delivers more leverage to the brake lever, creating more stopping power. The Elixir R also sports a split clamp design, so riders looking to use SRAM's Matchmaker system won't need to swap brakes in order to do so.
As SRAM gains more ground in the bike industry, it's really no surprise that the drivetrain of the SX Trail is comprised of mostly SRAM parts. Taking care of the rear shifting is the proven SRAM X-9 derailleur, mated with an X-5 shifter pod. Although the bike begs to be ridden on tough downhills, riders looking for a little "extra" excitement can shift down into the small front chainring, and begin the climb back up. Continuing what seems to be a familiar trend these days, the SX Trail comes equipped with two front chainrings, and Shimano SLX direct mount front derailleur. That's not a typo, the Shimano front derailleur is the only non-SRAM part to be found in the drivetrain, and a SRAM X-5 shifter pod is still used to make it move between the two rings. The interesting thing about the direct mount front derailleur is where it is in fact mounted. Specialized has designed a special tab on the chain stay itself to accept this type of derailleur. Mounting the derailleur on the chain stay ensures it moves with the chain as the suspension moves through its cycle. Coupled with a Gamut Shift guide, dropping your chain due to having two front rings becomes a thing of the past. Driving the chain around these chainrings is a set of Truvativ Stylo cranks. The stock length is 170mm, and the cranks revolve inside of a Truvativ Stylo outboard bearing bottom bracket.
Putting the power to the ground can be a problem without a decent set of wheels to roll on. Keeping the bike rolling in style, is a job for none other than a custom set of DT Swiss rims. Blood red in color, DT Swiss F550 rims have a wide, 30mm profile, to keep them running true. The rims are laced to Specialized hubs using stainless, DT Swiss spokes. The rear hub has a hollow 10mm bolt on axle to ensure everything stays tight, and in place. Rounding out the set of rims is a pair of Specialized Clutch SX tires. The tires have a soft dual compound which ensures maximum traction through a long life.
How Did It Ride?
With the start of the season getting rained out, the bike was handed many mud pies. Time and time again, the weekend would arrive just in time for more rain. Here on the west coast rain is to be expected, so I did my best not to let it get to me and went riding anyways. Now, one thing about when it rains here; it pours! The sheer amount of rain often has a tendency to make easy trails seem like nightmares. The beginning of the season saw many mudslides and washouts on the local mountains, and the trails were in a state of ruin. It wasn't until around April that we actually saw sunshine, and lucky for us, it was a sign of things to come.
First impressions of the bike were exactly what you would expect. Everything had that "new" feeling to it, and aside from minor adjustments such as seat height and tire pressure it was ready to rock. The cockpit felt comfortable right away, and I was surprised to find how comfortable the bars felt, considering how narrow they were (Note they are wider on 2010 models and can be cut to suit a rider). The bike saw countless laps on the local hill, as well as a trail I had been working on during the winter months. To experience different terrains, some traveling was in order. A few good trips later, the bike had seen riding in Kamloops and Whistler, and on some of the not so local, but still close to home trails.
Handling
Having spent lots of time on my 2007 SX Trail, and later a 2008 SX Trail, I was eager to find out just how the 2009 model would stack up against its older siblings. One thing I loved about the SX Trails I owned, was how they seemed so responsive. No matter what, mid air, half way through a corner, the bike was always there and responded accordingly. My bikes were built up in a way that they weren't exactly lightweight, but they were easy to maneuver in the tight spots. The 2009 was no different in this respect. Judging from some of the parts, I got the impression that it would be a little sluggish. This was quickly put to rest the first time I mashed on the pedals. Like an untamed horse, it sure had some giddy-up and go! Accelerating from a stand still was something that I once frowned upon, but soon came to enjoy. As some of the local trails have flat sections where pedaling is necessary, it was nice to be riding a bike that didn't seem to work against me and rode light.
It soon became apparent that recovering from slow corners was not as hard as I thought it would be. The effort involved in getting the bike back up to speed was minimal in all but the worst corners. When I started to get confident in pedaling out of corners, I soon realized just how close to the ground the pedals often were. A number of times I found myself mashing a pedal into the ground, most likely because of how far I found myself leaning into corners. The bike seemed to give me the feeling that loosing traction was out of the question, so leaning in further felt natural. The harder I hit the corner while entering, the more spring I got as I exited. On the trail I built, there was a really tight set of berms, and every time I hit them, I failed to notice the rear end flexing. The short chainstays made for easy manuals, and getting the front end up and over obstacles was no problem. They also worked wonders when it came to tight corners. Even though the wheelbase was actually lengthened slightly, the bike still rode as if it were on rails.
Not only was cornering a whole new experience, but carrying speed through rough sections was along the same lines. One thing I did notice while traveling at speed, not only did the bike want to stay in a straight line, it was easy to correct if I needed. The small bump sensitivity has definitely improved over previous versions, and helps a lot with the over all feel of the ride. While descending, the suspension seems to soak up every little bump in the trail and makes for a smooth ride you'd expect to find on a downhill bike. For such a simple fork, it worked flawlessly. RockShox has done something right with the Domain fork, and it takes the big hits as easily as it does the small bumps. Near the end of its travel, the fork ramps up and gives excellent bottom out resistance. I ran into a few situations where I landed nose heavy, expecting to get thrown over the bars, but to my surprise rolled out of it.
Other Notes
There were a few things that stood out even on the very first ride. The updated suspension system was just the icing on the cake for the SX Trail. Since it soaked up bumps like a DH bike, I was under the impression it would jump like one as well. I found this to be the exact opposite, and the SX Trail is still true to its roots. The bike is not only capable of tackling gnarly descents, but it is a playful little bike, and finds itself right at home doing jumps. Tight, technical trails are where the SX shines, and I can't remember riding a bike as enjoyable. It really stood out to me just how nimble the bike felt. Grooving down the trail, it was easier than ever to get 'pop' out of the bike. At no time did I find the bike feeling sluggish and unresponsive. The rear end on the bike is as stiff as it gets. Specialized used a new process to create the chain stay and seat stay tubing, and in doing this they were able to not only make them beefier, but no weight was added. There is a nice added touch on the chain stay, and it comes in the form of a custom protector pad. Rather than having to deal with wrapping an inner tube around the chain stay, Specialized has made it easy, and included a molded plastic protector. A beefy layer of rubber keeps the noise down, and provides a nice cushion for the chain.
Any Issues?
As nothing is 100% perfect, I did manage to find a few flaws with the new bike. As I mentioned before, the first time I jumped on the bike I noticed how narrow the bars were. The bars that come stock on the bike are only 660mm(26") wide. Although they were manageable, wider bars would have given a bit more control when the trails got really rough. Specialized has already realized this, and the 2010 SX Trails will come stock with 750mm(29.5") wide bars.
Another thing I noticed a little later into the test, the end of the seatstay tubes are open, and mud had a tendency to get into there. Although it is not a big deal performance wise, it was a pain to try and wash the mud out. The fact that there is bearings really close to the holes made me think twice about grabbing the garden hose, and simply spraying it down. I never really noticed this to be a problem until I heard a weird rattling noise. It took awhile to figure out where the noise was coming from, but it was an easy fix - dried dirt in the tube.
As my bike has seen many shuttle runs and a few crashes, the paint is starting to show some wear. The finish itself is fairly thin, so although it doesn't chip like conventional paint, it shows scratches easily. The majority of scratches on my bike are the result of shuttling up rough roads, and quite often they were from a pedal or brake lever violating the frame. In areas that see a high amount of wear, such as the top tube and near cables, the finish has held strong, so there is some durability to it. The scratches are not an issue for performance in any way, but may hurt the resale value if you ever decide to part ways with your bike.
For some odd reason, Specialized still routed all the cables on the bottom of the down tube. As I mentioned above, my bike saw plenty of rough shuttle runs, and near the end of the test they were starting to take a toll on the cables. I see this being an issue for people who simply use a blanket to cover the tail gate when shuttling, because the force of a good bump is all it takes to squish a shifter cable or even worse, rupture a brake line. To prevent this from happening, I usually take one of my shin pads, and wrap it around the down tube. This can be a pain sometimes, especially when the down tube is covered in fresh mud. The last thing you want is the inside of your pad getting caked with mud. I'd like to see different routing options for all of us that don't use bike racks.
Interesting Fact
Just a few weeks into the test, my friend Jordan and I, decided to go do some trail work and finish the day off with a few quick laps. When we arrived at the trail head, things took a turn for the worst. As I was backing my truck into the usual parking spot, I didn't realize just how close I was to a tree directly behind me. I quickly came to a stop when I felt a sudden THUD! I pulled my truck ahead but the damage had already been done. I have a Dakine tail gate pad on my truck, so both of our bikes were sitting with the front wheel over the tail gate. Surveying the damage I came to realize the SX Trail took all of the impact. The front wheel was a write off, as it got bent around my bumper. There were a number of broken spokes, and there was no physical way to take the banana sized kink out of the rim. It was a disappointing way to end an otherwise great day. The following Monday, I phoned the local bike shop to see about getting a replacement rim. They are a Specialized dealer, so I figured they must be able to get replacement parts. This was not the case however. Little did I know, the rims on the SX Trail are pretty special, and not available to the consumer market. The next thing we tried was calling Specialized directly to see if they had any spares. Once again, it was a failed attempt. We found out that the rims used are a special run, and only a limited number is made for each year. The rims are wider than a DT 5.1 and lighter than a DT 6.1 - but not easily available to the post consumer. I simply had to bite the bullet, and mounted up a spare front wheel that I had to continue the season.
Please visit Specialized's website to learn more about the SX Trail and all of their other cycling offerings.
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to address the problem with cable / hose damage on the downtube, the trick is to find some lexan (polycarbonate) sheet or a Mr. Crud "Crudcatcher" (or any similar plastic front fender) and trim it to fit the underneath of the downtube to cover the cabling from rock strikes and uplift damage
the cool thing with the downtube cabling is that the cables and hose are held by plastic clips which are bolted into 3 threaded mounts underneath the downtube - if you use a slightly longer bolt and space out the protector with a washer, you can bolt your homemade downtube protector into place using these threaded mounts to provide a 100% secure setup (no zip ties needed!!)
works on the newer Big Hits and Enduros too
buy a new wheel and sell the PArts from the old one, Get a Ringle' with an mtx.
....my 2 cents
But maybe that is just me... The new design is nice, but I feel it's geared more for downhill rather than the older one which was great for downhill/freeride, but you could actually climb well up hills with it, so it was a great all round bike... This new one doesn't have the climbing abilities.... Does anyone else agree ? I did test out the base model though, so maybe it required a better part spec... ??
.... HACKA HACKA !!!