Yeti SB5c - Review
Yeti Cycles worked hard to keep the details of their latest trail bike, the SB5c, under wraps until development was completed and production was underway, which is why details about the new bike have been nearly nonexistent, at least until now. The SB5c is a full carbon affair, with a 67° head angle and 127mm of rear travel via a very unique suspension design called Switch Infinity, the details of which we'll be diving into shortly. Earlier this summer, Yeti granted us a behind-the-scenes look at the new bike during a visit to their headquarters in Golden, Colorado, along with a chance to put one of of the first production models through its paces back home in the Pacific Northwest. Available in five sizes, from XS to XL, the SB5c will be offered with several different build kits, starting with an X01 equipped version for $6599. Our test bike came shod with ENVE's M60 wheels and a dropper post, which boosts its price to $8999 USD.
SB5c Details
• Intended use: trail
• Wheel size: 27.5''
• Rear wheel travel: 127mm
• Carbon fiber frame
• Switch Infinity suspension design
• Fox Float FIT CTD 140mm fork
• Sizes: XS, S, M, L, XL
• Colors: turquoise, black
• Weight: 26lb (size M w/o pedals)
• MSRP: $8999 USD
Frame Design
Yeti's bikes have always been curvy, eye-catching affairs, a tradition dating all the way back to the rounded stays of the ARC hardtail from the early 90s, and the SB5's carbon frame continues this trend. With the exception of the seat tube, there's hardly a straight line to be found – even the chain stays have a slight upward curve to them. Yeti hasn't given in to the
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 Yeti's attention to detail is evident on the SB5, with everything the from the head tube badge to the front derailleur cover done up in the company's signature style. |
Switch Infinity Suspension Design
Three years in the making, and developed in collaboration with Fox Racing Shox, Yeti Cyles' Switch Infinity suspension design is unlike anything currently on the market. No, that's not a second shock located just above the bottom bracket, despite what the distinctive color of the Kashima coating might lead you to believe. It's actually two short rails, the heart of Yeti's “translating pivot” suspension configuration. Initially, as the bike goes through its travel the carrier moves upwards on the rails, giving the bike a rearward axle path for improved pedaling and small bump absorption. As the rear wheel goes deeper into its travel the mechanism moves downwards, reducing the amount of chain tension for better big hit performance. The unit itself doesn't actually move that much – about 4mm in either direction – but when you attach a 17.4 inch lever to that (the length of the SB5's chainstays), it does make a difference in the bike's wheel path.
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| The SB5c's rear wheel path is dictated by the two Kashima coated aluminum rods housed just above the bottom bracket. |
The description of how the Switch Infinity works may sounds very much like how Yeti's Switch eccentric system behaves, but according to Steve Hoogendoorn, Yeti's vice president and one of the designers of the new system, “The motion is similar between the two, but mechanically there's a really big difference. With the eccentric we essentially have a really, really short link – something that's less than 15mm, whereas the mechanical analogy for the rail is the exact opposite. Instead of creating a short link, we're creating what's essentially a link that's an infinite length long. That difference allows us to not have the feeling of the suspension locking up, and it opens doors due to the flexibility of the system. We're able to tune wheel path and anti-squat extremely precisely and accurately, which we couldn't do as easily with the Switch.” Another advantage of the Switch Infinity system is the weight savings it brings to the table – this new layout saves 100 grams over the previous eccentric system.
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| Countless test miles were put on prototypes of the Switch Infinity system while Yeti refined it into what it is today. |
Various prototype “mules” were scattered about during our visit to Yeti's headquarters, visual evidence of the multiple iterations the new system has gone through. As the concept began to approach reality, Yeti contacted Fox Racing Shox in order to harness their knowledge of bushing and stanchion technology, as well as their testing capabilities. One of the biggest concerns for the system was weather. Although the frame design does protect the back of the unit from any direct mud or dirt spray, it's still rather exposed to the elements, especially considering its positioning on the frame. Fox's test facility includes machinery that can cycle suspension elements millions of times while they are submerged in anything from water to sand, allowing the engineers to see how they hold up in the worst of the worst conditions. Five different types of bushings were tested, and in the end, Yeti's designers ended up choosing to go with the same ones that Fox uses in their suspension forks, with seals from Fox's off-road division.
The unit itself is fairly simple, and it can easily be removed from the frame if necessary by unscrewing the four bolts that hold it into place. Each aluminum shaft is surrounded by a bushing and two dust seals, and a grease port is located on each one to keep things running smoothly. A hollow axle runs between each of the two rods and sits on sealed cartridge bearings. This axle threads into the driveside of the frame, and is then locked securely into place using an expanding collet system. As to whether this system could be adapted to longer travel applications, be it in the form of a SB66 successor or even a full blown DH bike, Peter Zawistowski, Yeti's engineer said, “The length of the rails doesn't change that much with different amounts of travel. It's more where the rail is located and the angle of the rail, along with where the link is located in relation to the rail. Regardless of the travel, that motion doesn't change that much.”
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The fact that the SB5 has Kashima coated rails tucked into its carbon frame should provide enough fuel to keep armchair engineers yammering away in the forums for the next year, but speculation only goes so far, and what really matter is how the SB5c rides in the real world. We were able to convince Yeti to send one of the first production models up to the Pacific Northwest, where we would be able to see how it handled our steep, rooty, twisty, and often wet, trails.
Climbing
Suspension set up on the SB5c was quick and easy – the Switch Infinity system doesn't require anything strange as far as rear shock set up goes, and once the Fox Float CTD was set between 25-30% sag depending on personal preference, numbers that ended up being close to body weight, the bike was ready to go.
This season has seen a bumper crop of bikes that are mediocre climbers and excellent descenders, which is fine if most of your riding involves dirt road climbs and rowdy descents, but it's not as great for those rides with an elevation profile that looks like the EKG machine readout, with both technical climbs and descents. That's where the SB5 comes in. Weighing only 26 pounds, and shod with the fast rolling Maxxis Ikon in the rear, this bike is a climbing fiend, whether it's grinding out the miles on a long, sustained section of singletrack, or sprinting up a wall of roots that requires extra-precise wheel placement to avoid losing traction. It's a bike that encouraged out of the saddle sprinting, typically to the dismay of my riding partners, who were no doubt wishing I was testing something ten pounds heavier.
The SB5's lack of pedal bob is sufficient enough that a good portion of my time aboard the bike was spent with the rear shock flipped into Descend mode, especially on trails with chunky climbs that required as much traction as possible. It was on those type of trails that this bike ended up being the most fun. Yes, it is possible to use the words 'climbing' and 'fun' in the same sentence, particularly on a nimble, light bike that makes it easy to unlock the tricky sequences that would stymie a more cumbersome, less maneuverable machine. The bike felt well balanced, and even when speeds slowed to a crawl, a little hop here and an extra pedal stroke there would keep the SB5 deftly picking its way up the hill.
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| Okay, so maybe it's not always raining in the Pacific Northwest, but there are still plenty of roots and rocks. |
Descending
The SB5c retains its nimbleness on the descents as well, and on high speed, smoother sections of trail it's like riding a hummingbird, effortlessly zipping in and out of turns, but with enough stability that it never felt twitchy. It doesn't ride like the Cadillac its numbers (a long top tube and 442mm chainstays) suggest, with handling more on par with that of an Indy race car, giving it the ability to bob and weave around corners with pinpoint precision. The bike's top notch handling can make it easy to get a little over-excited and forget that this is a trail bike, not an all-mountain rig - on really rough, chopped up sections of trail it was necessary to rein it in a bit to avoid getting bounced off line. This wasn't anything to do with the frame itself, as its stiffness both climbing and descending was excellent, but more to do with the combination of the bike's light weight, low profile tires, and 127mm of travel. This is a trail bike through and through, and it excels at its intended purpose. For those big, all-day backcountry adventures, the type that are available within close proximity to Yeti's Colorado headquarters, the SB5 is a stellar companion, a bike that can make the climbs feel as painless as possible, and remain extremely well composed on the descents.
What about the Switch Infinity system? Well, its transition from upward to downward movement was seamless, providing a good platform for standing up and sprinting, while also having travel in reserve for the bigger hits. There were no harsh bottom outs, even when using all of the travel on larger jumps and drops. The only time I noticed anything slightly different than expected from the rear suspension was on a portion of trail that has a rhythm section consisting of five or so smaller jumps in a row, with many of the landings leading directly into the takeoff of the next jump. When the bike first touched down there was plenty of support, but the simultaneous combination of landing and preloading for the next jump occasionally made the bike sink further into its travel than expected. It took a fairly specific set of circumstances for this to occur, and it wasn't detrimental to the handling, it just took a little getting used to. Otherwise, the mechanism itself was silent, even after being given a good soaking and a mud bath from a summer storm. The true test would be to ride it over the course of an entire season, but so far there's no reason to expect that it should require anything out of the ordinary when it comes to maintenance, and it's a good deal easier to service than the eccentric unit that preceded it.
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Component Check
• Maxxis Ardent 2.4 and Ikon 2.2 tires: The Ardent / Ikon combo would be great for most Colorado style riding, which entails miles of hardpacked, and often dusty trails. In our neck of the woods things tend to be wetter and steeper, and trading in the Ardent for something meatier would be on the short list of recommended component swaps. The Ikon rear tire's super low profile tread pattern also had me a little skeptical at first, but in dry to slightly wet conditions it performed much better than expected, especially set up tubeless and with reduced air pressure. It's still something of a specialist, and it wouldn't be ideal for really wet or steep, loose terrain, but for summer time trail riding, when the trails are typically running hard and fast, the Ikon's low rolling resistance will let you go even faster.
• Easton Haven bar and Thomson Elite stem: Our test bike came with a 740mm Easton Haven carbon handlebar and a 70mm Thomson X4 stem. They're both well made, high end components, but the trouble is that one's a little too short and the other's a little too long. Yes, 740mm is probably perfect for some, but why not spec a wider bar and give riders the option of trimming it down? These are little details, but just because a bike has less travel and is intended for trail riding doesn't mean that the benefits of a wide bar and short stem don't apply. Plus, Yeti's geometry, which has traditionally favored longer top tubes than many other companies, lends itself perfectly to the use of a shorter stem.
• Fox 34 Float: With seven different settings in the Trail mode, having a fully open Descend mode almost becomes unnecessary. The fork's progression from supple beginning stroke to a firmer ramp up felt a little sudden - the beginning portion of the travel is extremely soft, but then it stiffens up quite quickly as it goes through its travel. No doubt this is Fox's response to complaints that prior versions dove through their travel too quickly, but it seems as if this progression could be slightly less abrupt, providing a more gradual ramp up.
• ENVE M60 wheels: The M60 wheels didn't give us any problems, and certainly added to the overall liveliness of the bike due to their stiffness and vibration damping. As to whether they're worth the over $2,000 upcharge, well, that's between you and your wallet.
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| Fast and playful, the SB5c is happiest bounding from one side of the trail to the other. |
Pinkbike's Take:
 | The SB5c is an excellent addition to the Yeti family, a well executed trail bike tailor made for those long rides that are the epitome of mountain biking, rides chock full of long climbs and hopefully even longer descents. We'd make a couple small changes to the bike's tires and cockpit, but other than that it's ready to rocket up and down the trails right out of the box. Light, fast, and most importantly, fun, the SB5 fits our definition of how a trail bike should behave. We've been fans of Yeti's Switch suspension technology since its introduction, and the sentiment continues with the new Switch Infinity design. The fact that Yeti has been able to make the system lighter and simpler without losing any of the traits that earned the previous version praise is impressive, and we're excited about its potential, especially when it comes time for Yeti to release longer travel offerings. - Mike Kazimer |
www.yeticycles.com
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www.youtube.com/watch?v=gfESIGj46-Q
There also isn't a huge amount of breakthrough here. Just another way of accomplishing something that's marginally better, at a huge weight and complexity price.
Just saying
I only say this because at the end of the day, all rear suspension designs control chain tension and leverage ratio. Some use virtual pivot points, some use linkage driven single pivots, but they aim to do the same thing, which provide their interpretation of what is a good leverage ratio and a good amount of chain tension to resist pedalling forces. All these things, regardless of marketing spiel, are associated with compromise. It's impossible to have small bump compliance when the bikes initial rearward axle path tensions the chain for small (pedalling) forces. A design which uses chain tension to stiffen the rear end will be less active under pedalling, and hence will be less compliant on technical climbs relative to a more active design (less chain tension). However the more active bike will be less efficient... It's a trade off. Every brand has their interpretation of what they believe is the best amount of chain tension, and every rider wants something different (which is based on a huge set of criteria such as aggression, type of trail, terrain etc). The same applies to leverage ratio, where some riders like a linear feel, others like progression, mid stroke support, ramp up near bottom out etc.
My point is, all these bikes do a variant of the same thing, but marketing puts a name to it, and sells it as better, yet it's the same trade offs. So again, I don't really know what this suspension design brings to the table. Maybe the rail is better than a pivot.
Only time under consumer abuse/use will show how good the bikes are, and I'll happily accept that it works if it survives without too many complaints from real riders. I imagine the testers knew the system inside out, and knew how to properly look after it, with out stuffing it up.
1) offering a bike at a price tag most users cannot afford or are not willing to afford
2) incorporating new technology
on a sidenote: it's exactly the same in the German bike forums, but I thought Americans were more open to innovation.
Thank god bike forums didn't exist in the 90s, otherwise we might still be running rigid bikes.
BTW, Awesome riding, awesome write-ups!
Would you ride it with a Fox 36? Or is that to much for the frame?
And maybe I would have to wait till mr Graves stopped before I could fly past him, But I would still LOL.
i think the argument that "if you haven't ridden it, then STFU" is pretty hollow. it's clear from all the pricing/carbon haters here that no one has the money OR industry connections to ride/test every single new tech that comes out. Nor, do i think you need an engineering degree to figure out what works, or what has the potential to fail/weak points if you have years of riding different suspension designs.
Haha, do a little search on the 66, it did exactly that.
Comparing a pro rider, who rides in a very different way, and has a team of people supporting him to make sure his bike and kit are perfect is very different from the actual people who pay for these products and ride them without a mechanic following them round and replacing bearing every month is a very different story.
I've seen the frustrations of a die hard Yeti riding buddy of mine, who has been through THREE SB66C's and they have all fallen apparent on him. Bearings are sh*t, Switch link seized & wore the bearing seat in the the front triangle & the third one just cracked. This is the guy who has a Yeti tattoo for gods sake. Now he rides a Santa Cruz, and has no issues.
Considering the small number of frames they sell, the failure rate is mighty impressive.
-Says the guy that gets paid to ride one. @jaredgraves-No disrespect intended as you could mow 99% of this message board down in a race (on a shi$%y hardtail from the 90's). But a Yeti-sponsored rider telling potential consumers that a bike is amazing is little more than smart marketing...and that message should be taken with a grain of salt.
Possibly what more people should be doing is just stowing the opinions until they ride it and understanding it may not be for them. By all means read the reviews, but don't take it as gospel that you will like a bike that the reviewer likes or hate one they hate. Surprise, surprise we all ride differently, with different needs around the edges of the two constants - going up and down a mountain.
And $8999... Sort of expect it nowadays. This is why I have a kidney for sale on ebay
ANYWAY.....
So ill keep it simple, besides, I dont know too many big fancy engineer type words, basically this bike and the switch infinity technology is a refinement of the old switch, it does everything a little better. Better small bump, ramps up a bit harder at the end of the stroke, better pedalling, Lighter Weight, and better reliability, and I dont know how many times I have to say that mud riding has no short or long term major issues for this bike (servicing and maintainence at some point is inevitable, just as it is on any bike. Do people really expect a bike to be 100% maintainence free?) trust me, its handles mud just as well as ANY other bike on the market), and the bike has refined geometry for modern day riding.
Seems to me that people are always afraid of something different, which no doubt this bike is, but if nothing ever evolved, we'd still be riding full rigid clunkers.
Without sounding like a keyboard wanker .... which I probably am .... It seems like the SB5 may be more suitable to the trails we have around Sydney, Blue Mountains & Central Coast than the SB66. We don't have a lot of rides with prolonged descents so the SB66 while being a great bike, and one I happily admit will never have the skills to ride anywhere near its limits, felt wasted on the type of trails I would regularly ride ..... kind of like driving an F1 car on a go kart track is guess, you know its good but its not the right place to get the most out of it. The points you raise of "better pedalling, Lighter weight" are two of the things that disappointed me with the SB66 purely due to the nature of riding near me where a lot of pedalling is require to maintain momentum, which no reflection on what overall is an incredible bike. If I was riding places like Mt Buller regularly I would buy a SB66 in a heartbeat due to the glorious long descents, but as I sadly don't have these rides available I started looking for in other brands offerings in a 5 - 6 inch travel bike that will allow me to do those places when I travel but also pedals well enough to have fun on local trails ..... looks like I will wait to ride the SB5 before making the final call on the next bike as it sounds like it may be more suited to my local trails.
Thanks again mate and all the best with the remaining rounds of the EWS, bring that trophy back to Australia!!!!!
And thanks for the laugh Triber66, you're a good sport.
I can't see anyone throwing down that much cash for a bike that only has 127 mm of travel. (That comes out to $77 per mm after tax!!) My guess is with all the way better options out there, they'll sell something like 6 bikes total.... world wide.... maybe 8 if they have another color option!
If I'm not wrong this is a big trend on the market or I missed something.
How can you miss that ? There is no more enduro bike in your catalog and you release a third trail bike (SB95, SB75 and now this SB5)?
That's really a joke. 2 years I was waiting for something from this company. I'm a yetifan, but here I give up.
My money will go for a Spe Enduro or a Canyon Strive CF.
I'm so disapointed...
I'd put money on the ~160mm bike being launched in the near future and when Graves has done something with it, it will sell very well.
@brotherluke : lol. Luckily, I still have my good old 575... ;-)
Great looking bike though.
I am on an sb66c. It kills every other bike I've ridden as an all mountan/enduro/trail killing machine. It seriously stays glued to the ground on chunky descents and has almost zero bob uphill (even with the rear shock on D mode).
This looks like a more refined version without any patent royalites (which means Yeti can reinvest that money to keep making better and better bikes). I'd be interested to try this bike, but being in Utah I really can't wait to try a 6-7" travel version.
I see this bike as the new ASR5c... hopefully a replacement for the ASR7 rolls around with this tech - and hopefully in a 26" platform.
Either way that paint is sexy and it's refreshing to see a company continuing to develop suspension designs and not just retrofitting wheels on their current lineup and calling it a "new bike" (ie Specialized).
And for those of you who yack about price: Life is sweet when you're older and have a career that pays you enough to be able to save 8K in a reasonable amount of time to purchase one of these machines (reasonable being a year, or so. I'm not ballin, trust me!). The downside? Older (in my case going on 36), not as much time to train, wife, kids, longer recovery time for injuries, hard rides, etc. My point, rather, a point, I am trying to make is that a lot of us who have been riding since the days of Johnny-T, Palmer, DeMattei, Tinker, Vouilloz (in his Sun days with Martinez) and all of the old skool fools were at one point broke, young groms who were frustrated with bicycle prices. Unless a person is born into money, then he/she has probably been the yearning wide-eyed youngin that rides the Specialized S-works with the used manitou fork and mix-matched race-face-shimano components at the Mammoth MTN NORBA nationals with the Rocky Mountain jersey because the yellow and black color scheme looks cool, winning the sport class XC race against the kids he/she thought were "rich." Grow up, get a job, and keep riding.
Innovate > Complicate
Pls, put this on a 26 inch frame dudes
But the magic link would never work or fit in the new process frames so maybe not
Except for the cynical changing of standards to stimulate the market (cough....wheelsize....cough), we should encourage development. Good on Yeti for trying something new.
Have you ever seen any high performance product that doesn't wear??? you people amaze me. You all sound like you want to buy a bike that stays perfect its entire life without servicing it. Here's a tip, buy ANY bike, sit in your lounge room beside your computer and keep punching the keys on your keyboard. your bike will last forever.
Yeti don't exactly have the best history when it comes to making reliable bikes, past or present.
This looks like a VERY complicated way of slightly altering a single pivot design if you look at the kinematics. Coupled with a yeti badge = trouble
Then I started to read this article, saw the X1 drivetrain and immediatly assumed that this bike like so many others these days comes as a 1x only.
But I read on regardless and voilà, it doesn't!
Hooray for Yeti!
Riding hardtails only and if it's not singlespeed then a 2x drivetrain, this bike looks and reads very tasty.
I'll definately consider buying this frame when I'll be looking for a full susser, next year. Let's hope they keep it in production long enough.
Don't really see the point of this bike. If it's only got 127 mm of travel why do you need a fancy expensive pivot design . Review didn't exactly make it sound like a game changer or clever idea, just a bit different in certain situations. Dread to think of the spares cost in a few years.
So why the crazy price tag?
if you dont want new tech, buy old tech. Simple. Stop groaning about the fact you cant afford it / dont need / dont want it...
I remember an old timer telling me he still doesnt see the need for disc brakes... doesnt mean he is right, or any of you tech haters...
I also wished that this initial offering had more travel, more descending orientated. a 66 or 66.5 degree headtube and at least 140mm of travel i think would have made more sense given the current market trend/offerings
And Matt, the public doesn't test bikes for 500+ hours because we're not releasing a bike to the public. In addition, someone who has ridden the bike for countless hours and, i would assume, has given the designers input into how it rides, his comments on the bike in question are definitely not out of touch (he hasn't commented on the price though).
3 years of testing without major service?
3 years of testing in Megavalanche mud?
3 years of testing with maintenance every 4 hours?
How long does cleaning take, and how thorough does it need to be?
Just look at acceptance of carbon as a material. Some potential Consumers didn't trust it until they could be silenced (relatively) by clips like the Santa Cruz test vid. Yeti would benefit greatly by providing evidence (assuming suitable evidence exists), but probably won't because it exposes them to too much risk. Which is hilarious considering they've taken the risk of putting the link on their bike in the first place. At least they could blame Fox...
Only sales and everyday joe testing will really show how this bike holds up to use from the testers that matter most, the consumer. As I've said in previous posts it'll be interesting to see if this system has advantages over a normal pivot, because it's really hard to find a truly poorly performing bike these days, and there is proven, high performance competition in the aggressive trail bike category; Bikes which also have firm pedalling platforms with nice mid and end strokes. There are also plenty of active suspension bikes in the same category which are also very good.
Someone has shown you the wrong Colorado trails. Dry yes, but steep and rocky for most intermediate/expert trails. I fully agree with the swap and think Yeti should stock this bike with a 2.4 Ardent in the back or skip those and put on 2.3 High Rollers.
If the theory is right and proven. I would expect other companies to adopt and improve this new way. But it does look sick!
1) offering a bike at a price tag most users cannot afford or are not willing to afford
2) incorporating new technology
on a sidenote: it's exactly the same in the German bike forums, but I thought Americans were more open to innovation.
Thank god bike forums didn't exist in the 90s, otherwise we might still be running rigid bikes.
This right here is why bike prices are getting out of control, becasue Yeti (and Intense and who ever else) releases excessively priced bikes that makes the industry think it's ok... companies like Specialized, Trek and Giant are rolling in the cash because now THEY can charge premiums (because these other companies do) on designs that they have already make their returns on 10 fold and people are paying it because the spending public now thinks it's ok too to pay that much.
This bike right here is an example of the reason, well above and beyond any wheel-size or frame material debate, why the bike industry is the way it is. Over-priced and under-performanced.
Want 6lbs of mud in your BB? You got it! Yeti does better when they bring in external suspension designs, because all they've really ever done is "Its got extra rails and stuff", and glorified single pivots in the 575, ASR-5, and ASR-7 bikes.
The current switch is super solid, but this is a futile exercise in avoiding a protracted legal battle with SC and getting devoured in millions of dollars of legal fees.
Yeti should have made enough duckets on the switch bikes to have brought in anybody who doesn't stare at any kind of rail and become aroused.
I like Yeti, don't get me wrong, the current gen of switch bikes are super solid, but really, you guys should just hire someone outside of the company or license someone else's designs. You have proven historically to be of average quality in designing your own.
Thats all from CO, its all conjecture. All of you engineers know that "the more moving parts, and complexity, the better"..... Yeti has a boner log for rails.
There are endless stories out there about wrecked SB66's. But you keep kidding yourself otherwise!
the yeti SB66 i owned was superb though still regret selling it.
When are you pedaling and experiencing a big hit at the same time?
They are saying that as it goes deep into its travel it gets less chain tension, exactly when you WOULDN'T be pedaling
It's going to be utterly useless in the mud. That thing has got unique, expensive replacement parts written all over it, for when it inevitably sh*ts itself.
Why can't they pick a system and stick with it?
Seems comical to me.
They ate bearings like fatties love cake, then Yeti repeatedly denied there was any issues and tried to weasel out of warranty claims.
Stick to riding bikes Jared
Descending
How well does it snap a gate?