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downhillnews NoSkidMarks's photo
Oct 15, 2014 at 7:55
Oct 15, 2014
Yeah I weigh 210 no issues really with weight of it. The 100+ hours between service is very nice.

downhillnews NoSkidMarks's photo
Oct 2, 2014 at 19:30
Oct 2, 2014
How are you liking the DVO?

downhillnews trentbonaphoto's video
Sep 29, 2014 at 20:35
Sep 29, 2014
video
I like the colors and environment the riding looks fun and high speed.

Added 2 photos to 2014
Sep 21, 2014 at 8:02
Sep 21, 2014
Selling
Sep 21, 2014 at 8:02
Sep 21, 2014

Cane-Creek-Double-Barrel-Air-CCDB

$400 USD
8.75" by 2.75" Am selling a freshly bebuilt CCDB Air the shock has not been ridden since its rebuild. Includes no hardware!!! DBAIR Twin Tube Technology Exclusive Twin Tube Technology circulates oil continuously through the damping valving to achieve highly controllable, independent damping for both compression and rebound strokes. This unique design moves oil through externally adjustable valving instead of the main piston, allowing for superior tunability and eliminating the need for internal valving changes to achieve proper shock setup. The video below explains this concept in more detail. Features Twin-tube damping for unparalleled small bump sensitivity and adjustability Precision-machined parts for maximum performance and reliability Auto-adjust negative air spring Four-way independent adjustability Tunable Air Volume

Added 6 photos to 2014
Sep 20, 2014 at 14:49
Sep 20, 2014
Selling
Sep 20, 2014 at 14:48
Sep 20, 2014

Profile Elite Stans Flow EX ZTR Custom Wheels

$550 USD
Looking to sell my 1 year old custom built wheels. they have blue Profile Elite hubs in 20mmF and 150mm by 12mmR hub sizes. These have DT spokes and nipples the wheels weighed 1820 grams!!!!! The hoops are good and roll true. I just installed Michelin Wild Rock'R 2 tires. They have 4 rides on them! TIRES "Traction, we have met your master, and its name is Michelin Wild Rock'R2 Advanced. There is more rubber in the massive, square shoulder knobs than in the entire mass of knobs found on other tires, especially those of the "fast-rolling" variety. With flat, ramped, moderately spaced center knobs, the Wild Rock'R2 spins up hill faster than expected, based on its weight and super sticky rubber. Make no mistake, however, the Rock'R2's sole purpose in life is to charge rough terrain and make you like like a hero doing it. Two editions, Gum-X and Magi-X, are available for your riding pleasure. Gum-X Wild Rock'R2 tires are recommended for rear wheel use, featuring a dual compound structure of 55A-durometer center knobs and 53A-durometer shoulder knobs. While there is no doubt that grip is the main goal of the Gum-X compound, there is a slight concession to wear resistance in this combination. Michelin's Magi-X compound, on the other hand, is fully intended to maximize performance. With ultra-slow rebounding shoulder knobs providing pro-level hold, and a center tread balanced for traction and responsive braking, Magi-X is better suited for front tire use. Michelin's Reinforced Technology places a high-density, bead-to-bead breaker ply under the tread for supreme puncture and pinch flat resistance. This lets you rail with confidence—confidence boosted with the staggering effectiveness of the Wild Rock'R2's tread design, rubber compound, and robust construction." HUBS "Profile Racing's bulletproof hub design comes to the world of 150mmm hub spacing. The hub is designed for a 12mm thru axle (such as the Rock Shox Maxle) (not included.) ISO disc brake mount. Shimano/Sram compatible 9/10 speed driver. 32 or 36 spoke hole drilling. Tall flanges use shorter, stiffer spokes, and centered flanges allow wheel to be virtually dish-less for added strength. Flange Diameters: 59mm Center to Drive-Side Flange: 26mm Center to Non-Drive-Side Flange: 28mm 150mm OLD 12mm Thru Axle (no Skewer) weight: 356g/12.5oz" RIMS "With multiple World Cup and World Championship victories already in the books, improving the legendary Flow wasn't easy, but input from the best riders in the world and countless hours spent sweating even the smallest of details has led to a rim that redefines what even we thought was possible. The Flow EX is lower, wider, and meaner, offering a lower profile sidewall and redesigned Bead Socket Technology for maximum durability and tire seal on even the most punishing of technical trails. At the same weight as the original Flow, the new EX offers 14% thicker sidewalls for maximum dent resistance and a 33% thicker spoke bed for added pull-through strength. Increasing the outside width of the rim to 29.1mm and the interior width to 25.5mm let us reshape the bead socket for an even tighter seal and allowed our internal arch to add even more stiffness to the rim's structure. The Flow EX: the strongest, fastest rolling, and best sealing tubeless rim available for 26-inch, 29-inch and 650b tires sizes just got even better."

Added 2 photos to 2014
Sep 15, 2014 at 18:06
Sep 15, 2014
Added 1 photo to 2014
Sep 13, 2014 at 17:48
Sep 13, 2014
0 comments – Add comment
Selling
Sep 13, 2014 at 17:47
Sep 13, 2014

Hope Stealth Tech V4 Evo Brakeset

$450 USD
Selling the brakeset they will have brand new pads in package included. Also they have the 203mm floating rotor option these have an MSRP of $75 a pop!!! These have braided lines..... Hope Tech Evo V4 brake details: • Intended for Downhill and Big Mountain riding • Quad piston design using staggered 14mm & 16mm pistons • 183mm & 203mm rotor compatibility • Solid, floating & vented rotor options • CNC machined 2014 T6 Aluminium construction • Titanium bolts (Stealth Edition) • Braided stainless steel hoses • Colours: silver (standard) or black (Stealth Edition) • Weight: 482g each (actual) including 203mm rotor & titanium mounting hardware • MSRP: apprx £250 inc floating rotor (vented +£50) "As we had these fitted to several bikes over the course of a few months the V4 proved easy to set up and get comfortable with. This was helped by the high quality finishing of both the adaptors and calipers, discs which remain virtually impervious to heat warping, and copious adjustment to both reach and bite of the brake at the levers. It’s worth noting that of all the brakes out there on the market, the Hope Tech lever seems to be one of the very best for riders with small hands. It allows for the independent adjustment of reach and bite, and thanks to this the brake can be set with the lever very close to the bar for easy reach. It also retains full power and a positive feel even when run this close to the bar, something that other brakes have been known to struggle with. We were supplied with both sintered and organic pads to test although given the weather recently we ran the sintered for the majority of the time. This is the same compound as used in the rest of their range and the pads are incredibly hard wearing while providing great feel and control to enable easy modulation of the power. Bite is firm but beyond the initial contact of pad to disc there’s a wealth of control available; the V4 is certainly no on/off switch. Comparing the brake directly to the new Saint, as many others are also likely to do, there feels to be similar power and control but the way in which they go about providing this is certainly different. Where the Saint could be described as slightly soft around the bite point, the Hope much more positive, although not as good as the outgoing V2. This is normal on brakes where the pistons are of differing sizes as the pad doesn’t make perfectly square contact with the rotor initially. Beyond that initial bite though and there’s little further movement available from the Hope lever, the modulation instead coming from altering the pressure on the lever from your fingers. Having been a long-time fan of Hope brakes it would be easy to say that the Hope is better, but that avoids the subtleties. All the top brakes work very well on the trail and that’s what we’re testing here; dyno figures are all very interesting but they don’t count for anything if the end result is a product that doesn’t instil confidence. The Hope feel is powerful, controllable, and gives very precise feedback to what the brake is doing, relative to braking effort. Subtle changes around the point of locking enables a rider to maximise their control of the bike, a must in greasy conditions, and the intuitive nature of this means its very easy to get used to them."

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