REVIEW
RSD Triumph Hardtail
WORDS & PHOTOS Mike Kazimer
Ever since the first full suspension mountain bikes came to market, countless articles have been written announcing the 'death of the hardtail.' Yet, despite these proclamations, hardtails continue to survive, and a number of small companies continue to keep the link to mountain biking's early days alive. RSD Bikes, a new company out of Toronto, Canada, has tossed their hat into the ring, launching a line of steel hardtails that are available for every wheel size. We tested the Triumph, a bike meant to be something of a Jack-of-all-trades, with 27.5” wheels and a 140mm Fox 34 front fork. Available in sizes small, medium, and large, and in four different colors (blue/pearl white, silver/matte black, navy/pearl white, matte green/pearl white), RSD welds up the Triumph with either a Reynolds 853 frame or a full 4130 chromoly frame. The 853 frame-only price is $999 USD, and the full chromoly frame goes for $499. The price for a complete bike starts at $1999 and goes up to the $4499 version that we tested. Without pedals the Triumph weighed 27 pounds (
size large).
RSD Triumph Details
• Purpose: trail / all-mountain
• Wheel size: 27.5"
• Reynolds 853 frame, handmade in USA
• 12 x 142mm rear axle
• ISCG 05 tabs
• Weight: 27 lbs (size L, without pedals)
• Sizes: S, M, L
• MSRP: $999 frame only, $4499 USD as tested.
The Triumph's 44mm head tube allows for a fork with a tapered steerer to be run by using an external lower headset cup. The subtle bend of the brace between the seat and top tube adds to the bike's clean look.Frame DesignThe front triangle of the Triumph is constructed from air-hardened Reynolds 853 steel, and then welded to a chromoly 4130 rear triangle. The 44mm head tube permits both straight and tapered steerer tube forks to be used, and a gusset is in place between the head tube and down tube in a design feature intended to add additional strength to the bike's front end. Sliding rear drop outs allow for the bike to be set up as a single speed, or for the rear wheel position to be changed depending on what a rider prefers. Each dropouts is secured with two Allen head bolts, and there's a tensioner to provide extra insurance that the rear wheel won't slip under pedalling loads. The dropouts are designed to accept a 12x142 thru-axle, and the rear disc brake mount is attached to the dropout, so there's no need to realign the caliper if the wheel position is changed. Other features include cable guides for routing dropper post housing, and ISCG 05 tabs for running a chainguide.
Sliding dropouts allow the Triumph to be run as a singlespeed, or for riders to choose the geometry they prefer. A threaded bottom bracket shell, ISCG tabs, and clearance for fat tires adds to the bike's versatility.
Specifications
|
Price
|
$4499 |
|
Fork |
Fox 34 Float 140mm FIT CTD |
|
Headset |
Cane Creek ZS 44 |
|
Cassette |
SRAM 11/36 10spd |
|
Crankarms |
Truvativ XX1 175mm |
|
Rear Derailleur |
SRAM XO |
|
Chain |
KMX X10-L |
|
Shifter Pods |
SRAM XO |
|
Handlebar |
Easton Haven 720mm |
|
Stem |
Easton Haven 55mm |
|
Grips |
Race Face Half Nelson Lock-On |
|
Brakes |
Avid XO |
|
Wheelset |
Easton Haven 15mm F, 12x142 rear |
|
Tires |
Maxxis Ardent 2.25" |
|
Seat |
Race Face Atlas |
|
Seatpost |
Easton EA70 |
|
| |
| It's easy to forget just how efficient a hardtail is for climbing - out of the saddle efforts are rewarded with near-instant acceleration, and since there's no need to worry about flipping any rear shock levers or setting the right amount of sag, all that's left to do is ride. |
Fit / ClimbingOur test bike came equipped with half of the wide bar / short stem combination we prefer – the 55mm Easton Haven stem was a good match for the bike, but we ended up swapping the 720mm handlebars out for something a little more appropriate. The other immediately apparent omission was the lack of a dropper post, something that we would have expected to see on a bike at this price level, although there are cable guides in place for running one. At 27 pounds, the Triumph isn't XC race bike light, but it is light enough to take some of the sting out of extra long climbs, and the bike's single ring setup, with a 32 tooth X-Sync narrow wide chaingring paired to an 11-36 cassette was a good match for our local terrain, although we can imagine some riders may want to either run a smaller front ring or add on one of the aftermarket cassette adaptors that are starting to pop up to achieve an easier low gear.
It's easy to forget just how efficient a hardtail is for climbing – out of the saddle efforts are rewarded with near-instant acceleration, and since there's no need to worry about flipping any rear shock levers or setting the right amount of sag, all that's left to do is ride. While hardtails demand a more precise riding style, this precision makes it possible to dissect a technical climb without needing to fight against any rear suspension movement. Much of our testing period took place in less-than ideal weather and trail conditions – pouring rain (or snow), wet roots, and slimy mud puddles to kept things interesting, and to make already challenging climbs that much more technical. Luckily, the Triumph didn't have any trouble getting up those tangled messes of wet roots, and the longer top tube length gave us ample room to find a comfortable climbing position. After some experimentation, we found that running the rear wheel close to the middle of its range of adjustment felt best, giving the bike a balanced feel both on the climbs and the descents. This position equates to around a 430mm distance from the rear axle to the center of the bottom bracket. Sliding dropouts can sometimes be problematic, either slipping or creaking under hard efforts, but this never occurred with the Triumph, and it is nice to have the option to change the rear wheel position or convert the bike to a singlespeed for even more simplicity.
The Triumph's downhill prowess almost made us forget we were riding a hardtail. Almost. DescendingWhere there are some hardtails on the market that feel more like overgrown dirt jumpers, bikes that play well until the terrain gets technical, the Triumph isn't one of them. The longer top tube and fairly short chainstays combined with a 68 degree head angle work together to create a bike that doesn't have any issues diving into tricky root filled chutes or getting down steep rock rolls. Even on trails where we fully expected to get jarred and bucked around by the chunky terrain, the Triumph surprised us by how well it handled the rough stuff. Bear in mind, it still rides like a hardtail – you can't go blasting into rock gardens at full speed and expect to prance through without a care in the world – but the bike does an admirable job of staying composed and taking the edge of smaller trail vibrations. We kept the Fox 34 Float fork set in Trail mode for most of our time on the bike, finding that the slightly firmer compression setting was a good match to the rigid rear end of the bike.
The same geometry numbers that make the Triumph handle the steeps well do make it a little harder to get it airborne; the long top tube means it lacks the snappy 'pop' off the lip of a jump like a dirt jumper would have. Still, it didn't take much effort to figure out the best technique to loft it over mid-trail gap jumps and drops, and the Triumph's predictable handling never let us down. That predictable handling was what makes the Triumph excel on a wide variety of terrain - it's one of those bikes that feels comfortable and familiar after only short amount of time in the saddle, making it easy to focus on the trail rather than worrying about how it will behave in certain situations. Whether it was leaned over, cornering hard through tight berms, or rocketing down a smooth straightaway, the Triumph was well mannered, and didn't balk at anything that came its way.
Race Face's Half Nelson grips earned their keep, as did SRAM's X-Sync chainring, but the Atlas saddle was a little too firm for our liking.Component Check• Maxxis Ardent tires – The Ardents wouldn't usually be our first choice for a wet weather tire, since they lack the tall knobs and open spacing to dig in for traction, but they work well in most conditions, and the fast rolling tread pattern makes them a good choice for an XC / trail bike. They do require a little more attention and technique during hard cornering, and can feel a little under-gunned in the steeps, but overall the Ardent is a very predictable tire.
• X-Sync chainring – We didn't experience any dropped chains during out time on the Triumph due to the combination of a Type II rear derailleur and the X-Sync chainring. Now that 42t aftermarket cassette cogs are available, we'd imagine that would be a popular upgrade for a setup like this.
• Race Face Atlas Saddle – Saddles are a matter of personal preference, but the Atlas saddle is most definitely on the firm side of things, and the lack of padding in the sit bone are was noticeable on long rides. We don't have any complaints about the shape, but a little extra padding would go a long ways to make this a much more comfortable saddle.
• Race Face Half Nelson grips - The Half Nelson grips earned a spot on the short list of lock-on grips we like. They're constructed from a tacky rubber compound that kept our hands in place even on the wettest rides, and the raised portion on the underside of the grip added even more security. Plus, the thin profile ensured it never felt like we were holding onto the fat end of a baseball bat while riding down the trail.
Pinkbike's take: | Why would someone choose a steel hardtail over the growing crop of carbon-fiber, full squish wonder bikes? Well, for one, the simplicity of a hardtail can't be beat. With no bearings or bushings to worry about, the Triumph's steel frame should outlast the majority of the components that get hung on it. Plus, there's just something about cleaning a tricky section of trail without the aid of rear suspension that makes it a little more satisfying, and the Triumph's well thought out geometry goes a long way towards boosting the fun level to 11. Add on a dropper post, a wider bar, and maybe slightly meatier tires and you've got a recipe for a bike that should be a trustworthy adventure companion for years to come. Hardtails aren't for everyone, but RSD Bikes has cooked up a ride that deserves a look. - Mike Kazimer |
www.rsdbikes.com
D8: Read these comments again. If it were only the graphics things would be different but in this case pretty much everything is similar. Also, do you really expect people to know how 90's Kleins looked? Do you realise most PB members were riding tricycles at that point? You should make the switch to Retrobike or MTBR if you want to whine about kids not knowing anything about the (i.e. your) 'golden days'.
"The exact numbers might be different, but the general idea is the same"
D8: I'm familiar with Klien's epic paint (I've only ever seen the classic Attitude triple fades, vertical fades and candies), less so one with two contrasting colours dividing the frame horisontally. I think that claim's a bit of a push.
And FWIW putting sliding dropouts on a agro HT is just plain dumb. Crack'n'fail v.2 ...ATMO
@ Scythe888 , PP is a recent french/Andorra brand of "high end" components and frames.
The first 2 Shans were based on paint designs from famous CARS! - there is one based on the Dukes of Hazzard car and the one used here, based of on a Porsche 917 design from the 70's (dirtmountainbike.com/video-clips/fresh-produce-production-privee-shan-917.html) and i dont see where you get the ref to Keins- apart from two toning? -
now, seeing as PP based their colours on the cars from that article and applied it to a steel hardtail and then suddenly this similar looking beast also does a "common" split colour using almost identical colours - thats what has got peoples goat!
so, quite simply I, like many others, did a double take when we saw the thumbnail for this article and thought "Shan" and then were amazed to see something that resembled a cheap chinese knock-off, people were on the back foot from the start
we do not know if this is "better in every way" than the Shan but one can't deny the rather cheeky (blatant) hat-tip this bike takes towards the Production Privee paint scheme.
Both reviews here on pinkbike have paint schemes that while having 2 colours... are NOT the same layout of colors as this RSD Triumph. Using one colour for the top and front of the toptube, seat tube and head tube, and the seat stays... is not even remotely the same as RSD's using one color completely around the outside of the frame and the other around all the inside of the frame. And that's only ONE of RSD's color options, they have other patterns available as well. All the P-P frames use the same boring layout just they change the two colors. But then that's one of the differences between making and painting frames in taiwan and shipping them to the UK to pass off at inflated prices to people who don't know any better, and having the frames handbuilt in the USA and shipped to canada and then custom painted. 650 Euro vs 499 USD... yeah I'm sure RSD really planned to rip off P-P with that sort of pricing.
www.pinkbike.com/news/Production-Privee-Shan-Tested-2012.html
www.pinkbike.com/news/First-look-Production-Privee-2012.html
That's a ridiculous comment deeeight and you know it.
DrShovel... the colors are backwards and again... not the same paint layout...painting the top of the toptube and the front of the headtube, and all around the center section of the chainstays... is not the same as this RSD. But sure, you folks will keep having this paint delusion / conspiracy regardless of evidence otherwise.
Yes, the PP frames are made in Taiwan, as are the likes of say, Santa Cruz and some of my favorites, Cotic and Stanton.
By your reckoning then shall we also say then that SC, Cotic and Stanton frames might as well be catalog models? I presume you know of the history of the designs of those companies' models, so you would agree that would be ridiculous, would you not?
To put your mind at rest you might like to know that no, I would not be surprised at the number of catalog models I suspect.
Since I have to go to bed I will wish you all a goodnight, politely remind everyone that choosing bikes based on how it fits you and your style/needs (rather than looks where possible) is a good place to start, suggest again in closing that the RSD shares more of what matters (geo with a HT) with LTHTs other than the PP Shan and finally, to placate all of you who somehow think that it is important...
Yes, it looks like a Shan.
If I had walked into a bike shop and paid retail for my Cotic BFe, I'd have paid $4800. But with some killer online sales and slowly buying parts I spent around $2500. Yes I do feel kind of bad not supporting my local shop, but having bought 10 or so bikes from them in the past and seeing what they had on the floor and what they could order, I choose have an XTR/XT, Marz 55 Micro Ti, matching Hope hub/brake equipped bike for the same price as a SLX/XT Fox bike. And I paid for it when I had the extra money, not in a single purchase. A Cotic is rare in my neck of the woods, but that's part of what a boutique company offers. Just a frame that you can build with what you like or a parts spec to get the ball rolling. I could have just done a parts swap and saved $1900, but I built it my way.
If you add $500 to the total price of the Triumph, most fs frames are $1500+, the pricing is in line with some fs bikes of the same spec. Does that mean it's overpriced? I don't think so, it's a steel frame that will likely last years past what most fs bikes will and cost $0 in maintenance. And a 160mm hardtail is a fun ride, climbs like a goat and is always ready to go.
I guess they were just super tired about having to explain why they didn't have tapered headtubes. I really can't see any other reason as their burliest frame bfe (supposed to endure more beating than the soul) still has 44mm and can take tapered forks. Maybe they were losing sales from people too sold on the stiffness koolaid.
Agree about the frame price, and if one wants a better deal on kit, building from online bought parts is the way.
@z-man My 853/631 frame is really nice. Everything a quality steel frame should be. Can only imagine how much nicer a full 853 Soul would ride like. I hear you can feel a difference.
Granted, I've got a soft spot for the PP Shan, as it opened my eyes a few years back and my only reference is the PB community and my friends, but nevertheless the Shan was considered to be THE coolest looking and best riding steel HT ever, before the Honzo came out (correct me if I'm wrong) or the big 650b wave along.
It had quite unique looks, cool paint scheme and brilliant ride qualities. One might even call it innovative, maybe.
When I thought of a sexy steel HT, I always pictured the Shan.
Then last year NS bikes came out with their Eccentric. Tamed down, more convenience, but same (general) looks*, similar paint scheme, same niche of the market.
* By looks I mean the almost inline top tube and seat stays, that brace between top tube and seat tube and the lettering on the seat tube. Yes there are differences, but if you don't know much about bikes that's what you see.
And now RSD comes out with this bike. Again same general looks, minus the lettering, similar paint and same niche.
Why would you make the effort to design a great bike and then make it look like something arguably outdated? Because it looks great and you don't have better ideas. And if you copy the looks and most of the characteristics it qualifies as a rip-off in my book.
I agree, three companies, three bikes with similar function and purpose looking the same. I can't speak to the paint scheme though.....
What? Something like... "Looks like a Trek" perhaps. However, were a little more thought given to it, one might end up comparing the RSD not to the Shan, but some other HTs.
Just because the orange and blue paint job with a curved seat tube brace brings up instant thoughts of a Shan, a quick look at the numbers reveals some significant differences.
Shan: HA 66 BB 300 CS 420 Chromoly
RSD: HA 68 BB 320 CS 425 Reynolds 853
Stanton Slackline: HA 68 BB 315 CS 415 Was Reynolds 853, now 631
Cotic BFe HA 68.6 BB 319 CS 420 Reynolds 853 with Cromoly
The Shan has a very low BB height when compared to other "hooligan hardtails" like the Stanton Slackline, Cotic Soul / BFe, as is the HA. The Shan has by far and away some of the more extreme numbers when comparing similar bikes. The numbers on the RSD make it less like the Shan and more like any number of other HTs.
Oh, and at 1000 USD for an 853 frame, it is not really a poor man's anything.
Glad you're talking some sense to these ppl. Frame looks sexy, but for my money I'd go On-One or one of the other steel LTHTs for less than half the price. Or for the same price, support my local frame builder.
Is that why he's constantly changing the angles on his bikes and calling them "evo" or somesuch nonsense?
B) As for changing angles, no, no, you are so right, excuse me, geometry of frames has been a constant for years and frame designers never change their angles, yep, you're right there. I stand corrected.
Following frame geometry trends decided by the industry doesn't make you a master. And that new 29 FS thing is an insult to my eyes, but it's cheap and I suppose that's what people want from on one isn't it?
All of the ground breaking is being done by the FS boys, and the HTs just do their best to follow that. Look at the explanation of how they measure geometry; sagged vs unsagged, basically so it's more comparable with FS bikes' geo. We saw AM then enduro FS bikes get slacker and the HTs followed with "evo" or new models.
I love a good HT, I've had a dialled PA (too steep) and a blue pig (fun but rough as arseholes) and a commencal XC thing. Would I buy an on one? NFW. Brant is a marketer, which is why he is the forumites sweetheart. But his bikes aren't products of mastery, they are reasonably priced but simple and heavy fairly generic frames. Nothing wrong with that, it's what lots of people want.
I'd like a crack at a PP Shan, a Chromag sam or aperture. Again, nothing earth shatteringly revolutionary but they are bikes with refinement. Gentlemans bikes : )
I have over the years managed to get test rides on On-one, BTR, Chromag, and NS BIkes HTs over here and I agree there that the Chromag line up does look attractive; beautifully made machines, and the BTR ranger was absolutely brilliant. Over here though the costs are astronomical compared to the likes of the frames the UK designers put out (A Chromag Samurai here goes for close to 200,000 yen, (2000 USD, 1350 GBP), and the BTR ranger is close to that too... and that prices me out of the market.
That is why I think Brant is a master; he is a master of bringing smiles to faces for peanuts; as you say a brilliant marketer who gives the people who cannot find the money for the more refined HTs out there. He always seems to be there or thereabouts in the UK HT scene and may well be bringing 29er FS to the masses with the new On-one.
Glad you mention the BFE. Lovely bike.
It is interesting to me that there are many ways to skin a cat where frame manufacture is concerned. Cy, Dan and Brant all choose the Taiwan route (although Cotic are now doing FS in the UK), whilst BTR and Chromag go for the locally made option. However, and this maybe will have some people up in arms, when I am out on my local trails, the quality of the workmanship or refinement rarely equates to much difference in the riding experience for me. The BFe, Taiwan made, has been my favorite bike for years, and the BTR ranger put just as much of a smile on my face... but just not an extra 500 GBPs worth of smile on my face. There is no right way of course.
Anyway thanks for the chat n Mr Dobbs, I have to leave it here and do some work, however, I look forward to more HT talks on PB.
My dream frame is a stainless 953 hardtail. And they can cost 3-4g for just the frame. You neigh sayers need to go take a look at the high end steel market if you think 1g for a solid frame is expensive. Pinkbike never seises to surprise.
I do believe that it's the company's fault though, as they could bring out a different colour scheme and give it a visual character of their own. Same goes for NS Eccentric.
What on earth do u guys do when u go out riding and two or more of you are wearing jeans....both the same colour, size, even the same amount of stitches!! Do u get on a forum and wrestle it out?
Well, at about 50 miles my ass couldn't take the beatings anymore and I pulled out of the race and headed for whiskey! Last year I rode my f/s bike the complete route.
I really like my H/T but for me it's not for long rides. Back on the squishy this week and let my ass bruises fade!
www.on-one.co.uk/i/q/CBOO45650BDEO/on-one-45650b-shimano-deore-mountain-bike
ridiculous!