Marzocchi 380 C2R2 Titanium
Although most wouldn't have guessed it, 2014 will mark a decade of the 888 in Marzocchi's lineup. The Italian's long-travel DH fork has evolved throughout the years, with a multitude of different variations to meet performance and price needs, but it was time for Marzocchi to start from scratch with a new design, which is exactly what they have done with the 380 C2R2 Titanium. Yes, it may look similar to its predecessor from a distance, yet a closer look will reveal an entirely new beast - about the only thing it has in common with the previous 888 is it being right-side-up. The 200mm travel fork utilizes a brand new 'Dynamic Bleed Cartridge', much lighter crowns, a fresh lower leg design that loses the 'M' arch yet gains rigidity, and added external damper adjustments in the form of both separate low and high-speed compression and rebound dials. It is also compatible with both 26'' and 650B wheel sizes.
380 C2R2 Titanium Details
• Intended use: DH racing
• Travel: 200mm
• Titanium coil spring
• 38mm nickel treated stanchions
• Tapered or straight steerer
• New 'Dynamic Bleed Cartridge'
• Adjustments: separate low and high-speed compression, low and high-speed rebound
• Titanium clamp bolts stock
• Compatible with 650B wheels
• Production fork weight: 6.28lb
• Availability: September, 2013
• MSRP: TBA
Dynamic Bleed Cartridge
Previous 888s employed Marzocchi's longstanding open bath approach to damper design, with a sealed cartridge (more recent 888 cartridges could be tuned, though) that
fed on the same oil that acted as lubrication within the fork. This layout made for exceptionally smooth performance due to there being enough oil to slosh about and lube the fork's bushings, although it couldn't meet how a closed or semi-closed damper performs when talking consistency because of that very same sloshing effect. Marzocchi says that their new Dynamic Bleed Cartridge is hybrid of the three versions cited above, although it certainly requires some internal trickery to make that happen. The DBC cartridge uses a "one-way seal" that allows oil to enter as required, but the clever bit is a spring-loaded piston that acts a compensator (
very similar to how an internal floating piston functions in a shock's piggyback) that keeps the cartridge full of oil without it hydraulically locking: the piston moves up to make room as the damper cartridge fills with oil, and also down in its travel to take up the lost displacement as oil rushes out. While it both sounds and is more complicated than Marzocchi's older open bath damper, the DBC system borrows technology that the Italian company is familiar with from using it within their motocross forks.
The DBC damper may be new to Marzocchi's lineup, but they are not straying away from their open approach to giving consumers the ability to remove and tune vital damper components. Looking for a change that can't be done via the external low and high-speed compression dials? The entire compression assembly can be removed from the top of the fork to allow the garage tuners and pro mechanics to make alterations to the mid-speed compression circuit, and shim stack assemblies that will make the job easier will likely be available from Marzocchi.
Damper Adjustments While Marzocchi has never been a stranger to a good amount of adjustments on their high-end downhill forks, the new 380 C2R2 Titanium brings further external tuning options into the picture with the addition of a high-speed rebound dial. Compression adjustments can be made via concentric dials atop the right fork leg: the inner dial controls low-speed settings and the outer high-speed, although it should be noted that the cosmetic appearance of both may change by the time the fork reaches production this coming September. The same goes for both the low and high-speed rebound knobs at the opposite end of the fork. The fork shown here is still in the prototype stage but the dials had very defined detent to each turn.
New Axle DesignA revised axle is found at the bottom of the 380 C2R2 Titanium, with replaceable aluminum barrel inserts acting as home for the four titanium pinch bolts, and a keyed shape to the left side that nests into lowers. This latter change means that only one hex key is required to install and remove the axle, unlike the older design that demanded one for each side. The axle itself also now features an internal taper to it, making it thin in the middle where material isn't needed and helping to shave 30 grams compared to last year's design.
New Crowns and Lowers
Rather than use the same crowns as on their 888 forks (the 38mm stanchions are the same size after all), Marzocchi has gone ahead with a new design that looks slimmer, weighs less, and according to Marzocchi, increases rigidity. Post-forging machining is used to create a hollow lower crown - 888 lower crowns are solid - that adds up to 40 grams of weight loss, and Marzocchi says that the clamping bolts have now been moved to the side of the crowns to improve turning
clearance and better distribute stress. Many of Marzocchi's forks have long used an arch with an 'M' shape to them that, while aesthetically pleasing to some, never really played a functional role. The big M is no longer, though, with a slimmer and much more practical shape to the arch. The new lowers contribute to another 100 grams of weight loss over the 888 RC3 EVO V.2 Titanium, adding up to a 170 gram difference between the crowns and lowers.
Moto C2R Shock While the ROCO will still be in the lineup for 2014 in the shape of three air models and a TST R version, Marzocchi's new Moto C2R shock will be taking center stage as their top tier DH shock. The Moto C2R follows the same principle as the new 380 C2R2 Titanium fork shown above, with Marzocchi aiming for it to be one of the lightest long-stroke coil-sprung shocks on the market. To this end, the shock body itself has been machined down to only what is needed, while the 14mm shaft (the ROCO uses a 12mm shaft) and shock eyelet have actually been manufactured as a single aluminum unit.
| Moto C2R Shock Details
• Intended use: downhill • Adjustments: separate low and high-speed compression, low-speed rebound • Access to the high-speed rebound shim stack for tuning • One-piece shaft and eyelet assembly • Weight: 369 grams (9.5'' x 3'', w/o spring or hardware) • Availability: TBA • MSRP: TBA
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Damper Adjustments Separate adjustment dials for low and high-speed compression tuning are located on the piggyback bridge, with both closely resembling the dials found on the 380 C2R2 Titanium fork in shape and color in an effort to reduce confusion. The red dial at the other end of the shock controls low-speed rebound and, unlike the ROCO, it doesn't need to be removed in order to slide the shock's coil spring off.
www.marzocchi.com
@DARKSTAR63: If they could make the shiny gold Ti Nitride coating more durable, that would be an awesome way to go. It looks sick, but I've seen a few forks up close after a season of racing, and the coating is almost entirely worn off. And that is why it's not in production...
The axle clamp on the dropouts looks a lot stronger than fox 40's, look at how much metal is between the retaining barrel/nut and the compression slot, that where the 40's crack. you might think it's dumb asses over tightening them, but when over 90% of the failures in the lowers is in the same place for 5 model years you've got to say Fox should of redesigned their axle clamp area sooner.
You can call it shallow I don't care
you could even fix the preloader with a little screw in one of these holes!
also its ironic that we all want to see the 66 in the lineup and were dissapointed when zocchi dropped it but we clearly didnt want it badly enough because we didn't buy enough of them for them to keep making them sad day.............
if Marz price the fork and shock less than fox and rs, I think a lot more riders will start using them, plus with being able to tune it yourself, maybe less in servicing costs?
Whereas cartridge units from fox might be more "consistent" (never experienced the claimed inconsistency of zocchi though), seals and O-rings will eventually wear out (1-3 years) and oil will bypass the shim stack or needle damping ports, and you`re left with a big mess trying to figure where in the damper the leak is.
Most consumers will probably just sell their fox-stuff on PB rather than thinking about trying to fix it when the damper starts behaving odd..
The simplicity and long term reliability of the open bath damper (speaking 5+ years) will be compromised if the new dynamic bleed cartridge requires perfect sealing for decent function
Oh well, DVO here I come... Emerald me!!
Can't wait to get my hands on that rear shock either.,, my Roco TSTR has no lockout knob ahaha.
Is this the first time we are seeing this on a production model, I rembered fixed used a nickel plates or coated stanchion back in 07-08 for the WC riders, they never put it into production Because it wa so soft and the wear rate was too excessive for it to be used in the public.
Curious to know how this will stand up.
I think this video explains it better for me,
I think this kit is going to be awesome however I do agree with they should of used last years gold stanchions or kept the black not a fan of this silver look, plus I know this sounds daft but the forks don't really match the rear shock without the gold stanchions. sorry coil looks amazing.
Also no volume adjuster on the forks ;(
shame, as their aesthetics were one of the best around, they've brought the shock out of the dark ages, but as Marz and DVO are from the same factory or SR or whoever, no surprise it looks like the Jade shock, so no points for innovation.
2nd: Seems like I have to get myself a 888 with that M-arch before they're off the racks.
130/140/150 mm single crown coil/air sprung (negative coil) single crown next please
these would be the kashima look a likes
Wtf Marz?
I'm going Manitou for single crown and most likely DVO for DH.
I think Marzo have just lost what was special about their forks - and not they are just generic keep up with the Jones' forks.
888's were a great release - but this new fork is just toooo "meh so what?" although they will probably ride great, I'm just not excited about them or considering them.
i'll stick with boxxer and fox 40 marzocchi forks are poorly engineered, just dont have the R&D to match anyone else