Cannondale's Split-Shock DH Bike Explained - Fort William DH World Cup 2019

Jun 3, 2019
by Mike Levy  


It wasn't that long ago that Cannondale was a big part of top-flight downhill racing, with names like Myles Rockwell, Cedric Gracia, Anne-Caroline Chausson, Brian Lopes, and Missy Giove racing US-made bikes in the heyday of the sport. Back then, it was like the wild west of bike design, and no company could out-wild Cannondale on that front.

There was the dual-link Fulcrum that had five chainrings and more chain than a tandem; the Gemini had two shocks and a secondary linkage that let the rear axle move in a 'travel envelope' of sorts; and that weird hardtail-suspension thing for Aaron Chase that used a Lefty strut for a top tube.


Simmonds used the split-shock system at the first World Cup in Maribor (above), but he chose a single shock for Fort William, where he finished 23rd.


Sure, there were a few strange ones but that's what happened back in the 1990s and early 2000s when anything might be possible. It seems as if Cannondale is re-visiting the dual-shock path with their yet-to-be-named carbon downhill bike being piloted by Matt Simmonds during this year's World Cup season.

Technically, it's a "split-shock" system, not dual-shock, and the idea behind it is much different than those outrageous Cannondale machines of two decades ago, but the bike isn't any less wild.


Without the split-shock setup, the Cannondale uses a single Fox damper mounted low in the frame that's compressed from above by the rocker arm.


Split-Shock System Explained

So, what the hell is going on with this thing? Pinkbike's Ross Bell cornered Tom Duncan, Cannondale Factory Racing Mechanic and the guy who's been wrenching for Simmonds during its development, to figure out exactly that. Straight from the horse's mouth:

''It's pretty complicated, but the basic idea behind the split shock is that if you have a bike that's really progressive... The Fox DHX2 damper is speed-sensitive, so high-speed compression and low-speed compression, and that damper is designed to work within a range of speeds. A lot of bikes now are really supple at the beginning of the stroke, which is very low shaft speeds, and this is really progressive at the end of the stroke, which is very high shaft speeds. That range could, if you have a really progressive bike, be outside of what the shock is designed for. Therefore you lose some control of the damping in the stroke. So the idea with this is that we can keep the range of speeds smaller, and then retain full control of the damper through the whole stroke."


The front triangle (left) has all the holes. With the split-shock layout, the empty but coil-sprung unit is mounted to the top rear of the rocker (right) via geometry-adjusting chips. The damper is compressed from the front of the rocker, and the whole thing pivots from close to its center.

Cannondale put a focus on adjustability, but how much of it will we see if and when the bike is produced?


As you can imagine, there are many, many different ways to set the bike up: "We can change the leverage rates of these bikes so much, we can absorb those different spring rates. We can go with a highly sprung, very linear bike, or we can go for a very progressive bike with a lower spring rate."

Got all that? Yeah, me too, but here's an easy way to think about it regardless. Cannondale can separate the spring rate duties from the damping duties, effectively creating different leverage rates for each. When it's set up with the split-shocks (which Simmonds isn't running in Fort William) the Fox unit with the coil spring on it is actually empty - it offers no damping whatsoever. In that configuration, the damping comes from a Fox shock that's tucked into the bottom of the downtube, which kinda makes this thing look like an e-bike.


The idler pulley seems to be positioned lower on the Cannondale than on other high-pivot bikes like the Aurum HSP and the Supreme DH, which gives away its lower instant center.


''The idea being that you don't over-work the damper, which is a problem that quite a few modern downhill bikes seem to have,'' Duncan explained to Bell in the CFR pits. ''Or you can run it as one as we've decided to do here, and there are some slightly different characteristics from the single shock to the split shock.''

Sure seems like a lot of work when you're going to run 'only' one shock at a World Cup race, doesn't it? "We ran it as a split shock at the BDS and then stayed for a couple of days afterward; strapped this [single shock] on and was going pretty much the same speed with a lot more comfort,'' Duncan readily admitted before laying out the strategy. ''We just go with the fastest at each race. Not to say that the split shock won't return at some point. Very much so, depending on what you need from your bike at that particular track. Fort William has some very unique characteristics that lend themselves to how the bike is set up now.'' It'll be interesting to see where - and why - Simmonds chooses to go with the split-shock system.

Are you thinking that the bike might be different just to, you know, be different? Why spend a load of cash to make a downhill bike when people just think that it looks like a Session. ''When you look at bikes, a lot of things have been done already. Then you look at other sports, or motorsports or whatever, things that are on wheels, then there is different technology used,'' Daniel Hespeler, Cannondale Team Manager said.

''You just try to mix things up, and for sure our engineers look into all the little details, and one of their ideas was to separate the spring from the damper. It's nothing new and not rocket science; it's been done in many other sports, and we just try to apply it to the bike.''
That bolt-on piece of carbon fiber protects the damper from debris.



Testing, Testing, and More Testing

While we've only just seen the bike for the first time a few months ago, Cannondale has been at it for the last two years. The first step, Duncan said, was to figure out how they wanted it to behave, so Simmonds spent a bunch of time on competitor's bikes that have been performing well on the World Cup circuit. ''We then tried to take the best bits of each one and came up with this, which we got in December,'' and that bike was immediately packed up and shipped off to Italy where Simmonds pointed it down some on San Remo's testing tracks.


Simmonds' large-sized bike has a 485mm reach when the headset cups are set to the longest position.


"Simmonds and I have done forty days on this bike trying out all its different bits and pieces,'' he told Bell, which isn't surprising when you see all the things that can be changed. The links can be swapped out, of course, as can the upper and lower shock mounts, the axle position, and the reach via offset inserts, and probably a few other things, too. Multiply that by two because of that whole split-shock thing and it sounds like Simmonds and Duncan have been busy beavers during the pre-season. Interestingly, Cannondale has manufactured a single size of idler pulley and its position isn't adjustable at all.

They've stuck with the same front triangle design throughout all of that, however, due in large part to all of those adjustments letting them set it up how they want without needing to make major changes to pricey carbon molds.


Matt Simmonds qualified strongly in 16th aboard that wild Cannondale prototype.
After a year away from the World Cup circuit, Simmonds' qualified 16th and finished 23rd on the unforgiving Fort William track.



Geometry

There's only a single size right now, and Simmonds' bike is said to fit like a "big large," with his offset cups set to maximum length to provide a 485mm reach number. It's nearly as long out back, too, at 455mm with Simmonds' axle set to the longest position for the Fort William track. Bryceland just got his bike as well, and Duncan said that he's likely gone for a shorter, more playful setup. The head angle sits at 63-degrees, so nothing too crazy there, either, but the CFR parts box is full of headset cups to provide Simmonds with a lower number when it's needed.

At this point, it's pretty clear that Cannondale will likely be putting together a full-on World Cup downhill team again (more on that below), but it's still very early days on that front and their racer, Matt Simmonds, took the 2018 season off. That means he rejoins the circuit with a very high plate number, surely higher than his skill deserves, and the team's only goal at the first round in Maribor was for the British racer to qualify and get his hands on a point. Done and done, with a number 44 on his plate this weekend in Fort William.


Add Cannondale to the list of companies doing high-pivot downhill bikes, although theirs is much more complicated than anything else out there.


Cannondale's DH Future

If the mountain bike market was a big pie, entry or mid-level hardtail and full-suspension bikes would make up the very large majority of it. Downhill bikes? That slice is so minuscule that even a World Cup cross-country racer would eat it without guilt. Downhill bikes - and downhill racing - sell a lot of other bikes, though, and it sounds like Cannondale isn't just dipping their toes into the pool.

''Everything we do here is based around testing new things and trying to get faster with it. And then, ultimately try to build one of the best downhill teams in the world,'' Hespeler said. ''But that's a project that'll last over the next three, four, five years probably, and that's our goal.'' Could that mean the return of Bryceland? Cannondale signing some other big names?


Some teams have been experimenting with changing the position of the idler, but Cannondale has a single location and size for theirs.

bigquotesEverything we do here is based around testing new things and trying to get faster with it. And then, ultimately try to build one of the best downhill teams in the world. Daniel Hespeler, Cannondale Team Manager, on the company's future in DH racing


And if you're going to all this trouble, wouldn't you want to sell the downhill bike that cost you untold amounts of money and time to develop? "Right now, this bike is very much in the testing phase and we're not going to start selling it next week,'' replied Duncan. ''We're still playing around; some races we're on the single shock, some races we're on the split shock, so we need to get that ironed out to make sure it's a proper production-ready item... If it ever gets that far.''

Something tells me that it probably will, and if or when that happens, is the Cannondale going to be on your short list?

Regions in Article
Fort William


159 Comments

  • 381 4
 started with two stanchions, ended with one. Started with two shocks, now just one. They are consistent.
  • 69 2
 #commentgold
  • 6 59
flag MonEddy (Jun 2, 2019 at 21:47) (Below Threshold)
 So it basically now a funked up Trek Session #looksLikeATrekSession
  • 294 1
 They asked Ratboy what he thought of the first prototype. He said the stem is too short. Cannondale thought he said it needs two shocks. So here we are.
  • 32 1
 I wonder when they'll split the damper and spring on their lefty.... The call it the ambidextrous.
  • 10 1
 Hehe he said shaft speed.
  • 263 3
 Maribor 2 shocks =40th
Fort William 1 shock =23rd
Leogang 0 shocks =1st or 2nd
  • 52 1
 Subscribed.
  • 6 1
 1st if they remove one fork stanchion Wink
  • 9 0
 Wouldn't be the first one to use a hardtail on that course..
  • 1 0
 DUH, #weightsavings
  • 81 0
 I think a video showing the suspension movement with one or two shocks would be a welcome addition to this article.
  • 54 0
 Yup, totally. We did film the suspension action but the video didn't work Frown We'll get 'er at the next round.
  • 52 1
 @mikelevy: what were you using? Betamax?
  • 158 1
 @dubod22: A potato.
  • 8 1
 @mikelevy: Bad idea Mike! Potatos and split shocks tend to fail!
i.kym-cdn.com/photos/images/newsfeed/000/545/386/1e4.jpg
  • 3 3
 @mikelevy: I find bananas to be more streamlined.
  • 6 2
 @Boardlife69: I think you'd go potato for compression and banana for damper.
  • 1 0
 @mikelevy: Give me back my potato you jerk!!!! "lol"
  • 52 0
 Mountain biking is better when Cannondale is making weird stuff.
  • 3 0
 Now paint all this shit blue and call the Chinese from Volvo to pay for experiments Smile
  • 22 1
 "and that weird hardtail-suspension thing for Aaron Chase that used a Lefty strut for a toptube." ......Cannondale, you've had some wild ideas, but at the end of the day, you make some great bikes.
  • 2 1
 @mikelevy: ok, now I believe you have a thing for this bike.
  • 4 1
 I wanted on of those so bad...
  • 2 1
 @sirsamwellingtonthefirst: I still have a Decline with a feature on Aaron Chase and he talks about the idea and how Cannondale made it happen. Merit of the idea notwithstanding, I always thought that a company that was game to give stuff a shot was cool.
  • 1 1
 @VwHarman: Wasn't this frame made specifically by Cannondale after Aaron's back injury? I think it was a Nissan Qashqai challenge round where he fell on his back after a drop... But I'm not sure
  • 1 0
 It was actually designed the man responsible for one of last year's hottest bike design talking points..... Or so he told me.!
  • 19 3
 Probably never buy a downhill bike again but having owned cannondales in the past I’d definitely get another one. I’d like to see a 150mm / 160mm 650b habits alloy with a made in USA sticker on it with a frame only option.
  • 10 2
 So a GG Megatrail?.
  • 6 5
 That bike is just meh. Also it's carbon@GTscoob:
  • 19 0
 First DH bike with the option to swap out the shock for a bottle cage. Nice!
  • 13 5
 I’m starting to believe that trick dampers and lockouts are just for companies that can’t design linkages.
  • 7 1
 So Cannondale combines the fork two legs into one but splits the shock into two. Very consistent approach indeed!
  • 2 1
 lefty was created for xc racers. no need to take the wheel off to remove/reinstall a new tube when a rider front flatted back in the day. clever, just never cared for em
  • 1 4
 Because flats always happen on the front wheel. It’s a massive rework of a part for another problem that likely never existed. Good to know the history tho. @SnowshoeRider4Life:
  • 4 1
 @Batipapo: Well actually you're both wrong. Old mate is wrong about why they designed it, to combat the bushing binging you get in a telescopic fork under cornering load not to easily fixed flats and you're wrong because it is a real world problem encountered by everyone who doesn't ride a lefty encounters.
  • 1 0
 They are. This is different.
  • 5 3
 While I think I understand the problem they are trying to solve I'm not sure they really understand how this particular solution will solve it...

Given C'dales comments up front, one could seemingly argue that one potential limitation to DH MTB development in the future is a mismatch between suspension design and the capacity of the available components (like dampers) to support the effective operation of that design.
  • 8 0
 They understand well, what they're looking to achieve is a more consistent shaft speed for the damper throughout the stroke, while the shaft speed on the shock increases through stroke, theoretically making it harder for a conventional shock to give exact damping control under rapid oscillations when in the last half of travel. Really the end result, if they stick with the split shock, will just be slightly more composed damping and control at the rear, likely with a degree of difference that would only benefit a pro, but that's their goal, a race winning bike where thousandths of a second matter
  • 4 0
 @ctd07:

Given how many people crashed this weekend you’d think this was the only track where you really needed your bike to be super composed...and they went with one.
  • 8 1
 @ctd07: in every other suspended machine you need higher damper shaft speed to control the greater Spring force of high rate Spring compression and rebound. This system would go from over damped to under damped through the suspension curve. Their explanation of exceeding damper capability and solving it this way would mean over damped early in the travel, I bet it was uncomfortable for Simmons, and hence the change to a single shock/Spring combined. This is difference for difference sake, with negative benefit.
  • 5 2
 I think this is really cool, and potentially solving a real problem. However, wouldn't progressively wound springs do the same thing a lot more easily? It's what for already does for other off-road applications.
  • 3 2
 My take is that they are more interested in separating the control of the damping speed/rate, rather than the spring which is more easily done with the type of linkage, ie progressive, linear hbc
  • 2 1
 @mrfish: I think you’re right, but a progressively wound spring would have the same effect. If all of the progression is coming from the spring, then you get the same effect you do here! (I.e. the damper is no longer affected by changes in progressiveness)

That being said, I’m guessing this gives them a little more control/tunability.
  • 2 0
 Don't even need progressively wound springs. Just do a coil shock with a top out air chamber for progression tuning.
  • 1 1
 A progressive wound spring will result in a wide variation of shaft speeds from beginning to end stroke. Whereas the split shock design allows the damper to have a much flatter leverage rate, and in turn a more consistent shaft speed throughout the damper shaft stroke.
  • 2 0
 Can confirm, they do work, extremely well.
  • 2 0
 @dcg42a: @dcg42a: By separating the shock from the spring, both can be designed to have their own independant stroke/leverage and shaft speed. Basically making the suspension much more adjustable. This also means no compromises. Current designs are a compromise between the spring and the damper. Even a progressive spring is a compromise. As you can only have a soft initial rate that stiffens as compressed. What if you want a falling spring rate.

Not sure if this will make the cannondale to complex to really sell to the public(maybe a racer only sales base).

If any manufacturers are out there, I have another idea for a split system(to get around any patents).
  • 2 0
 @RaceOnlySprings: Haha! Of course you guys would chime in.

Do you make one for a CCDBinline?
  • 2 0
 @hamncheez: Always lurking!

Nothing for short stroke at the moment, 75-80mm though, we got you covered..
  • 4 2
 That's going to suck for Matt Simmonds if he accomplishes something this year - like a win, or a podium or top 10 overall Protected status - and is then stripped of it because Cannondale did not make the bike available to the public by the end of the year. Ouch!
  • 3 0
 Is that actually the rule? If so, I didn't know that!
  • 8 0
 Only need to sell what riders use in road racing. MTB is free to try anything they want and never have to sell.
  • 1 3
 @TinyTim10: yes it's the rule. There's shortcuts around it though. For example, Trek made a frame+shock+fork Session 29 available to satisfy the requirement without having to spec a complete bike. But doing even something minimal like that requires a finished product since there will be some people that actually do order it and use it and will run up warranty costs if it's garbage.
  • 11 0
 @thesharkman: I think you are referring to Articles 1.3.001 to 1.3.034 of the UCI Regulations that are applied to equipment used in road, track and cyclo-cross. I believe MTB is the exception and technical innovations used for racing MTB never have to be sold.
  • 3 0
 remember the Honda bike
  • 1 0
 @ryan303: I also think it was never implemented in MTB. Honda's were never sold, also Polygon's mechanic had some one-off shocks. And in road frames at least have to be certified by the UCI prior to the start of a season.
  • 1 0
 @ryan303: I am talking about 1.3.006 which applies to all disciplines. The only thing that applies to only road, track, and cyclocloss in the supplemental 'Practical Guide' that helps explains the regulations. The guide itself is limited to road, track, and cyclocloss, probably because those sports are finicky if ya know what I mean. But the actual regulation applies to all biking disciplines.
  • 1 0
 @thesharkman: lol that’s not the rule! Never has been either in mtb.
  • 3 1
 @mikelevy With the main pivot of the driving link nearly in the middle of the link I don’t see how that would make for different shaft speeds between the spring and damper side in the dual shaft setup.

One would expect the main pivot to move towards the damper side for lowering the damper shaft speed, and viceversa.

2mm offset seems too subtle to have any ignificant difference
  • 1 0
 It's not just the distances, it's also the angles at which the links and the shocks act upon each other. And the change of the angles and so on. You can't just look at a bike and know the details of the suspension, you have to calculate it.
  • 6 4
 Last time a new and weird Cannondale was shown on Pink Bike, it had some sort of odd contraption that was said to change the bike from 120mm trail bike to 160 enduro rig with a switch on the bars.

I commented that Cannondale needs to just make a good bike and stop these over-engineered answers to questions no one is asking.

I got downvoted to oblivion by folks championing the, "engineering spirit".

Here we go again.
  • 10 1
 You aren't wrong, about Cdale "needing to make a good bike". That's a goal for every bike company. However their parent company Dorel has revenues in the neighborhood of $2.5B. They can afford to throw money at their little bike company's proposals if its part of an overall strategy - they might not be questions being asked at this point, but if they have the budget to experiment they might as well take moonshots.
Its not dissimilar from tech companies moonshots these days - you could argue that for a company like Google, spending money on anything except AdWords searching and placement is a boondoggle or waste of resources, but the fact is the margins are so obscene on the ads business they can play around with self-driving cars, blimps, home speakers, cloud, Canadian city-building, and not even notice the cash burn.
  • 1 1
 Spot on comment. It would be really good if they can prove there is a problem to solve before they embark on fixes no one understands or care for. The downvoting is a real thing with them
  • 3 0
 @twozerosix: First time I've upvoted someone pointing out I was wrong. Look at me growing as a person.

Thanks.
  • 4 0
 Remember that year when Cannondale and Atherton awkwardly used the same font?
  • 5 1
 I sometimes have issues with my shaft speed but it's only when I'm super excited.
  • 4 0
 Be a good video for Tuesday tune @vorsprungsuspension.com to explain the theory !
  • 2 0
 what does it mean to say the shock is "speed sensitive"? it just doesn't generate enough HSC? enough LSC? the poppet valve setup is too digressive? poppet valves are over rated for off road??
  • 1 0
 Speed-sensitive means that there is more or less damping effect depending on shock shaft speed. Put a paddle in the water, at slow speeds it's easy to push through the water but the faster you try to push it the more resistance there is. Same thing with a valve stack within a shock. The off road car racing world uses position-sensitive dampers in addition to speed-sensitive. Bypass shocks are position-sensitive and have zones that can be fine tuned with tubes that allow fluid to bypass the shocks valving. For example, they can tune in a bump zone that ramps up valving significantly as the shock nears full compression. The off road car world commonly uses two dampers together like Cannondale is attempting here. One shock with the spring, and a bypass shock to control the damping.
  • 1 0
 @bronco5: so it's too digressive. sux
  • 1 0
 @mm732: I don't know. I was just trying to answer your question about what speed-sensitive means. But I don't know what problem Cannondale is actually trying to solve.
  • 1 0
 @bronco5: lack of tunability inherent to X2 probably. Manitou Mara is going to kill it.
  • 1 0
 Think of it like adjusting the tokens in the air spring on your fork or shock. Add spacers and you have a progressive spring with relatively linear damper. This typically gives a nice supportive feeling near the end of travel without getting too harsh from excessive compression damping so I can see why they think it's worth exploring. Though it seems to me with progressively higher spring forces late in the travel you'd want rebound damping forces to be similarly progressive. I think I can feel this too, makes progressive linkage bikes feel more controlled through the whole stroke, where linear bikes with token stuffed shocks can get a bit bucky. Would be cool to see the split shock set up with one compression unit and one spring/rebound unit.
  • 1 0
 Better to push the boundary's then settle for the normal, as if this was the case we would all still be riding ridged bike and small wheels. Also little fact Cannondale was one of the first companies to use rebound on its forks.
  • 2 1
 26" ain't dead.
  • 1 0
 @DarrellW: It's just sleeping till the marketing departments need to make more money.
  • 1 0
 Makes sense to me. Customise leverage rate for spring without bastardising the leverage rate for shock. The plethora of outcomes are endless. And another high pivot. So obvious. Looks like a playful responsive height will still achieving better axle path vs anti squat and pedal kickback than chainring height single or virtual pivot bikes. Just need Effigear to get there gearbox working and marketed better as they have a nice semi high output sprocket.
  • 1 0
 Ca fait dix ans au moins que je suis dans ce mode de pensé, je n'ai pas reganrdé la cource de la roue ar, mais il faut qu'elle soit la meme que l'avant soit entre 66 et 64° si Canondale l'a fait, cela sera encore mieux que Comencal qui a pas encore tout compris du concepte...
It is at least ten years since I was in this mode of thinking, I have not looked at the courage of the wheel ar, but it must be the same that the front is between 66 and 64 ° if Canondale did it, it will be even better than Comencal who has not yet understood everything about the concept
  • 4 1
 one of the sleekest DH bikes, especially with the shock only on the lower mount.
  • 6 5
 I’m sure this will illicit a thoughtful well informed conversation amongst the Pinkbike crowd.

Or I could just cover it for everyone first.

Lol were the othr half of you’re fork rofllololrofl
  • 5 1
 They should try making motorcycles again.
  • 1 0
 because that went so well last time around? ????
  • 2 0
 They were just ahead of the time. Now every bike company seems to be making motorcycles; they just call them E-bikes now.
  • 3 0
 Get rid of that 2nd shock and clean the mounts outta there and it's way nicer. Still not what I'd ride... but nicer
  • 3 0
 now you need to send two shocks to avy to get a decent tune with this bike?
  • 2 0
 No, Avy would still only need the damper. The difference is you wouldn't be sending in the spring too.
  • 1 1
 just a marketing trick for your mind to stick with the name "cannondale".... it is not about how much money are you willing to spend on RnD it's about what are you trying to achieve.What will be the price of such a bike?is what are they trying to do viable?cmon give me a break...big bike companies are cutting budget or moving abroad in order to stay competitive...yes they will reinvent the wheel and they will gain tons of money and they will also increase their market share.....stay tuned
  • 1 0
 2 shocks, all the pivot bearings - can see that being a real winner mechanically after about 18 months. - Extra weight would surely outweigh the performance improvement - otherwise it would surely have been done before now.
  • 8 5
 This whole concept is too shocking.
  • 3 5
 I don’t want to put a damper on your pun, but our latest tests show if you split it into two separate parts it’d have far greater spring...
  • 5 3
 @theging two shocking?
  • 2 0
 You see....downhill ain't dead , it's just been nurturing Enduro for a while, and now it's time to get it on again Smile
  • 3 0
 Makes an Ebike look light.
  • 3 1
 Anyone who's doing a high pulley not in Ti is doing it wrong. Love seeing all of the wear on these.
  • 1 0
 I have a really hard time grasping how much of a problem that is to begin with before a ton of R&D goes into that design and a new standard of rear shock is introduced.
  • 2 1
 Spring on one side damper on. The other. Gives you independent leverage curves for spring compared to damper. Didn't know this was an issue that needs solving.
  • 5 6
 Seriously WTF is going on at these Cannondale r&d meetings? I imagine a couple of dudes with bad mustaches and cafe lattes all high on quaaludes just shouting things out while writhing around on the floor.......

"Two rear shocks on one bike!"
"Two rear shocks and only one stanchion up front!"
" PUT A f*ckING DYAD ON THAT SHIT!!!!"
  • 2 0
 Comparing it to a fork is wrong, both fork legs go up and down at the same speed.
  • 2 0
 "One shock has no spring, and the other shock has no damping, but why?"

uh, because its Cannondale? /thread
  • 1 0
 Why not a radial shock on the main pivot? Using the principle of a torque converter? most people say why, I just say why not?
  • 1 0
 Cool bike but having two shocks just complicates things for the average joe. Guess time will tell with how well the frame rides and compares to the other big names
  • 1 0
 The split shock format (like our forks) is intriuiging, but why not test it out during the most extreme event possible?
  • 2 0
 Finally, a PB article tailor made for Rob Warner!
  • 2 0
 i wish cannondale made a slope or dj frame still
  • 2 0
 Mr. Scott Voltage and Mrs. Antidote Darkmatter decided to have a son...
  • 2 0
 Pffffffffff!! No lefty. Total click bait article
  • 2 0
 I was hoping to see a Lefty on this track.
  • 2 0
 I have heard of half baked. This thing is twice baked.
  • 1 0
 I don't like anything that can be described with the phrase "it's kind of complicated" in it.
  • 2 0
 Have always liked Cannonade's approach: Order Emerges from Chaos Wink
  • 2 1
 Isn't there a rule stating that if you race the bike it has to be available for sale within a certain time?
  • 2 0
 No there is no rule for mountain bikes. Only road, cyclocross and track.
  • 3 0
 Marketing
  • 1 0
 The rear ending is very similar to its cousin.. the new GT fury. Fixed idler near the pivot point with a Horst link
  • 1 0
 Funny, no mention of the old Corsair crown from which this idea probably came from...
  • 1 0
 There were others before and after the Corsair, too.
  • 3 2
 Fort William was definitely damper than Maribor.
  • 1 0
 Looks like a Cannondale! Yes please.
  • 3 2
 Not that great, money to burn, next.
  • 2 0
 Bender 2.0
  • 1 0
 Cannondale, what about to make a normal DH bike?
  • 1 0
 I really like to read Cannondale on a dh bike.
  • 1 0
 I felt fine when I clicked on this article. Now I don't feel too good.
  • 1 0
 TLDR cannondale is dumb. Nuff said
  • 1 0
 Interesting, but it looks like a Session 10.
  • 1 0
 Going back to the 2000 Gemini prototype I see..
  • 1 0
 I'm just glad Cannondale are back on the DH scene!
  • 2 1
 wait what?
  • 2 1
 Scary
  • 2 2
 This is what happens when you use FOX shocks
  • 1 1
 Looks pretty rad, but it must be a pain to keep that shock clean.
  • 1 1
 All that technology to smash the chainring into the ground.
  • 1 0
 Barf.
  • 4 6
 Stupid.
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