DVO first unveiled their Diamond single crown fork at
last year's Eurobike trade show, and after a summer of refining and testing, the first rideable (and raceable – Cedric Gracia rode his to a 23rd place finish at last weekend's brutal Enduro World Series race) pre-production versions have arrived. There will still be a few minor changes to the fork before it hits store shelves in November, but the Diamond we were able to ride is a good indication of what the final version will be like.
DVO Diamond Details• Intended use: all-mountain / enduro
• Travel: 160mm, adjustable via internal spacers to 150 and 140mm
• Wheel size: 27.5", 29" and 26" versions are in the works
• Air sprung with a coil negative spring
• External adjustments: air spring, rebound, separate low and high-speed compression, Off the Top
• Stanchions: 35mm
• 15mm thru-axle
• Colors: green, black
• Expected availability: November 2014
• MSRP: Around $1000 USD
With 160mm of travel, 35mm stanchions and a 15mm thru-axle, the Diamond is aimed squarely at the all-mountain and enduro market, and an expected retail price of around $1000 USD reflects its high end intentions. Befitting a fork of this caliber, the Diamond's adjustments include air pressure, independent high and low-speed compression damping, rebound, and Off The Top (OTT), which changes the initial feel of the fork by preloading the negative spring housed at the base of the fork's air cartridge. The Diamond also has an integrated fender mount, which allows a short fender that covers the latticework at the back of the arch and extends a few inches rearward to be quickly installed. The final weight hasn't been confirmed, but DVO is hoping to shed some grams off the prototype version in order to hit the 4.1 pound mark. Mountain bikers can be a fickle bunch, which is why DVO will be offering the Diamond in both green and
black versions, along with the strong possibility of a black stanchion coating in the future. The first run will be for 27.5" wheels, but a 29" version is on the way as well. The 29" version will also have 160mm of travel, but its lowers will have a different amount of offset and clearance for the bigger wheels.
What's InsideThe fork's air cartridge is housed in the left side of the fork, where a green aluminum cap covers the Shrader valve used to adjust the air pressure. It's common for companies to use the stanchion tubes themselves as the outer portion of the air chamber, but in this case DVO decided to go with a cartridge style set up, a design that allows them to more easily house the coil negative spring. There's a 5mm hex head knob at the bottom of the leg that adjusts preload on that spring, the OTT feature that was previously mentioned.
The damper cartridge is found in the right side, with a circular dial to adjust the high speed compression and an almost arrow shaped dial to change the amount of low speed compression. The idea was that the low speed compression could be quickly ramped up with one swipe of the hand, a boon for racers looking to firm up their ride before embarking on a long uphill transfer stage. A small green knob is located on the bottom right side of the fork to adjust the rebound, although the shape for this knob hasn't been finalized. The current design has it tucked well out of the way and less susceptible to rock damage, but I did find it a little difficult to turn – the small shape made it hard to get a firm grip on it.
There are several forks out there that use an oil filled bladder that expands when the fork is compressed, but DVO has taken a different approach in their damper cartridge. To compensate for the oil expansion, DVO uses a bladder that is inflated to the ambient air pressure and is then surrounded with oil in a small chamber. As the fork is compressed, the oil is able to squeeze the bladder inwards to make room for the expansion. Just like their Emerald downhill fork, DVO places a strong emphasis on riders being able to service their products, and both the air and damper cartridge are user serviceable.
Ride ImpressionsIt's been a hot and dry past few weeks in Whistler, and the trails in the bike park are showing the effects of thousands of riders pounding out lap after lap. The trail crew here does a commendable job, but there's only so much you can do in the battle against brake bumps and blown out berms when there's no rain, which means that trail conditions on the mountain are rougher and dustier than ever. Wheel swallowing holes and brake bumps abound, trying to rattle bikes and riders to bits, and creating the perfect proving ground to try out a new fork. Before diving into the initial impressions, it's worth noting that this is still a pre-production fork, and there will likely be changes before it hits the shelves. As such, this is far from a comprehensive review – it's more of an initial overview detailing my first impressions of the fork. We'll have one for a more in-depth test once they roll off the production line in the fall.
Setup - I started with 130 pounds in the air chamber, and a click or two of high and low speed compression, a good base setting to begin getting accustomed to the fork's ride characteristics. The Diamond's design does use slightly more pressure in the air chamber than what a RockShox Pike or Fox's 36 would use, but it's still not extraordinarily high. Other than that, once I had the initial sensitivity set via the 5mm adjuster on the bottom of the left leg and dialed in the rebound to my liking I was ready to roll.
Sensitivity - Hand fatigue is a good indication of how well a fork is doing its job in the bike park – if you finish a run and need to peel each finger off the bars, or if it feels like arthritis has suddenly set in, those are signs that your suspension could use a bit of help. Luckily, my hands never turned into immovable lobster claws, even after riding at top speed through hundreds of yards of brake bumps and water bars. The sensitivity throughout the stroke didn't feel quite as supple as the current benchmark, RockShox's Pike, but it wasn't far off the mark. Where in a blind test it would be easy to imagine that the Pike housed a coil, rather than an air spring somewhere in its stanchions, the Diamond has a decidedly air sprung feel, although the OTT feature does help allow for more initial suppleness than would typically be expected.
Air Spring / Damping - Where a fork rides in its travel, and how it deals with repeated hard impacts are two of the most important factors to consider in order to determine whether a fork is up to par. The Diamond did well in both categories, and it never felt like it was riding too low in its travel or diving unexpectedly. It stayed in its sweet spot, that middle portion where the bike's handling isn't compromised, and where there's enough travel left in reserve for the really big impacts. The initial portion of the stroke was quite smooth, as was the ramp up, but I would have preferred to be able to eke out slightly more travel before that ramp up began. John Pelino, DVO's general manager, said that they have been working on the air spring curve to adjust this for the production version. Racers have been favoring the more progressive feel, but riders who spent most of their time riding at a more casual pace would likely benefit from a more linear stroke.
Torsional Stiffness - I'm on the lighter side of the rider weight spectrum, but that being said, the Diamond's stiffness didn't give me any reason to complain. Whether I was pushing it at full speed into a tight berm, or navigating through a sequence of rocky shelves that forced the fork to use all of its travel, the Diamond was as solid as its namesake.
Pinkbike's take: | Competition in the bike industry is a good thing for the consumer, as it means that more and more options to choose from. By the looks of things, DVO's Diamond should be another viable contender in the 160mm category, a fork that can take on the roughest trails without skipping a beat, with a couple trick little features that help set it apart from the others. That being said, competition in this category is fierce, with the RockShox Pike and FOX's 36 currently sitting in the top positions. We'll get our hands on a full production model as soon as possible to truly put it through its paces and see how it stacks up against the others over a longer period of time. - Mike Kazimer |
www.dvosuspension.com
The major offset impact is when going up to 29, where the wheel contact point shifts significantly rearward so the offset compensates for this to get the same handling.
Usually a 26" QR fork will have an offset in the 39 to 42mm range. A 26" 20mm TA fork will usually run around 42 to 46mm offset, and a 29er fork will usually 45 to 46mm range with 46mm being the most common.
E.g. Mazocchi are all 44mm offset even with 26" and Manitou are 41mm for 26", 44mm for 27.5.
And some specific 29er frames are setup for 51mm offset forks.
The biggest impact to fork offset is actually the Axle type chosen during design.
(15mm allows shorter offset than 20mm when having the axle on the front of the lowers)
I'm running 27.5 Mattocs with 44mm offset and 26in wheel.
Unfortunately for the diamond, I can only see the OTT adjustment being anything innovative.
(15mm, 27.5 just a couple of examples)
Not that I'm slightly synical!
"OVERAXLE" arriving at a store near you!
We do undertsand what you are saying, we just don't agree with you.
Then suddenly you got "the best of both worlds" everywhere, which is completely equivalent to "worst of both worlds", if you think about it for a moment. And these new standards are rarely reasonable. They don't make your bike better, but they make the companies richer for sure. Want new frame? Buy new fork to fit it. Then buy new wheels to fit both, your new frame and your new fork. Is your bike much better now? No. Did you spent a lot of money to got a bike that is not much better? Yes, you did. Economics at its best.
If I was that concerned with weight, I'd stop going to the gym and just run all the time. Trouble is, I'd be weaker ; )
You guys are always bitching about backwards compatibility.... this IS backwards compatibility. The industry is moving to one standard, and they're choosing the one that WON'T make you buy a new hub and rebuild your wheel. Buy the hub reducers and shut the f*ck up, you crybabies.
But that's still not the point. You guys are always talking about how the *evil bike industry* is changing standards to make you buy new shit all the time... well in this case they've done exactly the OPPOSITE of that. If they had chosen 20mm, all the 15mm crowd would need new hubs and wheel rebuilds. They chose 15mm and now you have to buy a $10 part. Boo f*cking hoo. You still get to use all your current hardware. DVO did right by its customers here.
I can empathise. I've been sure you are an idiot since you first piped up.
There was *always* going the be a smaller thru-axle standard anyway, because XC racers were never going to adopt the 20mm axle. The trail/AM market was bound to get caught between the XC and DH standards. But again.... if they both exist and you have to pick between the two, it's good (for DVO and the mtb population in general) to pick the one that doesn't require a major extra investment by the consumers.
Are you saying you or anyone you know has failed a 15mm axle? Googled it and couldn't find anybody claiming to have a broken one. Never heard of any longevity issues.
People can argue all they want that "15mm is just as good" (and I would assume in most cases for most riders it is), it was still regression.
The bottom line is given two otherwise identical forks, but one with a 15mm and one with a 20mm axle, and at same price, what percentage of the time are riders going to opt for the 20mm over the 15mm?
Interesting claim. Still doesn't matter AT ALL in this discussion because 15mm is already here, tons of people have it, and it's not going anywhere.
"given two otherwise identical forks, but one with a 15mm and one with a 20mm axle, and at same price, what percentage of the time are riders going to opt for the 20mm over the 15mm?"
That's an easy one. It's an aftermarket fork, so people are going to pick the one that matches their current front hub, so they won't have to throw down a wad of cash for that too.... which brings us back to my original point: a 15mm fork works for ALL of DVO's potential customers, but a 20mm does not.
You guys sure are worked up over buying a $10 reducer. Or maybe you just want to punish all the people who bought the axles you don't like. Either way, business-wise it's a no-brainer for DVO to make this fork 15mm. It's compatible with the most hubs and it's the direction the trail/AM segment is going.
Hilarious that the 20mm crowd are probably the same guys complaining about their 1-1/8 head tubes not having backwards compatibility with modern forks. A company finally gives you backwards compatibility with the old standard and you shit on them for it.
Was someone shitting on someone for offering backward compatibility with steer tube diameter?
It's OK. The 36 will get everything back on track. Back to the future....
I looked at him stunned. I had always thought of him as a socio-path but now I knew for sure. I looked that bugger right in the eye and said 'I think i may of heard something more retarded before but I'm not sure when." as it turns out his mother was mentally handicapped and I got fired for creating a hostile work place.
Last I heard that bike was a huge success. They may of killed a few people but business was good.
in the article:
"Mountain bikers can be a fickle bunch, which is why DVO will be offering the Diamond in both green and
black versions, along with the strong possibility of a black stanchion coating in the future. "
Sorry, my previous post seemed a bit harsh - I know a little about the history of DVO and think that what you are doing is great. Looking forward to seeing reviews of the production fork.
Im not a brand loyal buyer, so I will buy from whoever has the best product and at this current point, DVO is definitely one of the best.
Their product, customer support, and technology are top of the line.
As I understand it oil isn't particularly affected by atmospheric pressure changes, at least not in the operating ranges of the fork (where humans don't die of oxygen deprivation or vacuum).
So seems like what's being said is that the bladder itself isn't pressurized like the air spring would be?
Will be considering this for my next fork for sure in the coming year or two, based upon your replies and the quality that will be supplied (based upon peoples reactions to your emerald!)
I only notice the fork flexing at low speeds and it seems to come from near the crown. I am rather heavy though, so I'm sure that plays into it.
Otherwise surprising the Pike and 36 are always mentioned as reference when the Bos Deville keeps being ignored. I'd put this Diamond at the same level of expectation than I have for BOS. Let's see when the final production forks come out if we hear and read a full comparative test. Would be great!
This is the exact opposite of what SRAM and Pinkbike claimed was necessary regarding the RS-1/ Pike forks and bottomless tokens.
In my mind a "racer" favours low sag and a linear stroke to eek out the travel when required whereas a average trail mincer favours more sag but needs a more progressive mid to end stroke to prevent the fork constantly blowing through its travel.
Any thoughts on this?
I've extensively ridden a 32mm stanchion 15mm axle fork, a 32mm stanchion 20mm axle fork, and a 35mm stanchion 15mm axle fork and the 35mm stanchion fork was by FAR the stiffest. Once you actually have an axle (instead of a QR) the difference isn't even there between 15mm and 20mm.
I'm not saying that 20mm is bad, but complaining about 15mm is stupid.
Do you really want a 180mm fork that climbs... or shreds? should be a no brainer. Sometimes colors don't always work out.
look toward to reading about the production version though.
Why is the author comparing a pike to a fox 36. Isn't the lyrik more on par with the big 36?
Competition is great, but buying this means you're paying an awful lot for something that's not really any better it would seem than other stuff out there, without a huge backup and support network.
Still, I'm sure it will look great strapped onto a carbon Santa Cruz, on an Audi estate, in a UK trail centre car park, then gets wobbled round a red route by an overweight middle aged guy proclaiming this and his new ENVE's have made him go 20% faster, before blowing out of his ass on the merest incline.
Not sure of the diamonds rrp or discounted price in Europe ?
Certainly fox stuff doesn't get discounted as much as RS
Neg prop away but my points are valid, unless dvo stuff gets discounted heavily here ? And as for mud clearance the UK's had the wettest winter on record this year the Alps too have been a washout , mud clearance matters, the best damping in the world won't matter if your wheels won't turn in your forks or frame. As I said though the integrated fender looks great !
As a premium brand it would be cool if you let me choose what I want or just go with 20mm
Can you tell me the axle to crown length for the 160mm version?
Thank you!