Pinkbike's EWS Pro Rides: Fabien Barel's Canyon Strive

Sep 28, 2015
by Paul Aston  
Header for Pro Rides

What to say about Fabien Barel? He's the master of comebacks, pusher of boundaries and a man of particular precision. He's been around forever, has been adorned with rainbow stripes from the downhill World Championships on three occasions, and worn the French national jersey for six years. During those times, he's faced some brutal injuries, followed by rapid resurgences. Living next door to Nicolas 'The Alien' Vouilloz in the French Maritime-Alps, it comes as no surprise that he shares similar method and meticulous approach as the ten-times World Champ.

Turning his focus to enduro in 2013, Fab stood atop the first ever EWS podium on the Tuscan beach front in Punta Ala, Italy. After a broken back in Nevados de Chillan last year, he was forced to sit, or lie out the heart of the season, only to return to Finale Ligure and take the top step again - a different venue, but he sure seems comfortable on Italian Riviera. At the fourth round of this year's EWS in Samoens, France, he admitted being off the pace on stage one and faced a 40-second deficit that needed deferral over the following days. He showed his toughness by taking wins on stages four, five and six, but unfortunately couldn't claw back enough rungs to get to the top step, eventually settling into third place. No mean feat. As quickly as the event rolled in to the quaint French town, it shipped out, as riders headed to Colorado in search of acclimatization, I never got to ride Fabien's personal Canyon Strive. Nonetheless, Fabien always has plenty to say, so I provoked him with: "Can you talk about your bike setup?" and let him loose.


Fabien Barel was on a mission today to make up for his day yesterday winning both stages today to bring himself up to third from sixth.


Fabien's Basics

The Frenchman stands at 1.81 meters and weighs 79kg. There must be some serious muscle mass hidden away somewhere because he doesn't look like a big guy, and certainly isn't carrying any extra pounds around his waist. He rides a Canyon Strive carbon in a 'Large Race' size, uses a 10mm rise Renthal Fatbar 780mm Carbon handlebar, matched with a 40mm stem. Chainring size is pretty normal, at 34 teeth on a 175mm crankarm, powering a SRAM 11-speed drivetrain.

RockShox takes care of Fabien's damping duties, with a Lyrik fork leading the charge and a Monarch XX shock. Barel’s 90psi setting puts the fork at 30-percent sag in riding position, with three Bottomless Tokens for the big impacts. Between 180 and 190psi gives 30 to 35-percent sag for the Monarch XX shock, which has seven volume spacers installed and a handlebar-mounted lockout. Tire pressures are generally around 27psi front and 29psi rear.

Fabien Barel s Canyon Strive
Fabien Barel's Canyon Strive.


Bike setup

This is your first full season since you were injured. How has that affected your bike setup?

So, things have been changing a lot over the last few years due to my back - injuring my back last year and also, my leg three years ago. I have been changing quite a few things in terms of saddle height, handlebar height and even handlebar width, based on the races we have.

Something I have learnt from my experiences moving to enduro is that, generally, the handlebar height is lower than what we would have in downhill, because to load the front end and have good direction on all the flat terrain and singletrack is something that we clearly need. As I'm riding a fairly long bike that has a large influence on my body position and general mass, I move around the bike.

For example, for Scotland and Ireland, I did lower my handlebar quite a bit, but also narrowed it down to 770mm to actually help me around the trees because everything was fairly tight. Samoens showed us a lot of steepness (except in Stage 1), then a lot of endurance skills, due to the length and steepness of the tracks. I quickly realized I needed to get back in to more of a DH position. So, first of all I changed to a new Lyrik fork that was 13mm higher than the Pike, and I brought my handlebar one centimeter higher too. So, 23mm higher than I had been riding in the previous two rounds, and also went back to a 785mm handlebar to give more stability and comfort when loading the front wheel into the steeps.

Quite cables on Fab s Canyon
Fab's mechanic threads the hoses and cable through electrician's shrink-tubing to keep it the front end quiet and neat.

Coming in to suspension settings, we obviously have two different options for to keep the height in the travel while riding - the spring force or the damping. What people need to know is that for sure damping is helping to keep you carrying more speed forward, when you absorb impacts, but is creating a lot more harshness through your body and so, using more energy. Less damping and more spring force is actually allowing you to keep the ride height, but still allows the bike to be more supple and obviously requires a little more balance on the bike, but you gain a lot in traction and comfort and you have a bike that is allowing you to make more mistakes by the fact that the suspension is a lot more active under your legs. For Samoens I used quite a bit of spring force, and used the option we have on the new Lyrik, with the negative chamber, to give us a lot of traction on the front wheel. We softened the suspension in terms of damping. This allowed me to absorb more mistakes and give me more control on the long tracks.

Can you expand more on the changes you made with after your back injury?

Yeah, I had to modify a lot of things because of the fact that most of your energy when riding and generally in sport is started and driven from your spine. Your head, arms and legs are completely connected to your back with the nerves and that's how you drive a movement, rather than using strength from one muscle. Based on this, I had to change the bike to make my back a lot straighter and so I was not absorbing forces with a bent back and putting pressure on the bones that I had broken. I lowered my saddle and had to learn to pedal with my heels down a lot further than I was used to. I had to play around with the handlebar height and width to give me the comfort I needed and, dependent upon the roughness of the terrain, It took a lot of work to not get any back pain on long stages or many days of racing consecutively.

Do you get pain on the transfers or in the actual race stages?

On the liaisons, I normally get time to position myself where I want to on the bike. I can play a bit with the Reverb dropper to get the exact seat height I want for comfort. But, mainly in the stage when I get the pain, I try to release the muscles as much as I can so my spine and bones aren't taking a load that they shouldn't. Especially when it's rough, I lift the handlebars. I have also changed my saddle position. I used to have my hips rolled back for pedaling more with my quads. Now, due to my back, I have to have my hips rolled a lot more forward and I'm using the hamstrings much more than before.


Brakes and Wheels

What brakes are you using and how do you set them up?

With the brakes, we have done quite a bit of testing with the new SRAM Guide Ultimates. I went to a 200mm rotor at the front for the steepness, just to give comfort and efficiency. Thanks to the hydraulic stability we have with the Ultimate, I managed to stick with the organic pads and a 180mm disc on the rear. For me that was sufficient to control the bike.

Fabien Barel s Canyon Strive
Fabien has grip tape on all contact points including the brake levers.
Fabien Barel s Canyon Strive
A custom spacer lowers the shifter enough to squeeze in a remote for the Monarch XX shock.

What about wheel and tire choice?

I am riding the new Mavic CrossMax wheels which are 23mm internal width front and rear. Between day one and day two we changed to a dryer condition tire. On stage one, we needed more control on the greasy dirt that we found after the storm. I also softened the fork a little for that stage to try and get more control over the front.

Any special tubeless settings?

Pretty standard. I am using between 900g and 1200g tires, I rarely go above or below, depending on the carcass and what I expect from the tire, always starting with 27psi front and 29psi rear. I use 100ml to 150ml of tubeless sealant, depending upon the kind of terrain we have. The 23mm rim is the only permanent and I play in between those settings. I rode a 1200g tire on the front on day one with 100ml of sealant. On the second day I went for a slightly smaller tire with 150ml of sealant, based on the fact it was dry, but faster. You didn't need exactly the same type of tires.

Does the volume of sealant make a big difference?

It makes a difference in terms of puncture risk and weight. The size of the hole you could expect to put in to a tire from the type of terrain, and for the pedaling and dynamism of the bike. If you have a lot of rocks and you expect a lot of cuts on the side or top part of the tire, that's when you need more sealant. When it's only grassy and you're looking out for thorns and perhaps a pinch, you can go for a lower volume of sealant.

Fabien Barel s Canyon Strive
Guide Ultimate brakes keep speeds in check.
Fabien Barel s Canyon Strive
Barel prefers a 200mm front rotor, the rear is 180mm.

Can you feel the difference between the volumes?

Well I can make up to 100 grams of difference to the rotating mass. I wouldn't say that you can feel it when riding the bike but I do know mechanically there could be an advantage or not. I think if I change the rotating mass by 200 grams I can start to feel it. Below that it's kind of hard to feel.


Suspension

I noticed you're not using a Monarch Plus like most of the RockShox supported racers?

I am using a Monarch XX rear shock, which has no piggyback, but has a lockout which I use on flat, fast sections. The Shapeshifter is a huge advantage on stage one for example where you have a long climb and flat sections where you can use it in climb mode all the way. But, for example where we had the 4x4 track on the end of stage five where it was really fast, you don't want to make the geometry steeper because you're going fast, but you also don't want the suspension to lose some of your pedaling energy to carry speed. That's when I use the lockout.

Fab Barel bike check.
A RockShox Monarch XX for putting the power down, while keeping the geometry raked out for high speeds.

Is it a complete lockout?

No. I would say about 85-percent. We have the advantage to be able to set this on the shock. It's not ideal for high temperature, because the rebound changes quite a lot by the bottom of the run with the heat. For example; in stage two, this was an issue. To anticipate this, I started my run with a little more rebound than I would normally have, to end up in the setting I want towards the bottom, when I was tired. It's something you need to anticipate.

Do you know if the sag changes much with the heat? Nico Vouilloz mentioned this in New Zealand?

No, not really, it's mainly the rebound activity that is changing. You end up with a bike that is much more active under your legs as you lose rebound control, but I don't think the air pressure is noticeably changing in terms of bike position. Just because it makes it more active and supple, you need to control the bike a lot more with your legs, because the suspension is not providing you with the stability you need. And that's maybe why the wobbling is bringing you into the travel deeper than it should be. But the sag setting is not really changing on my bike.

What do you mean by wobbling?

I mean, you know when you don't have much hydraulic control and only based on the spring force you actually feel the bike moving a lot under your legs and you have a lot of oscillation of the suspension before it re-stabilizes after an impact. Basically, in normal situations, this oscillation is controlled by the hydraulics. When it overheats, that's when you get in to trouble - having to control the feedback of your bike with your legs, compared to what to terrain is giving you.

Did you have any different setting for different stages?

I mainly changed between stage one and going in to the following stages, because all the other stages were more punchy and needed pure downhill skill, endurance, and sprints compared to stage one. The main changes for me definitely came in stage one.

Fabien Barel s Canyon Strive
Barel uses the Canyon's dual-rate Shapeshifter linkage to his advantage on the pedaling sections.

Had you already chosen the settings, or did you make decisions after the practice runs?

We have a few things that we test ahead of the races to use as a reference - heights, widths, suspension set up - and we base on our training, what would be optimum. Basically, we use those to anticipate what changes to make after the practice run. For example; Stage 1 was the most challenging. We practiced in the dry, but the race was in the wet. So, we had to think, imagine, and anticipate based on our experience, to choose tires, pressures, suspension, handlebar height,, and all this to optimize things. We had the chance at this race to come back to the pits to modify things between runs, which is not the case on most races.

Is all the suspension stock?

We have a special tune on the Monarch XX shock. Actually, two special tunes that we have been developing this winter and one, more recently, that I have been playing with on the rear shock. The fork is a completely stock cartridge with normal Lyrik settings. We just try to optimize as much as we can, the friction. We work with RockShox to make sure to use the correct oil in certain places between the seals and bushings, and keeping on top of the servicing all the time - a full service, two times in a two-day race.


Miscellaneous

Is it true that you have one leg that's shorter than the other?

My left leg is three centimeters shorter since I broke my femur! I have one shoe that is bigger than the other, basically my short leg has a shoe that is one centimeter higher than the other and I compensate on the bike and general life with a one centimeter difference, I got used to it with the movement of my hips. Mavic made a special shoe for me to be able to kind of walk straight and not just around in circles.

Fabien Barel s Canyon Strive

Do you use a power meter?

Yes. I do use a power meter. I use one to train just since the start of this winter. It's been interesting to start using this. It's tough to compare between the road and mountain bike though. Most of the reference testing we do is on the road and when you get on an MTB, you can’t use the same numbers, because of the fact of traction and rolling resistance is very different.

Fab Barel bike check

While racing, do you use any power or heart rate measurements during the runs?

No. I never use it at the races. I try to get the feeling of where I should be and to control my energy, as you feel different nearly every day based on how you eat, sleep and feel mentally. I don't think that simple numbers can help you to optimize what you need to do in a race. I am definitely basing my reference of energy on my own feeling and not on the computer, that's for sure.

Fabien Barel s Canyon Strive
A CO2 cartridge for emergencies wrapped with duct tape for trail-side bodging

When you're racing, do you use some strategy, or just send it as fast as you can?

It really depends on the stages. When you feel that the length of the stage is something you can maintain at a full pace, that's when you can give it all. But on Stage 1, you know that you need to control and set a certain pace, you know where you need to push, or where to conserve energy. You need to save enough energy in reserve to have a clear vision of the track and keep suppleness on the bike.

Fabien Barel put literally everything on the line today and it paid of as he dominated proceedings. If you didn t know the results you d probably think he won the whole thing from the smile on his face this evening.
Watch Fabien cross any finish line and it's clear that he gives it everything.

Stage 4 was the toughest track of the weekend. What was your approach to that?

Clearly, you give it all physically, but technically you are looking for a constant average speed to be good and not taking so much risk. Whereas on Stage 5, it was a lot shorter and the passages that are technical are a lot shorter, so you can commit a lot more. Basically, you have to adapt the intensity of your riding and the intensity of your physical training and capacities, compared to the energy you need to use on the run.

So, all that on feeling?

Feeling, anticipation, guessing, based on the fact you know the track after the practice. On a different race, like in Colorado, it will be a complete different story - where we don't know the track and the management has to be radically different.






89 Comments

  • + 113
 Great article! Love the interview and dissection of the bike and race. A full spec list in the article would be awesome More of this please! Also for DH.
  • + 6
 Your retirement Fab Barel, it's a shame for the AM bikers. Thanks for all.
Dear @pinkbikeproductions could we get some video like Bike Magazine, did to Tippie.
youtu.be/uwgZb8HcRkk
  • + 1
 What j-t-g said! Sick article on one of the worlds fastest humans.
  • + 91
 Pinkbike you went way over the top with this article. It's AMAZING. Fabien is amazingly well spoken, he really gets it.
  • + 1
 Fabien is amazing full stop!
  • + 56
 Pinkbike... you're doing it right.
  • + 42
 I love reading article like this ! More more more!
  • + 31
 "Mavic made a special shoe for me to be able to kind of walk straight and not just around in circles" Good one :]
  • + 1
 Oh! I thought he was talking about pedaling!
  • + 3
 funny guy Fabien
  • + 0
 That's what i call a fully committed sponsor that back you up even when things go bad. props to Mavic
  • + 25
 23mm internal width fanbois take note
  • + 11
 Not a wide rim fanboy, but he's sponsored by Mavic, and they don't make anything bigger than 23mm, right?

Great article, love to read racers analysing their equipment choices.
  • + 11
 Yeah, he's sponsored by mavic. His name is also Fabien barel, he could be sponsored by whatever wheel company he wants. There is probably a reason he stuck with Mavic.
  • + 0
 "He is sponsored by Mavic" or "Canyon is sponsored by Mavic"?
  • + 6
 he is. When he was on a mondraker he was already on mavic
  • + 7
 he could easily ask for custom wide rim if he wanted to....
  • + 6
 he is always very deep into R&D, if he thought that a rim wider than 23mm was really necessary he would've proposed it.
  • + 19
 not a word about the oval chainring
  • + 8
 might be because he rides for sram and they don't produce oval chainrings (until now)...
  • + 1
 I was wondering the same thing..
  • + 1
 I am sure it is a bionicon, because the chainguide looks like the c-guide too: www.b-labs.org/oval-chainring and c-guide.org
  • + 1
 That bike only shot (3rd From bottom) is from Rotorua, and you can see he has different tires mounted to the rims as well when compared to the shot 2nd from the top.
  • + 9
 Read all the article with Fabian's accent in my head lol. Amazing info and it's clear he knows his stuff and pays attention to every single detail. Since he's retiring, I really wish that perhaps he can come out with either articles or videos explaining the tech aspects of mountain biking.
  • + 9
 kind of funny that he uses an XX shock instead of piggyback, while every weekend-warrior's first action on a new bike seems to be swapping that stock shock for a piggy, around here.
  • + 12
 I think the point is that he has his suspensions fully serviced two time in a two day race... how often are the weekend-warriors going to service their?
  • + 3
 He mentions in the article that he has two shock tunes (or two shocks, essentially) and the race shock fully serviced every day for racing. If every weekend warrior had that kind of support, they might not be swapping to heavier shocks with a wide range of adjustment. Swapping to a more durable, higher oil-volume shock that allows for a wide range of adjustments and fine tuning sans rebuild seems to make sense, around here.
  • + 4
 yeah but focussing on Monarch and Monarch Plus, I always thought they have the same damping, with only the Plus beeing more consistent due to increased oil volume.
  • - 1
 Yes that is true, similar damping, but on long descent and on long ride days your shock will hest up and that damping and rebound will be much different. As the oil heats up the rebound speeds up changing the feel of the bike and the damping softens up so it could wallow through travel. I went to piggy back because A. It was stock on my bike and B. It felt better at the bottom of my runs. I felt more consistency and therefore less fatigued after my run and able to go back up for another.
  • + 2
 If he is heating up the shock and that is causing rebound issues then he really needs to have more oil volume and surface area to cool it. But the limitations of his sponsors products is forcing him to make compromises. Seems all the suspension companies really underestimate the desire for handlebar mounted remotes.
  • + 7
 Paul Aston for Pinkbike...
  • + 3
 Cockpit GOALS. He has a lot of controls on that bar, and it's as clean as you please. The shrink-tubing is a fantastic idea; I think every bike's cockpit should be set up like that. I get that it has to be done before any of the lines are connected, but we don't change our control cables and hoses THAT often, do we? Once your setup's solid, the cleanliness seems worth the extra effort. As for the grip tape, I live in SoCal, but I can see it being pretty handy for those in wetter climes.
  • + 5
 Also, it's kind of interesting that he prioritizes the lockout over a piggyback's consistency, Shapeshifter notwithstanding. That's the opposite of Vouilloz's choice.
  • + 4
 Especially as a Monarch XX is something you'd expect to see on an XC racers bike, not an enduro machine.
  • + 3
 Deboner cans are great, lots of volume for the amount of travel you'll usually find them on. Just remember people were racing ews on rp23's like two years ago.
  • + 2
 shrink wrap is great, i am in the process of doing this on my yeti to keep everything tidy and quieter. Might have to get some grip tape too!
  • + 5
 Best article Ive read on Pinkbike so far. Good job Paul Aston. More like this please!
  • + 1
 Solid article and great technical writeup. My only beef is with Canyon itself who doesn't import its bikes to the USA (yet)! Darn it. Oh well... you're in luck if you live in Saudi Arabia because they will ship their bikes there. Funny thing is that I've been to Saudi Arabia and I can in fact confirm that Canyon's market share potential is much greater in the USA than in the Kingdom of Saudi Arabia (in case anyone from Canyon's strategic growth department is reading). Sick bikes!
  • + 4
 What's the point of high volume shocks? Were they made to sell the volume reducing spacers?
  • + 1
 Increased negative chamber
  • + 4
 Can someone explain to me what he means when he is discussing spring rate and damping?
  • + 1
 Look up videos. Or look at forums... it's pretty complex but the basic gist is:

Compression - when the shock is compressed by a impact to the tires

Rebound - when the shock starts pushing back out and back to its normal length

Damping - slows compression and it also stops it from acting like a pogo stick or trampoline by giving it one solid and fluid compressing motion

Rebound control (aka spring rate) - controls how quickly your shock bounces back from a hit. Too fast and it will buck you off your bike or feel hard, too slow and it will sink through travel on rapid hits because it wasn't able to recover from the (hence RS's deal about rapid recovery mumbo jumbo).
  • + 6
 COMPRESSION DAMPING - Adjustments for controlling how the fork handles impacts from terrain. Less Compression Damping allows fork to travel farther through the stroke (plusher, softer), more Compression Damping (harsh, stiffer) controls the stroke from traveling too far into your available travel. Find a good middle ground, not same for every trail.

REBOUND DAMPING - Adjustment for the return stroke. More Rebound Damping slows down shaft speed movements (possible packing if too slow, not returning to full travel for next impact) and less Rebound Damping or no Rebound Damping allows the fork to return to full travel as quick as manufacture design allows oil to return through the rebound circuit (not always ideal, pogo stick, loss of traction, kicking).

SPRING RATE - Air fork uses an Air Spring or Air Pressure to support rider weight, Coil Sprung fork uses a Coil Spring uses just that to support the rider weight. Spring rate is expressed as the amount of force required to compress the spring a certain distance. Air spring will fatigue if pushed too hard and will heat up and the shock will firm up as the air pressures increases. Coil spring will remain the same throughout regardless, although may lose some of its memory over years of abuse.
  • + 3
 compression damping is usually controlled by oil. and when you increase the damping it makes the oil have to push through a tighter spot, think of a funnel and how it slows the flow of fluids, but when you open up your damping it allows for a wider channel for flow, allowing quicker movement allowing your suspension to compress quicker.
  • + 2
 I think @somismtb nailed it.

Rebound control is not spring rate as @TFreeman mentioned.
  • + 1
 Thanks @somismtb and @TFreeman.

So let me check this - if Fabien is saying that he uses less damping and more spring force to keep the height in the travel but supple over the bumps he is saying that he is running a higher air pressure but with less compression damping.

If I am using a Pike RTC with limited compression settings how would I achieve this?

Currently, I run 70 PSI with 1 token at 175lbs weight. It stays high in the travel and there is usually 20mm of travel left unused which feels good geometry wise but it feels a little harsh on the hands at speed. How can I create a bit more suppleness without losing ride height?
  • + 1
 A lot of it depends on the terrain and your riding style. If you plow, if you ride light. Smoother trails, rocky/rooty, soft dirt, hard pack. Lots of variables.

When I had a 160mm Pike I was running 2 tokens at 60psi. I weigh 155lbs. Mostly everything I ride is hard pack rocky, marble scattered terrain that doesn't offer the best traction.
I played with 55-65psi for different trails, but 60psi was a good middle ground.
55 was so good on the smaller stuff that I couldn't even feel the fork cycling through the travel for the first 80mm.
So that setup was good for slower technical trail rides, 65psi was good for jumps drops high speed.
60psi was good at both.

Now I have the DVO Diamond and I like it much more.
  • + 1
 Sorry I never answered your question. @skill7

"If I am using a Pike RTC with limited compression settings how would I achieve this?"

He is probably using a custom shim stack that allows oil to flow in a way us mere mortals will likely never feel. Since you have the OEM RC Pike, when you open up your dial all the way counter-clockwise, that is the least amount of damping you can achieve. So the only way to achieve less damping is to pull the shim stack and drop in a custom setup, although probably isn't necessary. I would try dropping 5 psi and adding another token, even though does nothing to your damping system it may help and it doesn't hurt to try.

"How can I create a bit more suppleness without losing ride height?"

Exactly the same answer and before, if you let 5 psi out, you will feel a major difference. You may bottom, it depends.
Try letting 5psi out with your current 1 token.
5psi with 2 tokens.
10psi with 2 tokens
10psi with 3 tokens.
Keep playing with it till you find your sweet spot.
  • + 1
 Thanks man, I will play around with it and see how I get on.
  • + 1
 @skill7 I found when my Pike RC was hard on my hands it was because of too little rebound dampening, I weigh 68 kg and with 78 PSI, no tokens and 7 clicks from fully open rebound. That setting is fine eveywhere for me but on DH tracks, so I took put two more clicks of rebound compression on and it was perfect. I get a linear feel but resist bottoming with a much higher spring rate. It gave my 20% sag as well.
  • + 0
 I've heard from more than one rider about the need to set the suspension a particular way, anticipating that the shock will heat up later in a stage as it gets going. It seems to me that this would sacrifice performance at the beginning of a stage. Has anyone invented a device to heat up the shock to mid-stage temps to keep in in the performance envelope that you want it in from the start? Something like the tire heaters you see in F1 racing?
  • + 1
 Why would you go and put energy into heating your oil, when you could focus on keeping it cool with hydrofluorocarbons?
  • + 1
 If you heat up the oil to mid run temperature at the top of the hill, it will only get hotter and even less consistent by the bottom!
  • + 3
 Since when is 175 pounds at 5'11" big? Thats really skinny. Thats a BMI of only 24
  • + 1
 Im surprised he rides a large. 648 top tube and a 788 standover on the large frame. yikes. Im 6' 183 and I went with a medium
  • + 6
 skinny? are you kidding?
  • + 4
 Yeah, I read that and wondered what the was going on. I feel like that is a pretty standard weight for that height.
  • + 4
 Yeah. We all Strive to have a bike like that.
  • + 1
 Do I m noticing a litle bit of censure?
No picture of the tunned tyre...
Not allowed tonride his bike the interviewer this time?
  • + 3
 Caynon, please let us North Americans buy a Strive!
  • + 2
 I bought one.
  • + 1
 How? Did you have to import it?
  • + 1
 mailed them $5000 and a testicle .
It has to go to another country. Cant even pay with a US card or bank. I wouldnt do it again
  • + 3
 Blacked out Schwalbes once again Big Grin
  • + 4
 Schwalbe M̶a̶g̶i̶c̶ Mavic Mary
  • + 1
 Who is the 'official' tire sponsor?
  • + 1
 Mavic ofc
  • + 3
 Thanks for this article PB!
  • + 3
 Really great article PB! Keep em coming for all, xc, dh, enduro.
  • + 1
 Amazing article thank you PB/Fabien Barel! The details are mindblowing... Smile
  • + 1
 neat article! but is it just me or that rotor on the front is 180mm and not 200 on the bike shown?
  • + 1
 Great info from one of the best! Dont feel so bad about my RP23 anymore...:-)
  • + 2
 Specialized Command Post remote?
  • + 1
 That's a amazing article PB! Fabien Barel know a thing or two about bikes, don't you think? Wow, great rider!
  • + 2
 aahhh!!! information overload! great article pb! Smile
  • + 2
 grip tape on the levers. revolutionary
  • + 1
 STRIVE shapeshifter is big trouble.
Customers themselves are trying .
What the hell are you doing?
  • + 2
 Grips?
  • + 2
 Ergon GE1 reds?
  • + 1
 GE1 Slim actually!
  • + 1
 good point. slims they are
  • + 10
 Grips are the GA2, featuring our new softer and tackier rubber compound found on the 2016 GE1 and GA2 models.
  • + 1
 its nice to see a full chain guide again
  • + 1
 Great article!
  • + 1
 Rad lad!
  • + 1
 Really great article PB
  • + 1
 Love the details!

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