2018 is almost over, which means it's the perfect time to take a look into the crystal ball to see what new mountain bike tech is on the way for 2019. Unfortunately, I'm not seeing anything as groundbreaking as a trigger shifter operated gearbox that allows you to shift under load, or a dropper post that lowers the seat without any weight on it, but there are still plenty of interesting trends and gadgets that are worth a mention.More ElectronicsMountain bikers don't seem to be as eager to hop on the electronic shifting bandwagon as our road-biking relatives, but that doesn't mean new products aren't in the works. SRAM appear to be on the cusp of releasing their wireless electronic mountain bike drivetrain to the masses, although there's no exact date as to when that will be. We saw Nino Schurter and Malene Degn putting
prototype versions to the test on the World Cup circuit, which typically means that the final version isn't too far off. The first World Cup of the 2019 season takes place on May 18th in Albstadt, Germany – I wouldn't be surprised if an announcement happens around that time.
Of course, Shimano's electronic DI2 drivetrain has been on the market since 2014, but it's not wireless, and the installation process isn't the easiest, especially compared to tried-and-true cable actuated designs. I'm positive they're working hard on the next generation, but the fact that the new XTR isn't readily available yet likely means it's going to be a bit before we see anything.
Where else will we see electronics pop up? How about dropper posts?
Magura's Vyron debuted a couple years ago, but it's still a rarity out on the trails, and the first iteration's return speed and remote ergonomics made it hard to recommend over simpler, and less expensive, cable actuated options. (I recently received the newest version that's supposed to address those issues – look for a full review once I get enough hours in on it). However, it looks like RockShox are poised to join in. Going wireless is one way to ditch the Reverb's silly hydraulic remote, but it does mean you'll need to make sure your battery has enough juice in it before heading out the door.
Just think, you could have an e-bike with an electronic drivetrain, an electronic dropper post, and electronically controlled suspension. My brain hurts just imagining trying to keep track of all those chargers.
Evolving Geometry How much longer and slacker can bikes really get? That's a good question. Every year seems to bring about a half degree of head angle change, and an additional 10mm of reach. I could be wrong (it won't be the first, or the last time), but I do think that over the next few years we'll start to see things settle down. After all, it is possible to create a bike that's too long and slack, especially if you're not regularly dropping into near-vertical chutes. If you look at the motocross world, head angles tend to be between 62.5 – 64 degrees, which is approximately where I think we'll see DH and enduro bikes settle.
For trail and all-mountain bikes, 64.5-66 degrees will likely be the sweet spot, and then there's the unfortunately named 'downcountry' segment, where head angles will sit in the 65.5-67.5 degree range. Speaking of downcountry, I wouldn't be surprised to see a fresh batch of new contenders emerge next season, short travel (110-120mm) bikes that are built for more than XC racing, with dropper posts and real tires, but that can still hold their own when it's time to put the hammer down.
Steeper seat angles will also become more prevalent, although, once again, you can only go so steep before things get weird. I'd say that number is around the 79-degree mark, and most companies will probably stick to the 76-77 degree realm.
Of course, we can't talk about geometry without talking about fork offset. 51mm used to be the standard amount of fork offset for 29ers, but that's changed over the last year or two, and looking ahead I'd expect most new 29ers to have forks with 44 or 46mm of offset. Does it make a huge difference out on the trail? Honestly, I'd say that there's a little more hype surrounding this topic than there needs to be – the difference in handling isn't drastic, especially with slacker head angles, but companies don't want to look like they're behind the times, so reduced offset will become the new norm.
More High Pivot DesignsHigh pivot suspension designs aren't new (Paul Aston put together an excellent overview
here), but the success of Commencal's Supreme DH, piloted by Amaury Pierron, and GT's new Fury, underneath Martin Maes, certainly refocused the spotlight on the potential of that design. Commencal, Norco, and GT are the three biggest companies producing DH bikes that have a high pivot suspension layout, but I'm sure there's a lot of off-season experimentation going on.
We also have Forbidden Bikes' still-unnamed creation to look forward to, which uses a high-pivot design on a shorter travel trail bike. I don't foresee a wholesale switchover to this design, but I do think we'll see a few more contenders enter the mix.
Tire TechThe quest to end flat tires once and for all still is still underway, and there are more companies than ever offering all sorts of foam inserts to help keep rims from breaking, tires from tearing, and air from escaping. There's no sign that the insert industry is going to slow down, either. The good news is that there's a wide range of options available depending on how much protection you're looking for.
The same goes for tires – there are more thick-but-not-DH-thick casings available that provide a little extra measure of security compared to the paper-thin, 700 gram options out there. Hopefully we'll start to see more bike companies spec proper tires on their enduro and all-mountain bikes – nobody wants to shell out thousands of dollars for their dream machine only to tear a hole in the single-ply sidewall a hundred yards into the first ride.
Don't Forget, It's Still a Good TimeYou know what's really worth looking forward to in 2019? The fact that mountain biking will still be as fun as it ever was. No matter if you're on a fully rigid hardtail with a coaster brake, or a fancy superbike bedecked with all-carbon-everything, it's still tough to beat ripping around in the woods for a few hours, and that's never going to change.
@mikelevy:
It's pandemic already ...
Can I get educated now... so we have:
-Gravel, Marathon XC, XC, Down Country, "Trail?!", Enduro, Freeride and DH? are 140mm bikes all mountain bikes to make it more complicated?
Muhahaha
PS: Freeride bikes are DH bikes that are setup in a different way
Those who have been around a while remember the whole "Black Diamond" push....
I mean, I know RC is on the staff here, but if you mofos start talking about wanking on the bar-ends and how an XC bike would be a much better descender with the addition of some monster T's I might start questioning your competence.
@mikekazimer, but I'd argue that it's even better than that. There are more kick ass trails, and more kick ass people to ride and build them with than ever before, and that's before you even look at bike parks popping up everywhere. Bikes are better than they've ever been - you can buy bikes that hold up to use (we all remember when that wasn't the case...), provide better range of use (we now have trail bikes that are remarkably capable on everything from XC loops to stuff that would have been considered way too gnarly for anything but freeride or DH bikes a while back; modern enduro bikes are as capable as DH bikes of not too long ago but aren't a total chore to earn your turns on). Components are better, too - there are brake and drivetrain choices that give you solid performance for what used to be entry level pricing as the higher-priced tech trickles down. And you can buy a decently spec'd bike with up to date geometry and well balanced performance for what used to be bargain basement closeout prices (and that's before you even figure in inflation). Even better - there's now competent, highly effective instruction and coaching to be had, so new riders progress more quickly, and everyone has the opportunity to up their game and have more fun that way.
It's the freaking golden age, and while some keyboard wankers may be grousing about how it's not like the old days blablabla, I, like most riders I know, sure as hell am enjoying the crap out of it.
I charge my di2 2 times a year while I sleep.
I could see myself getting wireless shifters on some of my bikes someday, but increased maintenance isn't what is stopping me from doing it now.
(I know that there is a lot more that could break in an 'e' system, I'm all for simple personally)
Rockshox: We put batteries in the same thing! What could go wrong??
The average rider doesn't need tire inserts. Carry an emergency tube with you. Or a plug kit.
Basically:
They dont weight much more than an average inner tube. I know no one runs those any more, but at the same time it kinda shows that although the weight looks high on paper, its not like a tyre with an inner tube rides drastically worse than a tubeless set up. Before the tube punctures anyway. So the weight doesn't make a huge difference.
They pretty much eliminate rim dents. 90% of the time I have to replace a rim it's because of some sort of impact damage or another, so eliminating that is a big deal. I spend 2 weeks in Morzine every summer. Normally I hear a good few dings and bangs coming from my rims every run, especially in rocky areas. I usually buy a new rear rim after I get back every year, it's not cheap. Last summer, with cushcore I heard one faint ping noise from my wheels in the entire 2 weeks. And that was from my front wheel landing directly on the edge of a reasonable sized rock from about 20 ft out. That is a huge difference. No new rims needed after the holiday as they were both in perfect condition. In fact I'd even consider running lighter rims now. Or wider but no heavier, or whatever.
You can also run lighter sidewalls on your tyres, making the whole setup significantly lighter than your standard tubeless set up, and still less prone to damage. Might improve grip too, having a more flexible tyre carcass, but then again it might not be noticeable. I haven't ridden a non-heavyduty tyre sidewall in years so I can't really comment.
They noticeably improve tyre stability at low pressures. I got a slow puncture a while ago, and didnt even notice till it was down to about 10psi. The grip was immense, tyre roll was still better than a normal tyre at 20psi.
I honestly can't say enough good about them.
Downsides? They are expensive and a pain to fit. Once they're on your bike though, they rock.
If you rode aggressively, your back tire would come completely off the rim! Minimum of about 35 LBS of pressure, just to keep the tire on the rim!
Gimme numbers maxxis, I used to like single ply, dual ply, and 60a etc - I knew what I was buying
I don't need any more first world problems in my life especially when buying rubber
The wireless reverb must be a joke... take two things that sram cant get to work and wrap it in one package. There are plenty of suckers willing to buy this junk and do free q/a... actually, they pay to q/a. Brillant businesses model.
I'm still slow and I'm fairly light (70kg) but my rear Maxxis HRII in exo casing start leaking sealant from the sidewalls after 5 rides.
Anyone heavier than me, faster than me, or riding rockier trails probably has to ride DH casing.
So I don't get your point... since with Schwalbe, super gravity is just a foldable DH casing, just few grams lighter than the real "DH casing".
Exo is fine for front tyres on mid travel bikes if you're smooth.
Maxxis: EXO - DoubleDown - DH (and will soon be: EXO - EXO+ - DoubleDown - DH
Schwalbe: Snakeskin - SuperGravity - DH
I don't think I've seen anyone on a mid travel bike using a full DH carcass. DD yes, but not DH. Usually those who use full DH tires are actually riding/racing DH and/or ride big parks (Whistler) extensively with DH or long travel enduro bikes.
I'm in the process of putting Schwalbe SuperGravity Magic Mary's on my mid travel 29r.
Schwalbe has Snakeskin, SuperGravity and DH casings. Schwalbe also offers a "Park" tire which is a DH casings with a low wearing compound to last longer.
I use Schwalbe Super Gravity, but if DoubleDown was for light XC, I don't think we'd see all the Maxxis EWS team riders using it.
basically, slacker head tube angles and reduced offset serve to doubly increase high speed stability, at the cost of steering sharpness. supposedly it's a way to get increased stability without making the head angle too slack.
i honestly can't tell the difference between a 37mm and 44mm offset, though
Its more fun riding a short travel bike over its head than a 180mm beast that paves everything and you feel like your riding a sofa down the trail. 130/140 can handle just about anything short of Rampage or stuff 99% of us wont ride anyway.
But thats just like, my opinion man.
When does the Santa Cruz ebike come out? What if the reason the 29 V10 isn’t out yet and the Hightower LT hasn’t been given modern geometry is because they are putting all their RnD in to ebikes?
Will Superboost 157 take over? How does that fit in to ebikes?
We are at the end of the non-pedal assist era and there is nothing we can do to stop it
EXO is a joke.
If you are able to fit a tire onto a rim without:
A. Breaking a sweat
B. Thumbs hurting after the install
C. Tire levers
then don’t spec the tires on a MOUNTAIN BIKE!
“Hopefully we'll start to see more bike companies spec proper tires on their enduro and all-mountain bikes – nobody wants to shell out thousands of dollars for their dream machine only to tear a hole in the single-ply sidewall a hundred yards into the first ride”
... kind of like the bike I'm riding right now (Rocky Thunderbolt) ... that's 3 years old?
I barely notice anything below a 15 degree climb as far as body positioning on the bike goes. Are you going to add 15 degrees of eSTA to cope with some gravity on mild climbs, at the complete detriment to power output?
Look I'll keep trying more bikes as they come along, however I just moved from a 73.6 to a 75.5 and it's a small but noticable improvement that I like, but I don't think I'd want much more than that.
Time will tell.
Try it back to back, isn't a hype, it works
That's all I got.
So confused, I thought I was just riding bikes.
I have Campagnolo EPS on my road bike and I am very happy with it. Yes, I need to watch the interface box when I turn the unit on, and if the light on the interface blinks yellow I need to charge it before too long.
In a few thousand miles of riding this summer I charged it twice, and I never ran out of power. Big whoop. I picked Campagnolo because I like their controls. I may see if I can adapt the TT shifters to use on the tandem. The gear range will be the problem.
I know I don't like Shimano or SRAM controls. Campagnolo is simple: small lever for smaller gear, big lever for big gear. Hold it down and it keeps moving (and moving fast) Going up or down 4 gears is not an issue. Front derailleur trims automatically. I haven't seen that since shifters left the down tube.
From 51 mm to 44 mm on my SC HT LT: pure positive experience; and the best of all: a ton of more grip up front: confidence boost de luxe!
On my upcoming bike it'll be 37 mm, with a 64,5 HA .
"Hi Joni,
Unfortunately we are only open for service in Canada or the USA. Get in touch with our distributor in Norway and they will be able to fix your post… before you have long term damage. Haha"
How is one able to patent such a thing? What's new there? It's been done several times.
What I do know is: It does NOT have a derailleur. It does have a tentioner, but that's fixed in one position. It's the cassette that's slides sideways underneath the chain. That's what makes this unique.
Ah, funny, it seems I'm very much in the "down country" camp and didn't even know it. Didn't this used to be called "trail" as in, i just ride a fricken trail for the fun parts?
*available from mid 2019
geometronbikes.co.uk/deviant-geometry-goes-mainstream
repairing damaged hoses - never ?
what needs to be innovated?
singletrackworld.com/2018/09/first-look-btrs-brazed-on-steel-brake-lines-taking-integration-to-another-level