When Yeti first revealed the SB5 back in 2014 people were really excited. The brand had once again gone and created what many deem to be one helluva good looking bike. It turns out that those looks were supported in the ride too, with many riders singing praises for the bike’s abilities on the trail.
Shoot forward two years and the brand rejigged a bunch of things, revealing a new SB5 in 2016, one that cleaned up some of the lines but overall appeared very similar. The most obvious changes were the move of the cable routing to the inners of the frame and some amends to the top-tube/seat-tube junction. The weight of the bike stayed roughly the same; the spec, similar, and the geometry, while growing marginally, didn’t change a great deal.
Yeti SB5 Details• Intended use: Trail/All-Mountain
• Travel: 127mm
• 27.5" wheels
• 66.5-degree head angle
• 73.6-degree seat angle
• 12 x 148mm rear spacing
• Custom valved Metric 210mm x 50mm shock
• Switch Infinity Suspension Design
• Sizes: XS, S, M, L, XL
• Weight: 12.06kg/26.58lbs as tested (SRAM X01 Turq)
• Price: $6,999 USD
•
www.yeticycles.com One change that Yeti made was the decision to move to two different carbon frame price-points. The Turq carbon reviewed here is the more premium of the two and as a result, fetches a higher price. The Turq series frame comes with a claimed weight of 5.5lbs (2.5kg) whereas the regular carbon series frame weighs in at a claimed 6.27lbs (2.84kg), giving a saving of 340 grams for the Turq. Aside from the weight savings, Yeti say that the Turq series frame is stiff, yet smoother than the regular carbon.
| Turq Series bikes are made with the highest quality carbon fiber available and offer the perfect balance of stiffness and compliance. The result is a bike that feels smooth, solid and aggressive.—Yeti Cycles |
Suspension Design Yeti didn’t change their suspension design with the new SB5 and the bike still features their unique Switch Infinity suspension design. As the bike drops into its sag, the carrier in the Switch link moves up, allowing the rear axle to move rearward, a trait often sought after for improved small bump performance. Deeper into the travel the carrier then begins to move downward, relieving the tension on the chain and aiming to improve the bike’s traction and ability to handle bigger hits that put the suspension deeper into its stroke.
One update that Yeti made with this most recent model was to the shock tune. The team worked closely with Fox to develop a custom tune that they feel is perfect for the SB5. That work involved coming up with valving and an air volume configuration that they felt would help the bike perform how they desired. The result is what Yeti claim to be better mid-stroke support and small bump compliance over the previous iteration of the bike.
The SB5 features Yeti's unique Switch Infinity suspension design.
Using the stock setup with Yeti’s recommended 15mm of sag in the rear I had a bit of a hard time on the trails of Coastal B.C. After a number of adjustments, I found myself settled with 16mm of sag and Fox’s small volume spacer for the DPS rear shock. With this setup I found the bike to perform better on the chattery and feature-rich trails of this region, but more on that in a minute.
Geometry/Sizing As mentioned, this version of the SB5 did see a slight change in the geometry, with the bike evolving a little in a number of elements. The head angle was slackened half a degree, now coming in at 66.5 degrees, and the seat tube steepened slightly to improve climbing performance; from 72.75 to 73.6 degrees. As a tall rider on an extra large, the effective seat tube angle could be considered pretty slack, however, I found that the actual seat tube angle provided a better seated position than some bikes with steeper effective angles when the seat was fully extended—I wasn’t left too far off the back of the bike.
The reach of the bike is not overly large by modern standards, with a medium coming in at 424mm and for the XL tested, 463mm. A brand that was once somewhat synonymous with the longer, lower, slacker mantra is now no longer. While the reach numbers throughout the range are smaller than a lot of the competition, the stack (and head tube length) are on the larger side. The stack on the medium measures in at 610mm, taller than many of the competitors, while the head tube is also among the biggest in the trail bike segment.
Why am I pointing out these intricacies? Because of all the bikes that I’ve ridden over the years as a product tester, the 2017 Yeti SB5 was the most difficult to get comfortable on in terms of ride position, with the bike exhibiting a tall, upright stance for the rider. More on the effects in a bit, but when sizing for the bike, consider the charts below, your current bar/stem setup, and preferred ride height.
The SB5 in a medium compared with a number of similar bikes.
The SB5 in an extra-large compared others. The stack and headtube are relatively large compared to others.
Specifications
Specifications
|
Price
|
$6.999 |
|
Travel |
150/127 |
|
Rear Shock |
Fox Factory DPS |
|
Fork |
Fox Factory 34 |
|
Headset |
Cane Creek 40 Inset |
|
Cassette |
SRAM 1275 10–50 |
|
Crankarms |
SRAM X01 Carbon |
|
Bottom Bracket |
SRAM GXP BB92 |
|
Rear Derailleur |
SRAM X01 Eagle |
|
Chain |
SRAM GX Eagle |
|
Shifter Pods |
SRAM X01 |
|
Handlebar |
Yeti Carbon |
|
Stem |
Race Face Turbine 35x50mm |
|
Grips |
Yeti |
|
Brakes |
SRAM Guide RSC |
|
Wheelset |
DT Swiss XM420 |
|
Hubs |
DT Swiss 350 |
|
Rim |
DT Swiss XM420 |
|
Tires |
Maxxis Ardent |
|
Seat |
Yeti x WTB Volt |
|
Seatpost |
Fox Transfer 150 |
|
Handling The carbon frame of the SB5 Turq definitely is light and stout, with the XL size tested weighing in at 26.58lbs (12.06kg) without pedals, a fraction lighter than their claimed weight. On the trail, the frame made for a very active ride with the bike being easy to put where you want it. I did find the carbon frame to feel a little “tingy”, translating more of the feedback from the trail through to the rider, not something that I have noticed to such a degree with other carbon frames.
Further adding to the increased feedback on the rider over similar bikes, was the custom tuned suspension. The damping is quite heavy, resulting in a ride that wasn’t as light off the top as preferred for the trails of Coastal B.C. This resulted in less confidence in the bike on rooty, fast-paced sections of trail, with the bike preferring to skip rather than track. Push aggressively into the bike and the claimed improvements to the mid-stroke became apparent, with no dead spots in the middle of the stroke and plenty of support to push out of.
When it comes to ascending the firm top end made for a spritely ride, and the bike accelerated effortlessly. If the trail features a lot of roots and square edges, I found it to be on the uncomfortable side of things when going up. Once the suspension was adjusted to have a little more sag and a volume spacer this did improve, but it still exhibited a tendency to get hung up on square edges a little more than I would like. On smoother trails there were no issues, and it flew up the climbs. This resulted in little use of the compression damper adjustment on the DPS shock, and I opted to leave it open the majority of the time.
Even with only the above information, it’s pretty clear to see where the SB5 excelled. On smoother terrain that featured less feedback to upset the balance of the bike, it was a weapon. The light weight combined with the stiff frame and firm suspension made for a very active ride on the descents. It rewarded a more assertive rider—one that confidently tells the bike what they expect of it, but the geometry is neutral enough to grant less confident riders confidence, however, may be a little uncomfortable thanks to the firm suspension.
In braking situations the SB5 likes to squat into its travel, which helps to keep the rider more balanced front to rear, combatting the weight of the rider being thrown forward when the anchors are dropped. I did, however, find that in terrain with high feedback—lots of roots, rock or holes—under heavy braking it had a tendency to dance a little and the bike required more attention to keep it under control, thanks to the rear end stiffening up when the stoppers are involved. On trails where these situations could be avoided performance under braking was good, with the squat enabling the rider to remain more neutral with less (subconscious) effort.
The bike excelled on lower-grade trails with less feedback, with the firm suspension and light, stiff frame accelerating effortlessly out of any backside you could place the wheels into. Accuracy in these situations—and on the bike in general—is important, as coming up short often resulted in a more abrupt decline in speed thanks to the firm suspension. The SB5 really benefits from an active rider that is looking to play with the trail and attempt to place the wheels in all of the right places in order to maintain, and often continue to build momentum.
Thoughts Geometry: The extra large SB5 tested was one of the more awkward feeling bikes that I’ve ridden in years. The reach is considerably shorter than what other extra larges I’ve ridden in the last while are, but that wasn’t the issue. The tall stack and long head tube length became more of a problem than I could have imagined. Adding to the tall front end, the bike also ships with a tall 15mm headset cover, plus an additional 25mm of stem spacers and the bars come prepared to fit a giant.
In order to get the bars down to a more reasonable position, the headset cover needed to be removed, placing the stem on the bearing, with a 20–25mm rise bar. Despite the hands being at a height that was closer to normal, I found the bike to feel tall and ‘tippy’, rather than well balanced and stable, in terms of geometry. After looking at a number of other key bikes in this demographic it became pretty clear that the SB5 is at least among the tallest in the category, and while the stack height may work for tall riders (taller than 6’4”), I'd argue that the reach is not long enough for a rider of that stature.
What was more surprising was that the stack is tall on the other sizes as well, though admittedly it isn't by as much and wouldn’t be as difficult to get the bars to a suitable ride height. It’s something to consider, especially for riders that commonly have their bars close to, or completely slammed on their other bikes. For those interested, I generally have at least 10–15mm beneath my stem and run between 25 and 30mm rise bars—none of this was remotely possible with the 2017 XL SB5.
• Terrain Type: Yeti pitch the SB5 as their “most versatile all-mountain bike”, but when looking at the build kit: Maxxis Ardent tires, 160 rear and 180mm front brake rotors, ultra light weight, and a heavy suspension tune, to me the bike certainly looked and felt more fitting to the trail segment. It would also suit exceptionally well as an XC riders aggressive bigger travel bike.
Throwing bigger, more aggressive tires on the bike and adjusting the suspension to suit helped the stock bike handle the rough terrain of Coastal B.C., but personally, there are more versatile “all-mountain” bikes available, ones that are as happy on rowdy terrain as they are more mellow trails.
• Finish: Yeti oozes quality in everything from their website, to their videos and photography, and their frames are the perfect exclamation point. The quality of construction is second to none and it can be felt when riding the bike. There are no rattles or creaks to speak of and everything feels solid, even after time and a number of large days in big terrain.
• Details: Attention to detail is something that Yeti has covered, for the most part. The cable routing is sleek, from the position that the cables first go into the frame—minimizing head tube rub—to the always out of the way and rattle free nature they exhibit. The chainstay protection works perfectly at both protecting and keeping things quiet and didn’t require any additional taping. Where they miss an important factor for me, and any other rider that finds a pack incredibly frustrating is not having the ability to place a water bottle in the front triangle. True, you can mount one up under the frame, but I may as well drink from the murky watering holes my dogs hydrate out of when considering a bottle exposed to the filth of the trail, roads to and from, and water crossings we ride through. Not to mention it's more difficult for someone over 6-feet tall to reach down there and access it.
Component Check • SRAM X01 Eagle: It may not be the top-tier Eagle drivetrain but you wouldn’t know. Shifting was incredibly light and precise, operation silky smooth and quiet and the chain retention perfect. Not once was a chain dropped during the test on the SB5.
• Fox Factory 34: It may be the smaller brother fork, but it’s perfectly suited to the SB5. While it can hold its own in rowdier terrain, the 34 provides confidence to the SB5, putting your mind at rest when entering into sections full of roots and rock. It shipped with two volume spacers and we needed to up it to a total of five, but once we had the front of the bike kept a very balanced and composed stance in the grossest of situations.
• SRAM Guide RSC: The Guides are a great brake, most of the time. I've found on a number of them now that one ride with a number of sustained, steep sections of trail will make them unhappy, fading by the time the bottom is reached—that remained true with the SB5. However, to be fair, I’ve already commented on where I found the SB5 to excel, and in those situations, the Guide stoppers are more than sufficient, with no issues.
• DT XM421 Rim and 350 hub: The DT wheels, built using the 350 hub and XM 421 rim performed flawlessly. The star ratchet is reliable, the hubs are easy to pull apart and service when you need to and they roll smoothly. The rims took some action and shrugged it all off. They feel solid on the trail and they're reasonably light. The 25mm inner width may upset some, but it shouldn’t be a major concern. These are a great wheelset to come stock on a bike.
• Fox Transfer: The 150mm Fox Transfer on the SB5 performed flawlessly throughout testing. Its return speed was a little slower than others (RaceFace, 9Point8, Specialized) and I found the lever required a little more effort to get it going. The lever paddle is not as big as some of the others available now but is more than enough to find in a hurry.
Pinkbike's Take: | The 2017 Yeti SB5 is an incredibly playful, lightweight bike that requires little energy to get it moving forward. In rougher terrain, the model tested was found to get a little overwhelmed, requiring extra input to keep it moving forward and tracking, but can still get it done if you're willing. Where it really excelled during testing was on lower grade terrain that featured less wheel eating roots and rocks, and when in such situations was a blast to ride.
— AJ Barlas |
I've been pretty underwhelmed by my Guides for their price.
but sometimes you can change one of the elements: eagle+roam, guides+pike...
you always get some crappy thing in the end, that's the trick
Guides are spongey garbage...at least any I've used.
I have always been a saint guy, but plenty of other good brakes out there (e.g. Hopes)
My Guides RS failed (master cylinder), Guides on my buddies bikes go strong. My XT8000 need bleeding once a month and bleeding Shimanos these days is nothing like it used to be.
I've not had any trouble bleeding new Gen shimanos with those kits...never done it the shimano way
I'll still say that I miss the old m810 levers...bleeding was so easy
Once you replace the bleed nipple on the caliper and clean everything up. Put the wheel and pads back in. Force enough fluid backwards into the system with the lever syringe so that the wheel won't turn. Flip the lever a few times while holding pressure on the syringe. And done. Rock solid brakes. Replace that bleed cap and ride hard!!
Not to mention the G-spec version is super light for a brake with that much power!
Same for me
I rode every kind of Guide and in heavy duty condition (not bikepark, more than 1000m down in the alps): they are all spongy crap.
Saints harden a little with heat but thats all.
On my third set now, and I've never had a single issue with any of them, decent power, best in class modulation and amazing reliability, and super fade resistant.
For some it's the best, for others it's crap, whatever the brand.
Has it something to do with poor manufacturing tolerances, and loose quality control?
For instance, formula R.
I've heard a lot of complains, but in my experience they're juste perfect.
Cheers!
www.ebay.com/itm/NOS-Morningstar-Drum-Stix-T-R-Ale-Tool-Disk-Brake-Rotor-straighten-true-repair-/302137689394
They are putting out garbage that is 2 to 3 years behind SRAM in terms of technology and nobody will call them out on it.
And, as a Brit, I've only tried one Hope product, a pair of flats (F20 I think). One of the pin holes was badly threaded and I had to return them. Got RF Atlases instead and have been very happy with them.
Definitely one of the harsher PB bike reviews I've ever read.
Looks nice though, so the Dentist/Lawyer crew will love it
It's kind of funny that you either have to be a god-level rider like Rude or Graves, or a below average rider who wouldn't know any better to enjoy this bike
I'm glad PB had the balls to publish such a review. I'm totally sick of the lego-movie-style "everything is awesome" type BS that usually gets shovelled out
Jesus, the Yeti fanboys have gone full butthurt over this article. F*cking hilarious.
I'm not a fanboy, I have had many high-end bikes and they are all pretty similar to be honest. The SB6 is a great bike, the nomad was great etc. Not a fanboy just not a 'fan' of dumbass bashing of a design for no real reason
Whyte T-130?
For my personal likes and terrain I ride, i would not make that much use of this Trail specific genre, as a main bike. Then you take it to real mountains and you suffer the descents. It would have to be my 4th bike after 160, XC and DJ. And having such 4th bike seems a bit obscene to me considering my budget. I can imagine though that if people have less rough trails yet like to go sideways, it must be a blast. You'd have to make sure though that your friends suffer enough on pedalling bits, otherwise 29ers or 140+ bikes with quality suspension would outride you on longer descends. I don't mind being outridden, just not every time Also, those 120 bikes keep you on your toes all the way down, if you let go off the brakes, you better nail those lines and be above sht when needed. A surprise jump, a bit bad loading of the lip - BOOM! And as the day goes on and one gets tired, sht starts to go south.
I like cushion... I need a bike that can carry me home sometimes But if money were no object I'd goof around on this thing once every second week.
I don't get the 'fun' argument either. Fast is fun.
When you look at all bikes at all travel ranges the only bike from a larger company that nails it is the new Orbea Rallon. Unfortunately there is only three sizes but if you fit one the numbers are great IMO.
Especially when there are so many biased reviews out there. I hate steering people away from Pinkbike but this is the gold standard in bias reviews.mtbr.com/yeti-sb4-5-trail-bike-review, check it out for a laugh
Fuxk I can't believe I said plus size.
I will be slain on PB
There's also the Jeffsy.
I'm simply not hung up on evaluating how a bike will ride based on the specs, before I actually ride it. Take a bike like the Devinci Troy (which I love) - the Troy's numbers are super modern but I was faster in every way on the SB5, even on DH sections but especially on the climbs. If my local trails were a bit more DH oriented with chunkier terrain I may have chosen the Troy - or tried an SB5.5 - but frankly, both are incredible bikes and I felt best on the Yeti, even if the numbers aren't extremely long. Remember - they are long from only 3 or 4 years ago - and they're not short by any means, simply conservative. That doesn't mean it won't be an amazing ride - you've got to try it first....
An abdominal snowman.
Thanks guys, thanks x
I think you're confusing aesthetics with function.
@Whipperman:
Also liked how Mike Levy (I think?) preferred the 29" 4000$ process to the 27" 6000$ one!
Most companies release their best designs at the higher price point as it has cost them the most R&D dollars.
Leverage rate, Anti-squat, anti-rise (IC location) can be engineered on to be the same on the majority of designs. Add an adequate volume shock and the cheap bikes suspension will perform exactly the same as a higher priced variant. The bike industry doesn't want you to understand this but it's pure fact. Take a cheap model bike with good suspension knematics like a YT Jeffsy for example and nothing you can do to the bike above will make it perform to the same level.
Don't get caught up in the marketing.
All I was saying is that at the higher price point you typically get the best performance. From there pick the design that you think will best meet your needs.
More reliable, and I just like the feel better.
Single pivot designs, like Orange, flourish because of great shocks.
@duelsuspensiondave: Like the above guy? A 4-bar linkage like the FSR could easily be designed with as much anti-squat as the designs you mention. They rarely are designed that way as it sacrifices braking sensitivity. Something the riders of the designs you mention have gotten used to.
That being recalled, I cant believe they are pulling 7k for a bike with a review like this.
Also, the switch infinity link looks clunky. Id like to actually ride one to confirm, but just by looking at it, i can't imagine it's that efficient.
Our just buy a new shock, a db inline totally changed my yeti for the better.
He exemplify it very well saying that rider have to be very active on the bike, meaning that you have to compensate/damp with your legs for the lack of sensitivity.
On the other hand it will "pedal like Hell" and be a breeze on smooth terrain.
Bikes with low AS/PKB and progressive LR will work with any modern air shock, even on the simplest version.
Riders need to realize that the "climb like a goat, descend like a GOAT" gimmick is pure bullshit since what make a design good at transmitting energy without loss make it bad at tracking ground.
And like MTB is still full of road bike inheritage, nobody want a bike that is not "good" at pedaling.
No brand will never say "look, this bike is not the more efficient at pedaling but it goes down like hell, soaks bumps and got a lot of traction" for a trail bike.
Moreover it's easy to compare how bike behave at pedaling (just add AS), but very difficult to assess suspension performance.
The db inline took a bit of time to get dialed but it's better than the Fox ever was
Sliding the seat forward isn't a symptom of the reach being too long. Technically speaking, sliding the seat forward does not reduce reach. The ESTA on the XL Yeti is actually a fair bit slacker than published, as Yeti is NOT one of the manufacturers who compensate for ESTA in their frames as sizes go up, or at least publishes accurate ESTA numbers as sizes increase (Norco). I've had to slide the seat forward on all of my bikes running traditional ESTA numbers.
I bet you vastly more people have the opposite issue.
It's easy to find bikes with long reach and low stack. The few companies willing to make bikes for people with different proportions shouldn't be panned for it.
There is some element of truth to what Pole is saying, but the puff piece that Pinkbike published was a complete joke. Pole simply doesn't think they can make money doing carbon "right" (or doesn't have the capital to start "proper" carbon production) so they came up with this heroic story about saving the planet. They are a for-profit company, not a charity, despite what their PR Rep Paul Aston wants you to think.
It is not my Glory Advanced 0. Yeah, you actually have to work a little to ride it if you are blasting rock gardens, but it is fun as hell. I have never been knocked off line, but I have definitely driven it late in to line changes that it was more than happy to slice through like a scalpel.
It doesn't erase rocks, and I'm going to put a DPX2 on it for the start of next season, but it is a nasty bike that wants to be ridden fast at all times.
This review actually reminded me of why I like this bike so much. It is not a DH rig with a single crown. It is a bike that shines more and more as you pump, pedal, and pick the most fun way down the trail.
you running ... I have this bike I am no pro and I donk huck but at 240 geared up I am running 75 psi and 2-3 volume spacers and tunned it with a shockwiz.
I also run the 3rd from smaller volume spacer in the rear it's the max on this shock. Suprised your setup it so many Volume spacers in the front and just a little in the rear. ?
You have some fair criticism but I am lucky I have long legs and a short torso so it fits me like a glove. I also think this bike
handles square edges better then any vpp or dwlink that I tried.
A lot of people picking apart Yeti here for the ride feel expressed by AJ. You guys really need to try the bike before bitching. Yes, the bike likes to skip and dance through chunder, instead of plow. But, this results in three things:
1) It's faster.
2) It's precise.
3) It feels nervous and chattery when plowing.
Suspension design is always an issue of trade-offs. Considering Yeti's focus on racing, I'm not surprised they went this route. Yeah, when I'm in over my head on a trail that can overwhelm me, I'm not gonna want a 'nervous feeling' bike when plowing through chunder. But when I'm on a trail I know well, and I'm riding within my technical/speed limits, man is skipping and dancing through chunder soooo much fun (and fast!). With the way Yeti has set up their suspension, it's really easy to pop off a rock at the beginning of chunder, skip over the rest, and land right where you want to, on the smoother section of trail. Guess what... thats what makes you fast and win races - not plowing aimlessly through momentum-sapping roots and rocks like a beginner.
So yeah... many of you are missing the wagon here. It's not that the bike's suspension sucks. It's that it's for a certain style of riding. And maybe AJ undersold that side of things, because Yeti's suspension design definitely does things well that other bikes can suck at.
I enjoy both styles... bikes that dance and skip, and bikes that plow and stay composed. Pick your poison... or, better yet, buy both types and ride the one that suits the trail and your mood for that day.
Man ain't that the truth. Many years ago I fell in love with Yeti. Their website had awesome videos of beautiful terrain with sick background music - that's where I first heard Glitch Mob (I don't get out much). This was back when they made the 575 and the ASR7. The promo material for the 7 was on point. Something like "As rider's skills are progressing they're looking for a bike that can do more."
Then they ditched ALU single pivots and went with the SB line. *sigh*.
Direct-sales were really starting to take off, and the market was being being flooded with cheap brands punting out alloy frames for not very much. They were cleverly marketed, painted in pretty colours and touted as the next big thing - how could the 575 compare against that? Don't get me wrong, I loved the 575 and ASR5 - they were awesome bikes. But if you're judging things purely at face value (which most consumers do, especially in this price-segment) why would someone buy a dated-looking 575 over something like a Nukeproof/YT etc..? At the end of the day it was a single-pivot alloy bike.
So, Yeti would have been faced with a choice: Sell out their principles and cheapen their brand by going into competition with dirt-cheap import companies who put little to no development into their own bikes; Or, stick their heads out above the mess and look at how they could be better. That's what they did, and I don't think they regret it at all.
If you want a cheap alloy single-pivot bike there are literally hundreds of options to choose from, but if you want something pretty special that rides incredibly well, check out the SB lineup
It's just not what I happen to like, long story short.
You have to laugh at the nonsense of claiming to perceive "tingyness" (?) on a 130 travel bike ...
Reach is related to top tube length...
If I've read this review before choosing my bike I will probably look at another bike. Hopefully, I didn't do it and it will help me for the the future: don't care about XL size pinkbike reviewers.
Should be really interesting to read a medium size review.
Seriously? It looks like it's inflated. Like I should find an air-valve at the bottom of the downtube.
Yeti's alloy frames were works of art. These new carbon balloons look silly.
Come to think of it, that would be great though...you could just keep a compressor in your vehicle and transport your bike deflated.
Also just caling shenanigans on Yeti in General. I have owned 4 of them over the years and I love them. But again it's an old argument. They say they have the best Carbon process so they have to charge more for their bikes. Now what they have the lesser carbon model that will still probably cost more than more frames out there. Again when Ibis 1st was launched they were and still are the best of the best. But their frame prices are reasonable. Sorry I will get off my soap box.
In truth I can purchase an Ibis, Santa cruz, Turner, etc for a reasonable price and get their top tier offering. I still love reading your reviews, but as a loyal customer you lost me when your prices became elitist. Oh by the way when I first said this argument yoru response was we still offer the 575 for those of you that want a Yeti but can't afford our premium carbon offering. I knew that was a cheap excuse than, and look at where it is now.
blistergearreview.com/gear-reviews/2017-yeti-sb5
Holly head tube Batman, although it is an XL frame.
Awesome POV helmet cam vid.
19% rear sag, that sounds high to me.
30-32% sag out of 127mm = 38.1mm-40.6mm
Yeti recommends 15mm of sag, thats not normal negative travel, unless I'm missing something? Maybe their Switch Infinity stystem makes up for the rest?
actually 12kg almost seems heavy for that
At least make up for it with a bottlecage
lessitcomaniacs.files.wordpress.com/2014/05/donald-faison.png
promoting it